reports/CMP/Patiala.pdf · Final Report Punjab Municipal Infrastructure Development Company...

Punjab Municipal Infrastructure Development Company Comprehensive Mobility Plan for Patiala Final Report

i

Table of Contents

Part I: Existing Situation ................................................................................................................ 1

1. Introduction .......................................................................................................................... 1

1.1. Objectives of Comprehensive Mobility Plan (CMP) ............................................................. 2

1.2. Scope of CMP ................................................................................................................. 2

2. City Profile ............................................................................................................................ 3

2.1. General Back Ground ...................................................................................................... 3

2.2. Socio-Economic Profile .................................................................................................... 3

3. Review of Landuse Systems ................................................................................................... 6

3.1. Existing Reports and Documents ..................................................................................... 6

3.2. Land use Patterns and Development Trends .................................................................... 6

3.3. Land Use Development Policies and Strategies ................................................................. 8

4. Existing Transport Systems .................................................................................................. 10

4.1. Existing Studies, reports and proposals .......................................................................... 10

4.2. Existing Transport Infrastructure ................................................................................... 10

4.3. Urban Goods Movement ............................................................................................... 13

4.4. Traffic Safety and Enforcement ..................................................................................... 13

4.5. Legal framework and Standards .................................................................................... 13

4.6. Institutional and Financial Situation ............................................................................... 14

4.7. Environmental and Social Conditions ............................................................................. 14

4.8. Other Relevant Issues .................................................................................................. 14

5. Analysis of Existing Traffic/ Transport Situation ..................................................................... 15

5.1. Traffic Surveys ............................................................................................................. 15

5.2. Development of Base Year Transport Model ................................................................... 21

5.3. Analysis of Traffic Characteristics -Base Year Travel pattern ............................................ 29

5.4. Analysis of Vehicular Traffic and Bottlenecks .................................................................. 31

5.5. Analysis of Social Considerations ................................................................................... 35

5.6. Identification of Issues ................................................................................................. 36

5.7. Comprehensive Analysis of Urban Transport Environment ............................................... 37

PART II: DEVELOPMENT OF URBAN LANDUSE AND TRANSPORT STRATEGY .................................. 40

6. Development of Vision and Goals .......................................................................................... 40

6.1. The Vision .................................................................................................................... 40

6.2. Urban transport Development Strategies ....................................................................... 40

6.3. Goals Setting ............................................................................................................... 41

7. Future Urban Growth Scenarios ............................................................................................ 42

7.1. Urban Growth Scenarios in Master Plan ......................................................................... 42

8. FUTURE TRANSPORT NETWORK SCENARIOS ........................................................................ 46

8.1. Road Network Scenarios ............................................................................................... 46

8.2. Public Transport Development Split Scenarios ................................................................ 47


ii

9. Development of Urban Land Use and Transport Strategy ....................................................... 52

9.1. Evaluation of Urban Growth and Transport Network Scenarios ........................................ 52

9.2. Strategies for Landuse and Transport Systems Development .......................................... 53

PART III: PLANS AND PROJECTS ................................................................................................. 57

10. Public Transport Improvement Plan ................................................................................... 57

10.1. Bus Service Improvement Plan .................................................................................. 57

10.2. MRT Development Plans ........................................................................................... 58

10.3. Trunk and Feeder Public Transport network ............................................................... 60

10.4. ITS Applications ........................................................................................................ 61

11. Road Network Development Plan ...................................................................................... 68

11.1. Hierarchical Road Network ........................................................................................ 68

11.2. Arterial Road Construction/Improvement .................................................................... 68

11.3. Secondary Road Constructions/Improvement ............................................................. 72

11.4. From Lahori gate ...................................................................................................... 74

11.5. Intersection Improvements and Flyovers .................................................................... 78

11.6. Railway Crossing and Underpass ................................................................................ 81

11.7. Hawker Zones .......................................................................................................... 82

12. NMT Facility Improvement Plan......................................................................................... 83

12.1. Strategy for NMT Facility Improvement ...................................................................... 83

12.2. Pedestrian Facility Improvement ................................................................................ 83

12.3. Bicycle Plan .............................................................................................................. 84

13. Intermodal Facilities ......................................................................................................... 86

13.1. Bus Terminals........................................................................................................... 86

13.2. Bus-rail Interchanges ................................................................................................ 86

