Summary of Comments & Observations by various Stakeholders

Contents

Comments by Page No.

1 Shri Ujwal Keskar 1 – 3

2 Shri Anil Shirole 4-10

3 Dr. AdhirajJoglekar 11-24

4 Mr. Magnus Carle (Ramboll Consultants) 25-34

5 Shri Madhukar Ghatpande 35-36

6 Shri Ranjit Gadgil 37-39

7 Shri Sujit Patwardhan 40-44

Comments / Observations on the City Mobility Plan for Shri Ujwal Keskar

Sr Reference Para Comment Clarification No Document / No. Page No.

Comments by Shri Ujwal Keskar : 26.08.08

1. Executive It is very serious that the Consultant is suggesting “broad” CMP is a vision document. It is drafted Summary suggestions as on page 8 of the above report. Anybody can focusing on strategic measures, and incorporates suggest in broad way what Pune CMP should include. What is the policy directives set forth in the NUTP of Page 8 the necessity of a consultant like IL&FS? For bringing in reality GoI. the “broad” suggestions, it is necessary that the Plan is Specific project-level suggestions need to be SPECIFIC. There is no such reference in the entire Plan. Such based on detailed case-specific studies, which work is expected from a Consultant. are beyond the scope of a CMP. We have however provided specific strategy- level suggestions based on our analysis, review of past studies and a Transpiration Model developed for PMC area. This would be clear if one goes through the full report.

2. Executive Page 14, Point no 14: Increasing the Parking Rates CMP recommends levy of parking fee as an Summary overarching policy measure. Page 14

3. Executive “Vehicle Use Tax” in Congested Localities Congestion pricing and other travel demand Summary management measures are proposed as a I do not really understand what the Consultants have to measure towards increasing the public transport specifically suggest / recommend. Clarification may be modal share after implementing the envisaged obtained from the Consultants as to which new tax should be public transport initiatives. These are measures levied on the Congested Localities. Clarification is necessary that discourage use of private vehicles. that in the DP (Development Plan), all the Peths so also all

Page 1 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Ujwal Keskar

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the Gaothans are included as Congested Localities. And it The CMP does not suggest this as a first will not be correct to collect such a Tax from people of such measure, but recommends that after public specific localities. transport improvements, this could be used as a tool to further improve the targeted modal shares. Demand Management and Supply Management must go hand in hand and is normally followed world wide as additional ways to modifying modal split in favor of public transport specifically in congested sections of city.

4. Executive Page 15, point no 17 – Fixing the ratio of Auto-Rikshaws along Auto Rickshaws have an important role to play Summary with those of Public Transport and Non-Motorized Transport in any city. They must not be allowed to operate (Bicycle / Pedestrians). I need an explanation of this, didn’t as alternative to public transport. They must Page 15 understand the point. transition from a competitor to a complementary feeder service operator.

5. Executive Page no 15, Point no 18 – Establishing PMTA…..who will do it, PMTA will need to be established by the State Summary then what to do with PMPML? Government with appropriate representation from concerned stakeholders (PMC, PCMC, Page 15 PMPML, Cantonment Boards, & Police etc.). All stakeholder agencies will continue carrying out their mandated functions. Only their planning functions related to transport are recommended to be coordinated through PMTA to ensure integrated planning, implementation

Page 2 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Ujwal Keskar

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and management, instead of each individually planning in isolation. PMPL is envisaged to continue with is primary mandate of operating the public transport system in the region.

6. Executive How to raise the required funds of Rs 16,000 Crore? There is Pl. refer to section 9.2. of the CMP, where Summary no plan for this. potential role players / financing agencies are identified. Such work is not expected from a Consultant. What we will be doing and how will it be done, the funds raising for this, its The fund required will need to be raised through stages, is all what is expected of the Consultant. a concerted effort by, say, constituting an Urban Transport Fund and establishing an SPV for managing the fund and implementing the projects through various structures in an integrated manner. A draft framework has been worked out in this regard and can be included in the CMP.

7. This CMP is of very broad nature. It is requested to give time The CMP submitted has both broader as well as for discussion regarding this. specific recommendations to achieve the set vision and targets for the city. We appreciate your concerns and observations and would be glad to have a discussion in this regard.

Page 3 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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Comments by Shri Anil Shirole : 18.09.08

1. Ref. 1 There is a proposal of 850 new buses. For this there is a general This figure of 850 buses has been worked out as Document funds deficit and the option of getting buses on hire seems the current gap in number of buses adopting a not proper. On this option, for last few months, there does not seem norm of 50 buses per lakh population. specified to be any action except some un-workable options. E.g. in These number of buses will need to be procured between, there was a tender called for hiring A/C buses. Pune Page 9 in a phased manner to address the gap in fleet citizens for 8-10 months of Pune weather, are using without any size. CMP does not specifically recommend the complaint non-A/C buses for last many decades. For Pune city, specifications of the buses. it is a laughable entertaining option, it is felt an improper one. (and there is no provision of facility of A/c at their home or workplace) and it is felt that henceforth as well, they will continue with such usage, As A/C buses are more expensive compare to Non-A/c buses and considering the strain due to A/c on the engines, it will add to the environmental pollution. It is necessary to strive and make efforts with tender or other ways, for required number of non-a/c buses Presently it is really necessary to take into confidence the owners of buses taken on hire.

2. Ref. 8 A map is necessary to properly understand the description Document herein this paragraph. not specified Page 11

Page 4 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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3. Ref. 9 Linking Senapati Bapat Road, Bal-Bharati– Road, so also These may be very valid proposals, as they are Document Karve Nagar & Road should be considered. Widening apparently the felt needs of citizens, whose not of road between to Agricultural College along the canal views are represented. specified should be thought of. Wide road to link Ghole road and The CMP proposes an intermediate ring road Senapati Bapat Road should be considered; it is also easily Page 12 which would address such connectivity issues. possible to develop link roads elsewhere within the city. In this However, CMP does not give specific regard, appropriate action may be considered after getting alignments, as these would need to be suggestions from citizens and members (elected representatives) established through a TEFS of the proposed ring of the Corporation. road.