13.3. Development of Parking LOTS & Park and ride facilities .............................................. 86

13.4. Freight Management Plan .......................................................................................... 90

14. Regulatory and Institutional Measures ............................................................................... 91

14.1. Unified Metropolitan Transport authority .................................................................... 91

14.2. Traffic Impact Assessment Mechanism ....................................................................... 95

14.3. Regulatory Changes Required For Introduction of TDM Measures ................................ 98

14.4. Traffic Safety regulations .......................................................................................... 99

14.5. Parking Regulations ................................................................................................ 100

15. Fiscal Measures .............................................................................................................. 102

15.1. Fare Policy for Public Transportation and Parking ...................................................... 102

15.2. Subsidy Policy for Public Transport Operators ........................................................... 111

15.3. Taxation on Private Vehicles and Public Transport Vehicles ....................................... 112

15.4. Potential for Road Congestion Charging ................................................................... 113

16. Mobility Improvement Measures and NUTP Objectives ..................................................... 114

16.1. Introduction ........................................................................................................... 114

16.2. Summary of NUTP Objectives and the Proposed Measures ........................................ 115


iii

17. Social and Environmental Conditions ............................................................................... 116

18. Implementation Programs .............................................................................................. 117

18.1. List of Mobility Improvement Projects and Measures ................................................. 117

18.2. Selection of Priority Projects/Measures ..................................................................... 118

18.3. Implementation Agencies ........................................................................................ 120

18.4. Financing Options ................................................................................................... 121

19. Resources Mobilization ................................................................................................... 122

19.1. Public Private Partnership: ....................................................................................... 125

19.2. Urban Transport Fund ............................................................................................. 129

19.3. Municipal Bonds ..................................................................................................... 129

19.4. Central Government Schemes .................................................................................. 132

19.5. Betterment Charges ................................................................................................ 133

19.6. Lending .................................................................................................................. 134

ANNEXURE 1: Survey Questionnaires ......................................................................................... 136

ANNEXURE 2: Traffic and Travel Survey Data ............................................................................. 143

ANNEXURE 3: Roads Proposed for Improvement ........................................................................ 152

ANNEXURE 4: Cross Sections ..................................................................................................... 153

ANNEXURE 5: Hawker Zones ..................................................................................................... 154

ANNEXURE 6: Project Profile Sheets ........................................................................................... 158

ANNEXURE 7: Details of Stakeholder’s Workshop ........................................................................ 160

ANNEXURE 8: Compliance to Guidelines of National Disaster Management Authority NDMA ........... 171


iv

List of Tables

Table 2-1: Population of constituents Of LPA, Patiala ...................................................................... 3

Table 3-1: Land-use Distribution .................................................................................................... 6

Table 4-1: Major city roads and connecting cities .......................................................................... 10

Table 4-2: Flyovers/ROBs ............................................................................................................ 11

Table 5-1: Details of Outer Cordon Locations ................................................................................ 17

Table 5-2: Survey Locations......................................................................................................... 17

Table 5-3: List of Locations/Stretches for parking studies .............................................................. 20

Table 5-4: Zone of study area ...................................................................................................... 23

Table 5-5: Patiala Road Network Details ....................................................................................... 23

Table 5-6: Trip Purposes Used in the Patiala Transport Model ........................................................ 24

Table 5-7: Trip Productions and Attraction Equations for the Patiala Transport Model ...................... 25

Table 5-8: Coefficients in the Exponential function to estimate friction factors ................................ 27

Table 5-9: Summary of the Estimated Base Year Travel Demand (mode-wise) ................................ 30

Table 5-10: Summary of the Estimated Base Year Travel Demand (Trip Purpose wise) .................... 30

Table 5-11: Results of Observed and Assigned flows on Screen Lines ............................................. 31

Table 5-12: Passenger to PCU conversion Factors ......................................................................... 31

Table 5-13: Traffic Volumes from the Base Model on Arterials ....................................................... 32

Table 5-14: Traffic Volumes from the Base Model on Arterials ....................................................... 32

Table 5-15: Population Sample Distribution by Age ....................................................................... 35

Table 5-16: Income Categories according to HUDCO ..................................................................... 36

Table 5-17: Future traffic scenario in Patiala with do nothing alternative ........................................ 39