4. Ref. 18 Reference to coordination with Police department is necessary. Agreed Document not specified Page 15

5. Ref. -- a) It should be considered whether increase of vehicle speed in Concern not clear – can be discussed Document Pune city will be sustainable. not b) For some vehicle types, the graph is not available beyond specified year 2001, it may be shown. Page 19

6. Ref. Doc. -- How much population has been assumed? It is not clear if Peak Reference not clear – can be discussed not hour public transport trips are 70,000. Clarification is specified necessary. Page 23

Page 5 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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7. Ref. -- PMPML has 360 old buses. Total buses are 1330. Requirement New buses (including replacement of 360 old Document is 1750, thus deficit is 420. The balance tally of New buses, 850 buses) required is 780. Add 10% as spare not nos. or 760 nos. may be explained by calculation. capacity, it comes to 858 – say 850. specified Page 33 8. Ref. -- Narrow road (small buses) / Wide road: arrangement should be Concern not clear – can be discussed Document different for both. not specified Page 33 9. Ref. -- It is seen that there is no firm action on the lacunae about BRT We are aware that the Pilot BRT is being Document brought to the fore earlier. Hence till that is done, it is improper modified to address the lacunae. We believe not to make its larger (BRT) scheme. that the BRT is an economical first step to specified improve the public transport system in the city, Page 34 before embarking upon capital intensive, long gestation MRTS projects 10. Ref. -- Ring Road is not indicated. The marking about the road is not The HCMTR alignment is proposed as the ring Document indicated properly (black and white). road, as it is already notified in the DP. This not alignment is presented in the CMP report. specified Page 35 However, we are of the opinion that this alignment needs to be revisited given the developments over the last 2 decades since the HCMTR was conceptualized. A detailed TEFS would help in identifying a more feasible and functionally relevant alignment.

Page 6 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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11. Ref. -- “As above”. – Not clear due to B/W print instead of colored Color map shall be provided Document one. not specified Page 36 12. Ref. -- Bus stands development may be considered along Road -- Document and Old -Pune Road. not specified Page 37 13. Ref. -- Westerly Circular Road may be made firm and shown. Comment not clear – can be discussed. Document Alignment is not shown properly. not However, we are given to understand that GoM specified (through MSRDC) has conceptualized an outer Page 38 ring road for Pune, which is envisaged to serve as a bypass to the PMR – the alignment of this road will be presented in the revised report being submitted.

14. Ref. There is a proposal of constructing continuous footpaths of 1.5 The idea here is to consciously provide rightful Document m (desired 2.0 m) along all the roads. Feasibility of this space for pedestrians on all roads, on the not proposal may be looked into. premise that roads are meant for safe movement specified of people – not only vehicles Page 40 15. Ref. For making the traffic smooth and safe near , elevating This could be a very valid suggestion. CMP Document the Swargate Bus Station to first floor may be considered. An recommends junction improvement as an not arrangement of ramp / bridge will be required for movement of immediate measure – such specific initiatives

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specified buses in & out of the bus station (for crossing the road). are expected to be derived through holistic Page 41 junction improvement programs.

16. Ref. a) There should be an arrangement of joining the road from The proposed road network improvements in the Document Airport to - Road Bypass. CMP are based on existing and future travel not patterns. specified b) Direct railway between Pune-Ahmednagar may be Page 42 considered. (It is presently via Daund). CMP recommends connectivity to the proposed Chakran through a high speed rail / road based c) Link road from Lohgaon Airport to proposed Chakan airport system. This would need to be detailed out may be considered. simultaneously with the Airport development d) Railway from Pune city to Chakan airport and further upto plan. Nashik may be considered.

17. Ref. a) Alongwith Pedestrian crossings / signals, pedestrian refuge Agreed – these would typically be covered in Document at centre of road may be considered. junction improvement programs not specified b) Sufficient number of traffic police personnel may be Agreed – however this is a subjective statement, Page 43 arranged. generally not covered in a CMP

18. Ref. It is not clear what is meant by “while making parking The idea here is that while creating off-street Document arrangement, repelling from making its commercial use”. parking facilities their objective should be to not take off on-street parking to improve road specified capacities. By providing commercial facilities Page 47 along side the parking lot, one ends up creating additional parking demand and not catering to existing parking problems.

Page 8 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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19. Ref. -- It should be explained why the openings between road dividers These are measures to ensure better traffic Document are planned to be closed. management and streamline traffic circulation, not and need to be decided based on detailed local specified network improvement assessments. Page 49 20. Ref. -- It is difficult to differentiate amongst various types due to black Color copies will be provided Document & white print. not specified Page 50 21. Ref. -- “As above”. -- Document not CNG stations be included in the transport plan. specified Why Easterly Bypass is not getting complete? It is felt that it is Page 51 necessary to complete the same on priority.

22. Ref. -- There is already a mention on hiring of buses referring to page By procuring we mean by a combination of the Document 9. On page On page 9, it says about procurement of 850 buses. following means: not specified 1. Purchase Page 53 2. Hire and operate 3. Auction of routes 4. Other mechanisms

23. Ref. -- There is a discrepancy in the number of buses. Will check and correct appropriately

Page 9 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Anil Shirole

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Document not specified Pages 9,33,53 24. Ref. -- The figures may be tallied with those on pages 53/54. Not clear – can be discussed Document not specified Page 55

25. Ref. -- When PMPML is formed, why PMC-PCMC are being shown The transport model developed for CMP Document separate? considers travel characteristics and not developments in the PMR. But the specified recommendations are largely limited to PMC area, as PCMC is carrying out their own CMP. Page 58

Page 10 of 44 Comments / Observations on the City Mobility Plan for Pune Dr. Adhiraj Joglekar

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Comments by Dr Adhiraj Joglekar : 26.09.09

1. CMP CMP Chapters 1,2,7,8 & 9 published on PMC website (links to Revised complete CMP will be uploaded Report on chapters 3, 4, 5 and 6 open chapter 2, further no links are Web Site provided to appended documents referred to within the above documents.

2. CMP My comments are also influenced by the City Development Plan -- Report on prepared and submitted by the PMC to JNNURM, the interim Web Site report by CIRT and TRIPP on BRT and Development Control Rules

3. CMP The articulated Vision for the city is - “An economically This is a subjective opinion – we have attempted Report on vibrant and sustainable city with diverse opportunities and rich to identify projects linked with the transport Web Site culture; where all citizens enjoy safe and livable environment vision of moving people safely & economically with good connectivity”. The highlighted words stand out more by emphasizing public & non-motorized than any other in the context of energy challenges and climate transport change. Sadly a vast number of infrastructure projects outlined by the CMP are not in keeping with the stated vision of Pune.

4. CMP Table The table puts the share of public transport at 18% and CMP CMP figures are based on fresh sample surveys Report on 7.1 target is 80% (includes rail but not Intermediate Public done for the study. The patterns are the same - Web Site Transport i.e. rickshaws and cabs). Note, the ESR 2004-05 puts low public transport share. PT and IPT as 18% with buses carrying 6% as against 8% by

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Ricks and 1% by cabs/taxi - is this data correct or the one in CMP where buses are slated to be carrying 18%?

• Cyclability is to be increased from 0 to 100%

• Walkability to be raised from 53 to 100%

• IPT (Rickshaws / cabs / private taxis) to reduce from

1800 per lac to 1000 per lac

• Bus fleet to increase from 28 per lac to 55

• Parking on mobility roads to reduce from 13 to 0%

One would hope and think that were the above targets to be achieved, Pune would most certainly live up to its vision of becoming a sustainable and truly liveable city. What is

contradictory to this however is the emphasis on massive infrastructure development as proposed by the CMP, in summary the proposals include –

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The table shown is not part of the CMP.

The above is over and above the 120 km of BRT and a Metro, the latter costing over 10,000 crores.

The CMP document justifies the projects based on the average The projects are NOT justified based on speeds speed of travel in Pune being18kph currently but projecting this alone. All projects are justified based on the to worsen to 10kph by 2030s. This presumably is based on the vision, strategies & targets. fact that the PMCs projection of Pune's population by 2030s is in the range of 6 million people.

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5.1 The CDP identifies following junctions as busy: but gives a 10k per hour traffic for 6 [marked (*)] junctions only. • Nal Stop (*) • Seven Loves Chowk • Jedhe Chowk (*) • Laxmi Narayana Chowk • Ambedkar Chowk (*) • Shamir Amar Sheikh Chowk (*) • Kahnduji Baba Chowk (*) • Maldhakka Chowk

Other critical intersections in the city carrying high volumes of traffic are: • Balgandharva Chowk • Pune University Chowk • Chafekar Chowk • Puram Chowk • Alka Cinema Chowk

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The CIRT and TRIPP report gives following details on the corridors on which BRT is planned / proposed- Data on 16 out of the 26 BRT corridors for which full figures are known is as under - • 7 corridors have volumes of less than 5k per hour • 3 between 5-10k • 5 between 10-15(k) • 1 above 15 ( road at 19k)

But only 1 of the 10K + roads is served poorly by buses - Ganeshkhind Road which serves 23% of 13k commuters per hour. On the other hand every other corridor with 5k + volumes, buses carry almost 60% of commuters.

All this data is fascinating & raises questions as under –

5.1 How many of the busy junctions (identified in CDP) fall within these already well served routes (routes where buses reportedly carry 60% of commuters), and how many don't?

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5.2 How many of the new works directly relate to overcoming issues pertaining to 'problem junctions'? (CMP talks of improving junctions other than the above listed mega-projects) The CMP / PMC should give a detailed map of which project is meant to target which problem junction or corridor. This is vital because the PMC has already made attempts to solve the traffic snarls on some of the above junctions and corridors without success –

• Nal Stop (there is a flyover in place already near this junction, yet, another one is proposed – why and how exactly is this meant to overcome traffic jams and chaos). • Seven Loves Chowk also has a flyover • road has a flyover • Ganeshkhind road has a flyover • Satara road has a BRT

5.3 Despite proposing 2 tunnels and an elevated route in connection Pl. see the map of mobility corridors & public with SB Road, not once does this road get a mention anywhere transport master plan. Traffic density counts (in either the CMP or CDP or other reports) with regards its surveyed are as per requirements of the traffic density. One will hope some data is available somewhere. forecasting model.

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5.4 One will also hope that CMP clarifies how it proposes to deal CMP has nothing to do with Tunnels. This must with onslaught of traffic diverted by the two tunnels and an be addressed by the TEFS of the two tunnels & elevated road with the current SB road at the Law College End the elevated road project. where the different outlets will merge / meet?

5.5 The CMP proposes to give raised FSI to procure This is a matter that needs to be detailed out. investments for its Metro and BRT. For lay people what CMP suggests this as a means of financing and does the FSI of 3 and 2 mean realistically? How many floors also optimizing use of the proposed public and how many such buildings, what type of buildings transport interventions. (residential, commercial, public utility) and where?

5.6 While stating number of buses should increase to 55 per lac, the PMPML would need additional buses with or CMP ignores completely the need to rationalize routes / without route rationalization. Routes proposed frequencies - Do this and the buses could easily carry 80% by PMPML are sometimes based on several themselves without need for rail network. I have already factors beyond the scope of CMP. submitted a detailed critique on this matter to the PMC but await a constructive response.

5.7 The CMP simply states a target of commuting 80% of Pune on -- Public Transport. It however does not care to give a break-up of how many of these will be on buses and how many on trains?

5.8 The CMP seems to have been influenced by some figures coming from the CDP report -

• The report comments on shortfall of roads (although the

current network is reported to be 1800km long), placing

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it at 4.46% but acknowledges that this figure does not • The missing data referenced is not currently include road network in fringe villages areas recently available. added to PMC limits. This needs to be factored into this • There is not a single ward for which density calculation. This is vital missing data as 105.58 square is projected beyond 3.6 times. kilometres or over 43% of todays Pune is made up by added fringe villages. Without this data one may use • Highest densities are projected for northwest the above shortfall as a basis for wrongfully deciding and northeast wards and also towards south. that Pune (including old Pune) needs additional road • Higher densities will continue to be seen in space. This is likely to lead to misplaced and inner city wards even with minimal unnecessary planning of tunnels, bridges, flyovers and population increases due to the smaller size elevated roads. of the wards. • While appreciating the growth of the population to • Share of total population in fringe wards was nearly 6 million by 2031, there is no effort made to estimated to increase from 28% (2001) to describe how the growth will be restricted to fringe 46% (2031). This clearly indicates a villages added to Pune. This is vital given the skewed population distribution towards outer wards. population densities of some of the inner city sectors (densities in some locations are 6 times higher). • Greater emphasis (rather than passing mention) is needed on micro-nuclei catering to all needs locally, this

will take away the burden of majority population having to travel towards one CBD – a significant reason for congestion.

• While balancing out land use and its distribution to residential, public, commercial, transportation, et al it is vital to note that constant increase in the FSI can cause distortion of the figures. A random unplanned increase

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in the FSI paves way to development which is not in keeping with the available transportation, sanitation,

public health, fire safety and educational facilities. • Unable to find the location of 39% referred • Page 50 mentions a need to increase provisions by 39% number in keeping with the rise in population in a very vague terms. It does not emphasize where the 39% will come from (new fringe villages or raised FSI and elevated roads in the city?).