Table 6-1: Transport system goals for Patiala ............................................................................... 41

Table 8-1: Mass Transit Options ................................................................................................... 49

Table 8-2: Suggested Public Transport Systems ............................................................................ 50

Table 9-1: Transport Strategies and Policies ................................................................................. 54

Table 10-1: BRTS and Mini Bus Routes ......................................................................................... 59

Table 11-1: Categories of Roads .................................................................................................. 76

Table 11-2: Patiala City Roads Suggested for Improvement ........................................................... 76

Table 11-3: Accident Prone Locations ........................................................................................... 80

Table 13-1: Multi-Level Parking Locations ..................................................................................... 87

Table 16-1: Proposed measures to achieve NUTP Objectives ....................................................... 115

Table 18-1: Phasing of projects.................................................................................................. 119

Table 19-1: Urban Transport Project Funding Schemes proposed by Central Government .............. 132


v

List of Figures

Figure 1-1: Patiala Location in Punjab ............................................................................................ 1

Figure 2-1: Population of Patiala .................................................................................................... 4

Figure 2-2: Work Force Participation rate ....................................................................................... 4

Figure 4-1: A view of intercity bus terminal ................................................................................... 12

Figure 5-1: Outer Cordon Locations-Patiala ................................................................................... 17

Figure 5-2: Parking Survey in progress. ........................................................................................ 21

Figure 5-3: Patiala Zonal Map ...................................................................................................... 23

Figure 5-4: Patiala coded highway network................................................................................... 24

Figure 5-5: Patiala Transit Network .............................................................................................. 24

Figure 5-6: Trip Generation Process ............................................................................................. 24

Figure 5-7: Network skimming process ......................................................................................... 25

Figure 5-8: Trip Distribution process ............................................................................................ 26

Figure 5-9: Trip Length Frequency Distributions ............................................................................ 28

Figure 5-10: Traffic Assignment process ....................................................................................... 30

Figure 5-11: Traffic volumes on Major Arterials ............................................................................. 31

Figure 5-12: Leela Bhavan (Children mode Chowk) ....................................................................... 32

Figure 5-13: Bus Stand Chowk ..................................................................................................... 33

Figure 5-14: Dukhniwaran Sahib Chowk ....................................................................................... 33

Figure 5-15: Fountain chowk ....................................................................................................... 34

Figure 5-16: SST Chowk .............................................................................................................. 34

Figure 7-1: Development proposals of Master Plan ........................................................................ 42

Figure 7-2: Proposed land use plan .............................................................................................. 43

Figure 8-1: Proposed Ring Road alignment ................................................................................... 46

Figure 8-2: Patiala Road Network ................................................................................................. 47

Figure 8-3: Patiala Raod Network with Inner ring and Radials (2021) ............................................. 47

Figure 8-4: Patiala Raod Network with Outer ring and Radials (2031) ............................................. 47

Figure 8-5: MASS TRANSIT NETWORK (2021) .............................................................................. 51

Figure 8-6: MASS TRANSIT NETWORK (2031) .............................................................................. 51

Figure 9-1: Patiala Road Network-2031 ........................................................................................ 52

Figure 9-2: Transport Strategies and their inter linkages ............................................................... 53

Figure 10-1: Special Purpose Vehicle Structure for Improvement of Bus Service ............................. 57

Figure 10-2: Patiala Bus Route Network (2031) ............................................................................. 59

Figure 10-3: Trunk and Feeder Public Transport network .............................................................. 60

Figure 10-4: ITS Applications ....................................................................................................... 61

Figure 10-5: ITS System .............................................................................................................. 61

Figure 10-6: Components of Seamless Integration ........................................................................ 62

Figure 11-1: Proposed Cross section of Mobility Corridor with BRT Lanes 30m-RoW ........................ 69


vi

Figure 11-2: Proposed Cross section of Mobility Corridor with BRT Lanes & two wheeler parking 30m-

RoW ........................................................................................................................................... 69

Figure 11-3: Proposed cross section of Mobility Corridor with BRT bus Stop on median platform ...... 69

Figure 11-4: Proposed cross section of Mobility Corridor with BRT Bus lanes in 40 m ROW .............. 70

Figure 11-5: Pictorial Representation of a Cross Section of Mobility Corridor with 40 m Right of Way

(RoW) ........................................................................................................................................ 70