5.9 For the sake of argument, however, let us attempt to work on the facts using the data available. Pune Metropolitan Area population today is approximately 4 million. Only 18% currently use public transportation. • Now let us assume that Pune will be 6 million strong in 2030 • But let us also assume that 50% of Pune is carried by a successful bus based public transport (although this figure could very easily be higher). Further let us assume Pune attains its target of making 100% of the roads walking and cycling worthy. This will mean less than 3 million are likely to be using personal transportation (especially if current levels of approximately a third of travel happening on foot continues or improves). • The above calculation suggests, that in 2030, in terms of its traffic demand, Pune may be just the same as

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today (or better) provided a bus based public transport is offered. If Pune today travels at 18 kph, this one should bear in mind equates with worldwide urban averages (including cities like London). • It is a myth to believe and think that Pune in 2008 has a vehicle density outstripping its capacity of 1800km of road network – I wish to dispel this superstitious belief by pointing to data in appendix 3. • In the above calculation I have not factored in possible role of existing commuter rail network which may be used with reasonable success. The questions raised are: why is PMC wanting to spend 10,000 crores on just 75 km of Metro Rail system? These figures do not justify the huge expense on multitude of flyovers, elevated roads, tunnels, subways & bridges the CMP proposes. This contravenes the CMP vision of wanting to 'move people and not vehicles'.

5.10 Further, how many of the rail projects detailed in the CMP hope The CMP did not neglect this possibility. Vide to enhance affectivity of existing commuter rail operations? 8.1.3 for local trains write-up There are locals running already - can they be augmented substantially without incurring huge costs of a Metro? All stations enroute to Mumbai and Solapur can be reached this way (sadly the CMP neglects these possibilities entirely).

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5.11 The PPHPD for different PT options (table 8.6 of CMP report) - The capacities of different systems in Table 8.6 puts the Metro to be able to carry up to 60k, LRT at around 30, are modified as hereunder: Mono at 25, BRT at 15 and commuter rail at 7.5 (Mumbai is Metro upto 60k, LRT at around 30, Mono at cited as an example - hence I would query the accuracy of this 15K, BRT at 8K (in Indian conditions) and figure being so low). But going by the current population and commuter rail at 30K trends until 2031, it is obvious that most of the above options are an over-kill. Especially the Metro. How exactly is this CMP recommends BRTS as an immediate justified? Once again, the existing infrastructure of the measure and identifies select corridors for commuter rails is being ignored. medium to high capacity systems on specific corridors based on the future demands CMP does discuss the utility of existing commuter rail system.

5.12 How much of the traffic problem and load on the 2 National Already addressed in the CMP highways as well as the State highways is due to traffic passing through the city? This data is the only way in which one may justify need for bypasses.

5.13 CMP in table 7.1 puts current on street parking at 13% and The difference in the parking indices is clarified hopes to reduce this to zero. While this is a laudable target, the in the CMP. CMP seems to have incorrect data as the Traffic &

Transportation Policies and Strategies in Urban Areas in India reports - on-street parking in Pune as 53% roads Vs. The CMP does focus on traffic demand just 16 in Mumbai. Indeed lack of footpaths (on 40% of Pune management strategy including levy of parking roads as reported by CIRT) is the main reason for entropy on fees. In this matter Section 8.1.7 Traffic Demand our roads and an effective parking policy is missing in Pune. Management Plan may be referred to.

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CMP however only focuses on provision of off-street parking facilities without linking it with any form of traffic demand management strategy (substantially raised parking fees and limits on parking times).

5.14 CMP focuses on footbridges and pedestrian subways, but these The CMP anticipates that the TEFS for these are rendered useless in not time worldwide. These measures are facilities would address such design details. oft without lifts and escalators and most certainly are discriminatory toward the elderly, infirm, disabled and primary school age children.

5.15 Barely 6 lines are devoted to road pricing in the entire CMP Adequate importance is given to road pricing report? There is no effort to outline any plan / targets in this which was a part of the demand management regards at all. This is shocking in the light of CMP placing section in the CMP. As a matter of fact the emphasis on its plan being an effort to 'move people and not CMP indicates that without adequate demand vehicles'. Once again I refer to table 7.1 where the CMP management measures one of the goals of the suggests the need to reduce the Road Traffic Volume / Road CMP will not be realized. Capacity from 1.4 to 0.8 – It seems the CMP is attempting to The producers of CMP did not recommend affect this ratio more by enhancing the latter but not reducing volume-capacity ratios to exceed 1.0 even in a the former. It is well known worldwide that simply providing public transport investment scenario as it is not public transportation does not make people leave their personal in the best interests of the transportation system. vehicles, indeed the two wheeler is cheaper than a bus ticket Road widening improvements & costs shown in (and will most certainly be in comparison to the Metro rail CMP are significantly lower than the public ticket). The CMP nor the PMC spend any time detailing how transport improvements & investments. this balance will be tilted to cause a shift to greater numbers taking to public transportation.

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5.16 I do not agree with FSI increases linked with any project (be it We agree that FSI increases should be decided BRT or MRT). This should come only following a huge public not only on the basis of the public transit consultation with regards impact on population densities as well corridor, but will need to factor in carrying as quality of life. It is simple maths again that should help me capacity of the area in terms of other utilities, make my point in this regard. Across the globe, including in densities, current plot configurations, etc. cities like Bogotá, between 20-40% of the population uses We are only identifying this as a viable means personal mode of transportation some time or the other. Thus if for correcting / modifying densities in favor of the city had a population of 8 million or 10 million in 2030, better mobility and as a means for mobilizing presuming 50% use buses, a substantially more vehicles should financial resources required. be expected on our roads, the end result is obvious, in that we will for ever be affected adversely with congestion and pollution. Mumbai is an example of this where despite 55 flyovers and a Metro (when it is ready), in 2030 its population of over 30 million will render every effort made today in- effective. For these reasons it is vital the Pune has development control rules that strictly cap populations to sustainable densities.

5.17 On balance, we should look at Table 9.3 and agree to only the -- following projects being executed, I am pointing out the ones that seem right to me by their numerical value as assigned on the original table - 1 / 2 (despite my reservations) / 7 / 12 / 14 / 15 (but not if this includes pedestrian subways, via ducts, etc) / 17 / 22

5.18 Once again, table 9.3 does not include Commuter Rail and this CMP does discuss the utility of existing should be an option worth a closer look Perhaps the producers

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of the CMP and the PMC are not aware of the numerous case commuter rail system. examples and research done across the globe which amply Junctions are indeed critical elements in demonstrates that building more road capacity is a short term transportation system. The location, layout and measure as all additional road capacity is taken up in no time by type of traffic control at intersections can affect ever increasing number of vehicles. It is a misconception that the safety and congestion of the traffic on traffic jams occur due to bottlenecks and at junctions. Such intersecting corridors. Consequently intersection fallacy leads to projects where flyovers and elevated roads are system improvements become very important. built to by-pass the troubled spots – in reality these efforts only Section 8.1.6 Flyovers & Bridges Plan may be ensure that flow is improved on a certain stretch while referred to regarding the basis and need to displacing the traffic jam to the next junction. SB road recommending flyovers. adventures by way of the two tunnels and an elevated road will undoubtedly fail. The success of currently built flyovers in Pune is suspect given the chaos that reins at the underpasses.

Page 24 of 44 Comments / Observations on the City Mobility Plan for Pune Mr. Magnus Carle

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Comments by Mr Magnus Carle, Transport Consultant

1. CMP 7.1, 7.2, Goal Setting As written in the chapter 7 – Report – 7.3 The main objective is given as a Vision worked out in “the ministry (MOUD) has in a March 2007 July 2008 cooperation with stakeholders and published in the report circular indicated that a Comprehensive Comprehensive Transport Policy, CTP, for Pune. In CMP it is Mobility Plan (CMP) be prepared that focus on interpreted and rephrased as: “Moving people safely and mobility of people rather than vehicles and economically by emphasizing public transport and non- accordingly give priority to pedestrians, Non- motorised transport”. This is however not exactly the wording Motorized Transport (NMT), all modes of used in the CTP, and is not fully reflecting the CTP aims. In the public transport and IPT.” CTP it says that the vision is “to provide environmental friendly, It clearly states that the focus of a mobility plan economic, safe and socially acceptable transport to all citizens is to give priority to PT and NMT. The by means of creating and managing Pune´s integrated urban stakeholders of Pune explicitly wanted the transport system”. mention of public transport and non-motorized A main objective formulated in another way is found in the transport in the vision statement. National Urban Transport Plan, NUTP, saying: “The objective The consultant is aware about the importance of is to ensure safe, affordable, quick, comfortable, and sustainable accessibility and by improving the public access for the growing number of city residents to jobs, transport and non motorized transport to various education, recreation and such other needs within out cities”. parts of the study area the accessibility is sought Thus the Pune vision is almost compliant with the NUTP to be improved. objectives. However NUTP is harder stressing the issue ACCESS to different destinations where people are going to Redistributing the land uses (so that they are not satisfy their different daily or less frequent needs. concentrated at one location) or developing an integrated land use transport modal for the city An internationally common overall main objective for the is beyond the scope of the study. It is hoped that transport system is to provide accessibility and to satisfy the the team responsible for revising the DP would

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mobility demand for persons and goods. Having this in mind, adequately integrate the outcome of the CMP throughout the planning process, will increase the possibilities before allocating the spatial distribution of the to focus on alternatives to create accessibility. Accessibility land uses. must not be provided by mobility only. Alternatives could be Viability of electronic communication as an e.g. integrated land use or electronic communication. Thus alternative means for travel would constitute concentration on the demands of good communication completely another study. conditions for most people, for young and old, for people going to school or work, for rich and poor and for the distribution of heavy and light goods, instead of focusing on the supply of technical solutions and transport facilities, which are only parts of the means to achieve the overall goals on accessibility.

2. CMP 3.5 Population growth in the Pune Municipal Region Report – Compared to the projected population growth in the Metro Rail -- July 2008 Report the CMP are working with a similar development for the PMC population, but a considerably higher population development in the surroundings. (Refer Table 3.6 of CMP: "Projected Population and Employment”). The Metro report is calculating with a total population in PMC and PCMC the year 2031 of just more than 7.5 million persons, while the CMP assume the total population to be almost 10 million. The difference probably has a significant impact on the market for high capacity mass transit systems. The Demographic Report, DR, published after the CMP, has estimated the future PMC population to be even higher. One

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explanation to this could be that the DR includes territorial expansion, while the CMP is based on the present administrative area for Pune. The CMP figures used thus seems to be more realistic than the figures used in the Metro Report.

3. CMP 3.4 Integration with land use planning Report – The CMP have studied alternative transport scenarios together We agree that the CMP can contribute July 2008 with a fixed land use scheme. The report indicates an awareness significantly in the DP revision towards an of that integrated land use and transport planning could result in integrated land use policy. reduced mobility demand, less traffic, and allocation of the travel demand to corridors suitable for public transport and all other modes of traffic. Even so the mobility demand will probably increase due to other driving forces as economic growth and economic transformation. The integrated approach could be developed by revising the Development Plan for Pune. Then the CMP will be an important input, and the tools developed to make transport forecasts and trip distributions on the transport networks, could be very useful by analysing different scenarios.

4. CMP 6.1-6.8 The Transport Forecast Model Report – A Travel Demand Model was developed by the Metro Rail Both the CMP and the Metro Rail projects July 2008 Project and another by CMP. This fact is mentioned in the CMP models have been presented in several forums report but not commented. Neither CMP has delivered any and the results of each project has been

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comparisons. exchanged with the other. No formal report on Metro Rail Project has been given to the The model development by the CMP project is responsive to consultants. street congestion, travel cost availability of competing transport modes and growth of the city. It also consider generalized costs The various model parameters and the values including out of pocket costs i.e. fare, vehicle operating costs used for the same and other such details are and perceived user costs as value of time and cost of waiting. planned to be submitted as another Also the economic development of the region is taken into volume/annexure to the CMP. account. The figures used are not included in the main report.

The model is also using other Planning Variables without Non Motorized Transport is not modeled. further specification. If vehicle ownerships are projected is not Detailed description of the preload and other mentioned. modeling aspects are considered as out of scope The model focus is on morning journey to work peak period for the main report and hence not included. conditions and it is mentioned that daily traffic forecasts could Proposing a public transport fare structure is not be estimated using peak to day expansion factors. Those factors part of the scope for the CMP. are not given and therefore it is difficult to follow the relations between trip rates, peak hour trips and assigned trips. The study intent was not to develop the most accurate comprehensive travel demand forecast The modelled modes of traffic are two wheeler, car, rickshaw model both from time and cost considerations. and public transport. Non Motorized Transport and Commercial Such a model was to be developed as part of the Vehicles are considered as a Preload. How this is done is not CTTS study for the Pune. described in more detail. The strategic level model developed is based on A most influence factor by estimating the Public Transport the data collected for this project is however travels is the fare structure. The structure anticipated in the sufficient to develop public transport strategies. study is not given by the final report. The developed model may be updated with The differences between the Assigned volumes on the network additional resources for more detailed and

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and the Observed volumes are reported, indicating a vague additional tasks. For eg. the model is already systematic underestimation of Public Transport trips. being updated towards developing a routing plan and ridership forecasts for proposed BRT routes. The model is used to estimate the impact of vast changes of the transport conditions. It is usually difficult to assess the impact of such radical changes of the transport prerequisites with models estimated and validated on the current traffic situation and travel habits. The calculated changes of the public transport share from about 10 to 80 % therefore ought to be regarded as indications only. The results are anyhow of great interest and the modal probably most useful for further strategic analysis of integrated land use and transport plans and for complementary analysis of impacts on accessibility and sustainability.