Figure 11-6: Patiala Outer ring- Multi-modal Corridor .................................................................... 71

Figure 11-7: Alternative -1 (Exit restricted to Bahera) .................................................................... 74

Figure 11-8: Alternative -2 (One entry from fisheries dept lane and another from Nabha Gate road) 74

Figure 11-9: One way proposal at Lahori gate .............................................................................. 75

Figure 11-10: Details of Proposed cross sections ........................................................................... 79

Figure 12-1: Footpath proposals .................................................................................................. 83

Figure 12-2: NMT facility inside city core area ............................................................................... 85

Figure 14-1: Unified Transport Authority for Patiala ....................................................................... 94

Figure 14-2: Traffic and Transportation Cell in Municipal Corporation ............................................. 94

Figure 15-1: Fare System Parameters ......................................................................................... 102

Figure 17-1: Social and Environmental Impacts of Proposed Projects ........................................... 116

Figure 18-1: List of Mobility Improvement Projects ...................................................................... 117

Figure 18-2: Break-up of Block Cost Estimates (2010-2020)......................................................... 119

Figure 18-3: Break-up of Block Cost Estimates (2020-2031)......................................................... 120


1

Figure 1-1: Patiala Location in Punjab

PART I: EXISTING SITUATION

1. INTRODUCTION

Patiala is one of the erstwhile princely cities of Punjab. Located in the south-eastern part of

the state, 65 km from the state capital of Chandigarh, it lies between 29°49’ and 30°47’ north

latitude, 75°58’ and 76°54' east longitude and 25 Km away from the Grand Trunk Road (i.e., National

Highway No.1) and is about 250 Km from Delhi.

It is well connected with important urban

centres of Punjab by the network of National

Highway, State Highways and District roads. The city

is linked with railway network as Rajpura branch

railway line passes through the city. Though

historians have tried to trace the origin of Patiala (as

far as the name is concerned) to Rig Vedic literature

yet the town as it stands today was founded by Baba

Ala Singh with the construction of the Qila Mubarak

in the year 1763. One gets the impression as if the

city was designed and developed according to a plan

akin to that of temple architecture. In the heart of

the city was the seat of the king similar to the house

of the deity and the residential areas of communities developed around it status-wise. The area

covered now by the ruins of Pattan-wala, it is popularly believed that the word Patiala comes either

from Pattan-wala, or from a combination of the word 'Pati' which means ‘territory’ and ‘Ala' from

founder Baba Ala Singh. Maharaja Narendra Singh (1845-1862) fortified the city of Patiala by

constructing ramparts and ten gates around the city.

Patiala's sway over the Malwa area extended beyond merely political influence. Patiala was

equally the set of religious and cultural life. Educationally, Patiala was in the forefront. Patiala was the

first town in this part of the country to have Degree Collage-the Mohindra College-in 1870. The

famous printing of Munshi Nawal Kishore was also established here in the seventies of the 19th

century. Patiala had a culture of its own, evolving into a distinct "patialavi" culture. Patiala has also

seen evolution of a distinct style of architecture. Borrowing from the Rajput Style, its beauty and

elegance are, however, moulded according to the local coloring. With the active patronage of the

erstwhile rules of Patiala, a well established style of Hindustani music called ‘the Patiala Gharana’

came into existence and has held its own up to the present times. This school of music has had a


2

number of famous musicians, many of whom came to Patiala after the disintegration of the Mughal

Court at Delhi in the 18th century. This school of music continues to get the patronage of the State

though the North-Zone Culture Centre, established at Patiala

1.1. OBJECTIVES OF COMPREHENSIVE MOBILITY PLAN (CMP)

The main objectives of the CMP are as follows:

To identify the various issues and problems in existing transport system in the city.

To recognize the varying need and priorities of the different transportation users and stake

holders.

To provide mobility to all transportation users

To present a long term vision (2031) of desirable mobility patterns.

To provide strategy and policy measures to achieve this vision.