5. CMP 6.8.1 – Transport scenarios analysed Report – 6.8.3 The developed transport model is used to simulate traffic -- July 2008 characteristics under different scenarios, where successive steps are taken to improve the public transport system. In this way you can assess the impact of various measures and the total effect of the combined package of improvements. (Refer Table 8.1 and Table 8.7 of CMP.) The reference to Table is a “Do nothing Scenario” showing that the public transport modal share, PTS, could be reduced from the current level of 17 %, during peak hour, to 10 % and the traffic conditions will worsen. By augmenting the bus fleet the PTS can raise to 18 %, by adding a Bus Rapid Transport, BRT,

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Scheme up to 60%, by adding a Ring Road Based Public Transport Plan up to 65 %, and by adding a Mass Rapid Transport system, MRTS, e.g. a Metro system up to 69 %.

6. CMP 7.4 Finally it is estimated that a public transport modal share of up The order between BRT and Metro was so Report – to 80%, during peak hour, could be achieved with improved chosen from cost and other considerations. But July 2008 public and non-motorized transport conditions, land use from an operational stand point should the interventions, parking and road pricing, thus fulfilling the vision passenger ridership demand exceed the BRT

of the CMP in this aspect. capacity thresholds a higher system would apply. It must be noted that the marginal effect is less for late coming measures in the analysis above compared to early ones. If the Mobility management measures as well as land order between Metro and BRT is changed the outcome will use interventions require a strong public probably show that the Metro system is at least as attractive as transport whose improvement was the focus of the BRT system. The same conclusion is valid for the last the study. Before a cost intensive transport mentioned package of land use interventions and mobility systems are developed both bus based public management measures. This has to be considered by choosing a transport as well as a land use interventions are successive development of the transport system concerning the expected to be focused. road network, the public transport system and the rules and

conditions for using the transport facilities. Walking and cycling is very much considered The development of walking and cycling is not studied in detail for development. The CMP advocates that all in spite of the relatively high rate of non motorized trips in roads must be provided with walking Pune, which also can have a good potential to increase if infrastructure. Cycling infrastructure as measures to encourage those modes are undertaken. The recommended by another report has been relatively high and increasing population density in Pune also suggested for implementation. Taken together facilitates for a large share of walking and cycling compared to with these interventions the two modes are

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cities with lower population density. expected to improve.

7. CMP Table Evaluation Indicators Report – 7.1 The peak hour indicators used by assessing the calculated -- July 2008 outcome of different scenarios are mainly: modal split, average network speed, average trip length, total passenger Km and Hrs, and total vehicle Km and Hrs. Those indicators are most useful comparing different scenarios and as a base for assessment of social, economic and environmental consequences. The latter are rarely covered by the CMP final report. Therefore it is difficult to assess to which extent the set up goals are achieved. (Refer Table 7.1 of CMP)

8. CMP Table Goals or performance indicators that may be used are The report did cover the evaluation of the Report – 7.1 exemplified in the Table 7.1 called “Definition, formulation, transport scenarios in terms of the indicators. July 2008 evaluation and targets for the indices” where several most Only because certain chosen indicators have not interesting indices are listed. The table covers existing been met the subsequent scenario has been

conditions and targets but it does not cover any evaluation of the chosen. Indicators such as fatalities are transport scenarios studied. Among the indices you find modal operational indicators and not planning level shares, accessibility, walkability, cyclabilty, and fatality. indicators and consequently cannot be evaluated Sustainability indices concerning social, economic and against scenarios. environmental indices are not included in the table. This is remarkable as e.g. air pollution caused by motorized vehicles is one of the most severe current problems in Pune, which is also noted in the report.(Refer Fig 4.15 of CMP).

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9. CMP 8.1.2 Traffic Management and Traffic Demand Management Report – The report is stressing the need of Traffic Management, TM, -- July 2008 schemes in Pune. Several of the TM schemes are low cost solutions and most profitable from a socio-economic point of view. TM measures mentioned are traffic segregation and pedestrian crossings, most effective to reduce accidents and encourage the use of non-motorized transport modes, bus bays and one-way operations. Other measures are signal coordination, junction redesign, pavement marking and signage, parking management, encroachment and hawker management, traffic safety improvements, education and enforcement. Results from the travel demand model analysis indicates that after implementation of the anticipated improvements of the transport system, the public transport share could increase to approximately 60-65 % of the motorized trips. To further increase the PT share complementary demand management measures as Corridor Densification, Limitation of Parking availabilities, Parking fees and Road pricing are proposed. Corridor densification is a good example of how integrated land use and transport planning could result in desired urban development. The other Management measures mentioned are often cost- effective ways to influence the travel behaviour and to separate soft transport modes from hard ones, encouraging people to use non motorized modes of transport or public transport as often as possible.

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10. CMP 9.1 Mobility Plan Investment program Report – For each transport element discussed in the report, the Areas for different types of private sector July 2008 approximate implementing cost has been estimated. The participation for implementing urban transport approximate capital cost for Pune City is estimated to Rupees components are suggested and shown in the 13,400 Crores. (Refer Table 9.1 of CMP). At least 80% of the chapter 9 of the report. total investment will be required for developing public/mass transit systems. Including the land acquisition cost, the total expected investment accounts about 16,000 Crores. The report underlines that there is a need to rigorously evaluate all proposals and compel a complete and thorough evaluation of other technological alternatives (Alternate Analysis). If this is done, the required outlays may come down significantly. From the table below you can see that a Monorail system is expected to be less expensive than a Metro system of the same length. The effect or costs of Monorail systems are however not fully proved by experience of a full scale system, developed in an urban area of the size like the . And their influence on public ridership is probably quite different. It is also essential that for every investment estimate the benefits and costs during its lifetime and relate them to each other in a cost/benefit quota. In this way it could be regarded if the costs are higher or lower than the estimated total benefits from a socio-economic point of view. Usually only well profitable investments, evaluated in this way, will be implemented.

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In the next step you have to consider if and how the measures could be financed. Financiability is of course a crucial implementation criteria. The report is stating that financing of an investment package in Pune of the estimated level will be a massive task. While the government will continue to be a major source of funds for infrastructure, internal generation of resources by the sector itself will have to increase. Pricing of transport services and reduction in the costs will have to play a much bigger role than in the past. A larger role of the private sector is also visualized. Projects with overlapping responsibilities but with high return potentials with less risk and less gestation period shall be through private sector by BOT/Annuity formats. Private sector participation will be in the areas of high profitability with less/medium risks. Hence it is necessary to identify the appropriate areas for different types of private sector participation for implementing urban transport components.

Page 34 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Madhukar Ghatpande

No Referenc Para No. Comment Clarification e Doc. / Page no. Comments by Shri Madhukar Ghatpande : 13.09.2008 Comprehensive mobility plan: is mobility committee existing Not relevant to CMP and working? For convenient transport in the city of Pune standing committee has approved (dainik lokmat – 13.08.08) comprehensive mobility plan of Rs 20,000 cr. In fact many of its works are in progress under JNNURM and to find solution on this problem in past innumerable such proposals and reports have been presented again and again to PMC and are lying ignored; then what is the use of adding one more in report in that pile ?? And basically through the efforts of Hon Mr Chandmal Parmar Not relevant to CMP in yr 2000 for this very purpose separate govt. authorized mobility committee for two local bodies were formed and instead of doing any action they are just showing us dream on papers, why ?? In fact if the members of this committee (corporation, police, officers, PMPML & non govt. members) individually or cordially take up the work of removing encroachments, obstructions seriously and make roads open only for traffic (giving bus preference) the city dwellers will get comfortable rapid public transport can be easily made available and by this congestion and accidents can be minimized. If this is clear to all in past 8 yrs this committee has done nothing which is surprising !! is this committee truly existing ?? can the

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concerned authority first clarify this ? To Hon. commissioner PMC Mr Pardeshi and Res. Chairman Not relevant to CMP of Mobility committee PMC – for information and justification To solve the traffic problems of city if this mobility committee is formed and if they very well know that without removing encroachments and hawkers-vendors on roads and making roads open only for traffic the dream of having a efficient rapid public transport is not possible then why are the not working towards it ?? plz explain in detail and plz provide the information of names of all mobility committee members their work status, rights and their areas.

Page 36 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Ranjit Gadgil

No Reference Para No Comment Clarification Document . / Page no. Comments by Shri Ranjit Gadgil : 30.06.08 Presentation You mentioned during your presentation that based on various One of the input to the model is the land use inputs you get an output at the end of 2031. How sensitive is planning data. Another input is the transport the Model to these inputs? Were variations to inputs tried to see network. Trying out various scenarios of inputs what different scenarios can arise? Also, we never got a sense is definitely a worthwhile exercise but under the of what exactly will be the traffic volumes expected in 2031. given scope and constraints we confined Assuming different modal splits, from desirable (80% public ourselves with land use proposed in DP for the transport) to undesirable (say 40% public transport), what will purpose of Do Nothing scenario. We however be the expected vehicle kms expected? Can one also extract tested with various network alternatives. Even from this (a) the parking requirements for the city and (b) the though the model contains detailed link level pollution levels [assuming (say) some distribution of emission data such as link volumes, link speeds etc only standards on the vehicles]. network level output is shown for purposes of brevity and alternative comparison. For various

public transport alternatives network wide results such as VEHICLE-KM, PERSON-KM, MODAL SHARES, TRIP LENGTH etc. were provided. Pollution level indicators are available from the model but are not presented. Parking on road is determined by the parking generation characteristics of the adjacent land uses and one does not use a 4-step demand forecasting model for estimating parking requirements.

You mentioned that currently 60% of roads have footpaths. I The 60% refer to the presence of the footpath believe this information to be incorrect. One would have to set and not “Walkability” of the footpath.

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criteria for the physical characteristics of the footpath in order Walkability Index modeled based on a set of for it to be considered a viable footpath. I do not believe any criterion for the Pune City developed for another such exist. Further a more stringent criteria would be needed to study for the Ministry of Urban Development say if a footpath is actually walk-able. A simple test of "walk indicated a reasonably higher Walkability ability" is to observe the behaviour of pedestrians and see if significantly greater than 5% as predicted. they use a footpath or the carriageway. This would probably However the result was based on a smaller render this number as low as 5%. This has a big impact on sample of arterial roads within the city. The deciding investments in footpaths, since simply building more CMP assumes that the proposed target for unwalkable footpaths will not give the desired results. Creating Pedestrian Index of 100% is for “Walkable walk-able footpaths is actually very difficult since it means Footpath” and not just a “Physical Footpath”. making footpaths broad enough (of course there are other The CMP does address the encroachments within reasons why footpaths are not walk able) and this will the existing Footpath that reduce the Walkability inevitably come at the expense of the motorable carriageway. of the footpath but much lies in the hands of the PMC to ensure that the footpaths are walkable even under the present conditions. You have mentioned in your goals that you want the network The user, the road and the vehicle all are speed to increase from 18 to 30 km/hr. At the same time important components in vehicle crashes. Most another goal is to drop fatalities to zero! Typically these two of the time it is not the speed that kills but the goals are contrary to one another. With introduction of better speed differential and especially overspending traffic management, better infrastructure, education and that kills although increasing speed for a given enforcement it should be possible to drop fatalities, however facility increases the propensity for accidents. increasing speeds is likely to have an adverse effect on this That is one of the reasons why we are suggesting statistic. I would like you to comment on this. segregation of traffic where feasible. Speed relates to mobility. Lower speeds not only increase the pollution but also increases the travel time of both private and public transport vehicles. NMT vehicles in a mixed traffic conditions are affected under an increased speed conditions. Better design of the urban roads and traffic control devices can reduce the incidence of speed related collisions for NMT modes. In

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most cases reduced speed limits do not automatically translate into reduced speeds. Network Speeds in our context relates to the network of Collectors and Arterial Speeds only as we did not consider local streets. If local streets are also considered the average speed would drop considerably as local streets are normally designed for lower speeds.