To provide effective and sustainable urban development

1.2. SCOPE OF CMP

Comprehensive Mobility Plan would integrate mobility plan with land use plan and spelled out

the projected mobility needs of the cities as also the manner in which such mobility needs are

proposed to be met. The focus would be on analyzing the existing transportation scenario; examine

the pattern of growth of the town and projecting the passenger and freight mobility requirements for

the next 20 years, keeping in view the attributes like population, employment, business, commerce,

industry, growth of the cities, among others. As a part of this exercise and in order to meet the

present and projected mobility needs of the cities and region, several projects for implementation

under short, medium and long term would get identified for the cities. The broad scope of work for

the study is as follows

Collection appraisal of data/reports

Demographic & Socio-Economic Analysis

Traffic and Travel Surveys

Data Processing

Engineering studies

Development of Transportation Model

Planning of short term/immediate improvement measures

Planning of medium and long term measures

Identification of Technologies and integration with Metro.

Cost Estimate for the Identified Projects

Prioritization of Projects

The study area as per TOR issued is Municipal Corporation. As the corporation has extended,

through regular interactions, with adjacent towns and villages, the Local Planning Area (LPA)

comprising of Corporation area and its urbanisable environs with peripheral control belt till the 2031

was considered for the Master Plan. Existing land use plan and proposed land use plan till 2031 for

LPA area are available, entire LPA area or a portion of it more than the corporation extent to cover

the future urbanisable area has been considered.


3

2. CITY PROFILE

2.1. GENERAL BACK GROUND

Patiala with its population of 3.03 lakhs is

the fourth largest city of Punjab and also it is one

of the counter magnets considered outside National

Capital Region (NCR) other than Bareily, Hissar,

Gwalior and Kota in order to reduce the pressure

on Delhi. On account of substantial administrative,

institutional and commercial development that has

already taken place, its growth impulses have led

to growth outside the limits of Municipal Corporation of Patiala. LPA Patiala comprises of 155 villages,

out of which 10 villages (few of them part villages) have been merged in Municipal Corporation area

of Patiala and one village (part of it) consisting of Municipal Council of Sanaur. The total area of

Patiala Municipal Corporation is 50.11 sq.km. According to Census 2001, the total population of LPA

Patiala was 485497 a person out of which 341819 was urban.

2.2. SOCIO-ECONOMIC PROFILE

POPULATION

The population of LPA Patiala as per 2011 census is 18, 92,282 persons which has grown at a

growth rate of about 19.04% during 2001-2011. The details are summarized in table below:

Table 2-1: Population of constituents Of LPA, Patiala

LPA PATIALA 1981 1991 2001

URBAN* 219888 270196 341819

RURAL 110331 138183 143678

Total 330219 408379 485497

Decadal Growth Rate (%) -- 24 19

Patiala Urban = Patiala UA + Sanaur Mcl Source: Master Plan

The percentage of urban population of L.P.A. Patiala to total urban population of Punjab state

was 4.73% in 1981, 4.51% in 1991 and slightly declined to 4.14% in 2001. The decadal growth rate

has also decreased from 24% to 19% which is the outcome of decreasing urban growth in LPA

Patiala from 1991-2001.


4

Figure 2-1: Population of Patiala

The average population density of Patiala City is 82 persons / ha. However, ward wise

densities vary considerably. The highest and the lowest density varies between 420 persons per

hectare and 9 persons per hectare respectively. The low average population density is due to big

institutional areas, abundance of govt. and semi govt. offices and housing on large areal extent. Out

of a total increase of 70178 persons in the population of Patiala city during 1991-2001, 26966 were

due to migration from states other than Punjab.

EMPLOYMENT

The economy of Patiala and its L.P.A is based mainly on trade, commerce, agriculture and

agro based industry. City or district wise estimates of domestic products are not available. However,

education, tourism, hospitality, real estate business like multiplexes, malls and other commercial

establishments, financial and banking services etc. also contribute to the economic wellbeing of the

people of the city. The work force participation rate of LPA Patiala as per 2001 census is 33.98% and

that of Patiala City is 31.80%. The main sectors providing employment in Patiala City are Public

administration and other services etc. (37.70%), Wholesale and Retail Trade (20.83%),

Manufacturing (11.55%), Finance, real estate and business activities (7.58%).