Page 39 of 44 Comments / Observations on the City Mobility Plan for Pune Shri Sujit Patwardhan

No Reference Para No Comment Clarification Document / . Page no. Comments by Shri Sujit Patwardhan, 30.06.08 1. IL&FS sub-contractors Wilbur Smith Associates made a We agree with this observation and to the best of presentation of the draft Comprehensive Mobility Plan our understanding have addressed the issues in (CMP) to the Development Plan Steering Group. The the CMP. presentation was made by Mr. Vittal Puvvada, Manager, Transportation Planning Unit. 2. The plan was acknowledged to be very comprehensive and if implemented in its entirety has the potential to help address the traffic and transportation problems that the city faces. 3. The members of the steering group raised the following issues and made the following recommendations, which Mr Puvvada had agreed to include in the final CMP Report 4. HCMTR – There was no clarity on the status of the This issue is addressed in CMP on Page 8-13. HCMTR. There has been an ongoing disagreement about The consultants do agree with the need for the the nature of this route. As per the 1987 DP the HCMTR is HCMTR. The network strategy developed under reserved for the exclusive use of Public Transport. There the CMP requires that a ring road be utilized for however seems to be the suggestion in the CMP that the the dual purposes of being a public transport HCMTR would have a mixed use of private motor vehicles corridor as well as a mobility corridor to and public transport. The fear in this case is that the overall decongest certain areas of the city, such as core aim of the CMP, i.e. a shift away from private motor city. For these purposes the HCMTR may be vehicles to public transport and non-motorized transport configured so as to best serve both these will not be achieved and in fact the very opposite will purposes, which require that non public transport happen. be also allowed. HCMTR is one of the

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important corridors in the public transport master plan which is likely to have a medium capacity transit system such as an elevated BRT or LRT or monorail etc (Actual system would be confirmed only by a TEFS study.) 5. Recommendation of Flyovers as an Interim Solution – The Since auto ownership personal vehicle mode steering group strongly felt that recommendation of share will not come down immediately in a flyovers as an interim solution was without any basis. developing economy, highly congested junctions to have flyovers from the perspective of air a. WSA failed to show that flyovers indeed lead to de- pollution and excessive delays. These junctions congestion of junctions. Studies now show are congested “today” under the present traffic overwhelmingly that flyovers at best shift congestion conditions and not under any distant horizon from one intersection to the next. scenario. All the locations identified for flyovers b. In addition they are not conducive to public transport, are mentioned as indicative and final locations since commuters are inconvenienced by location of bus would be confirmed only by an independent stops. professionally completed TEFS study. The TEFS would be guided by the Terms of Reference c. Pedestrians and cyclists are worse affected by flyovers whose specifications can be controlled by the since they create huge impediments to them. This has in City and the stakeholders. The flyovers must be fact been borne out by the flyovers that have been so designed to reduce overall air pollution and constructed so far in the city. delays for the system in the junction vicinity. The steering group is extremely fearful that in fact the The revised report (November 2008) attempts to ONLY recommendation of the CMP that is likely to be address the concerns raised. acted upon by the city is the construction of flyovers. This will be extremely detrimental to the city. It was the recommendation of the Steering Group that: a. WSA should give a basis for recommendation of flyovers as an interim solution. In absence of this basis, WSA should delete this recommendation from the CMP

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b. WSA should clearly indicate what criteria are to be met in order to actually decide if a flyover is a correct solution. Mere availability of road width should not be the determining factor in building a flyover. c. It should further list all pre- and post- studies that the city should undertake in order to decide the viability of the flyover. This should include an assessment of the impact that these structures have on the urban design (aesthetics) and environment. d. All flyovers that stand the test of scrutiny of IRC specifications should include a footpath and cycle track in addition to dedicated bus lanes, as per Govt of India, Ministry of Urban Development’s Guidelines. 6. The Steering Group strongly felt that the CMP should not The CMP is a vision document and one that lays lend itself to a “pick and choose strategy” by the out a strategy and actions towards achieving the implementing authority and that a clear strategy, including a vision. The CMP recommended a PMTA that timeline for activities, intermediate milestones and clear would act as a central planning and coordinating indicators of outcomes should be a part of the CMP. In agency for all planning activities so that each order to prevent lopsided implementation of the CMP planning agency would not pick and choose recommendations it was necessary to bundle the activities options in isolation within its jurisdiction. The and create an annual “checklist” of targets to be achieved. CMP very clearly specified on Page 8-14 the This would also help the city gauge whether the objectives norms for selecting various systems as well as laid out in the CMP are being achieved and look at mid- the Techno Economic Feasibility Analysis term corrections, if necessary. (TEFS) as a basis for selecting a specific system. PPHPD is a prominent and important criterion For instance one should suggest in the CMP a priority of for selecting a system. However, the TEFS tasks such as: would consider various other relevant parameters i. On the first priority improve PMPML capacity before singling out a system for a specific

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ii. Increase bus strength to 50/lakh population (with corridor. The investment program presented on intermediate targets of 35, 40 and 45 to be reached Page 9-4 contains the timelines for implementing by certain deadlines) various plan elements. iii. All roads under construction and in future should have dedicated bus lanes notwithstanding whether any MRTS is planned there. iv. All MRTS should be subject to TEFRs, DPRs etc, with clearly defined traffic volume guidelines. You may also stipulate in the report that:- a. PMC should proceed simultaneously to select the appropriate type of MTS after carrying out detailed project reports. b. Adhere to the following parameters for passengers per hour per direction (PPHPD) while deciding on the type of MTS on particular corridors: i. BRTS: 5,000 to 10,000 with one lane and up to 20,000 with land use modification and by multiple stopping bays and platooning of vehicle movement. ii. LRT including Monorail and Tramways: 15,000 – 30,000 iii. Metro Rail: 30,000 – 80,000

If the General Body of the PMC adopts the CMP, all other earlier reports prepared by PMC so far would stand annulled. PMC would then follow the principles and guidelines set out in the CMP until the horizon

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year 2031 7. Budget – The CMP gives a very broad estimate of Rs The cost presented is on broad estimates at 2008- 19,000 crores for the plan with an end date of 2031. IL&FS 98 prices and gives an indication of the scale of should give a cost of implementation taking into account investment in present terms. Cost escalation cost escalations due to inflation and material costs taking would be applicable for individual specific into account recent price trends. It should further provide projects on a case by case basis and cannot be typical cost overruns due to delays, based on its experience done for a CMP. of execution of public works. 1. Other Points a. The members of the steering group also raised other The CMP is a document that tries to set a points such as a lack of the mention of the “usability” of direction for the city and its people. The city and roads, cycle tracks and footpaths. Simply citing total the public are free to pursue any action it may lengths was misleading since it is a known fact that chose as long as the action would contribute entire right of way is rarely usable due to towards achieving the vision. Please refer to encroachments (informal as well as “legal” structures) 8.1.2 on Page 8-2 for a list of low cost measures and design flaws. which normally fall under the gamut of Traffic Control, Operations & Management. Figure 8.12 b. Even though the CMP provides a broad vision for presents Core Area and a summary of the mobility it is necessary to find context oriented proposed actions for the Core Area (or the CBD). solutions. The CMP should advocate partnership with academic institutions in this. c. CMP lacks low-cost ‘soft scenarios’. d. CMP mentions a Central Business District (CBD). The identification of such a CBD should be explained with a note.

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