Figure 2-2: Work Force Participation rate

38%

21%

11%

8%

22%Public adminsitration &Other Services

Wholesale & retail trade

Manufacturing

finance , Business & Realestate activities

Others


5

HOUSING CHARACTERISTICS

Housing characteristics (stock) reflects the economic and social status of the people residing

in a particular area. The growth of residential houses and households has been found to be keeping

pace with the growth of population. Housing stock from the year 1981 to 2001, reveals that the

number of occupied residential houses in the city increased from 37637 to 74256 because of the

rapid urbanization of the city. A growth rate of 11% has been observed in 1981-1991 and sharp

increase in growth of 78% has been witnessed in the decade of 1991-2001. The number of

households in 1981 was 37699 only which increased to 44897 in 1991 showing a growth rate of 19%

in the decade of 1981-1991. It further increased to 58298 households in 2001 and reported 30% of

growth in 1991-2001. The household size of population of the Patiala city shows an inverse

correlation with the number of households and occupied residential houses in Patiala city. The

household size which was 5.4 in 1981, decreased to 5.3 in 1991 and it further came down to 5.2 in

the year 2001. Consequently, the number of households and number of occupied residential houses

increased during this decade. The fast paced development, awareness among people of a small

family and breaking up of joint families into nuclear families has resulted into the decrease in the

household size of the city. The house hold characteristics can be further examined with the help of

House hold survey that has been carried out in all the wards of Patiala on sample basis.

INDUSTRIES

Patiala is having industrial area on Sirhind road, Industrial Focal Point, Diesel Loco

Modernization Workshop (DMW). Apart from above there are few rice- shelters and tool

manufacturing industries. Besides this, there is (PRTC) PEPSU Road Transport Corporation workshops

on Nabha road and Rajpura road comprising of 7.90 ha. In these workshops all the buses of PRTC are

repaired. There is another service industry comprising of 12.5 ha near Rajpura road known as Hira

Bagh between marriage palace of Palm Court and Gurudwara on Bari nadi. Here repair of trucks,

truck body buildings is carried out. Industrial Focal Point and DMW are located on inner bye-pass.

Industrial Focal Point has been developed on the basis of planned layout plan supported by basic

essential infrastructure and services to provide appropriate environment for industrial growth and

development. DMW was established on an area of 225 ha in 1981. It comprises of 83 ha. under

industrial use and 142 ha. under staff colony having well laid road network, all the amenities namely

separate water works, STP, hospital, school, market and golf course. Thus the total area under

industry within U.A Patiala comprising of service small and large industry is 205.78 ha. which is

3.21% of the total developed area.


6

3. REVIEW OF LANDUSE SYSTEMS

3.1. EXISTING REPORTS AND DOCUMENTS

The reports of previous studies and the other documents relating to the development of

Patiala would help in providing amicable solution, so that the recommendations of the same will be

appreciated and would consider for improvement and further to implementation through CMP.

Previously, Patiala Development Authority has prepared Patiala Master Plan for the next 30 years. The

Master plan has considered all the possible development patterns and has provided the proposed

landuse map and the likely future network of Patiala discretely. The same has been collected from the

authorities for reference.

3.2. LAND USE PATTERNS AND DEVELOPMENT TRENDS

The existing land use distribution determines the nature of development of a settlement and

its economic status is also reflected through the type of its physical development. The study of

existing land use distribution helps in fixing the priorities and for evolving a strategy for the future

development of the area. The existing land use scenario guides a planner to allocate land for different

land uses viz., residential, industrial, commercial, public / semi public etc rationally and optimally so

as to achieve the high level of efficiency of land which is limited. The existing land use plan for Local

Planning Area, The following table shows the existing allocation of land under different land uses in

Local Planning Area, Patiala

Table 3-1: Land-use Distribution

LANDUSE TYPE AREA

(Ha.) %age

RESIDENTIAL

Urban Residential 2141.93 33.42

Residential Plots 212.88 3.32

Internal Road Area 245.78 3.83

TOTAL 2600.59 40.58

COMMERCIAL

Retail Shopping 107.28 1.67

General Business & Commercial District/ Centres 27.88 0.44

Whole Sale, Godowns, Ware Housing Regulated

Market

47.14 0.73

TOTAL 182.3 2.84

INDUSTRY

Service and Light Industry 42.73 0.67

Planned Industrial Areas 70.90 1.11

Medium, Large & Heavy 92.15 1.44

TOTAL 205.78 3.21

UTILITIES

Water Works 10.84 0.17

Electric Grid 19.64 0.31

Sewage Disposal 0.03 -

Solid Waste 7.85 0.12

Communication 2.85 0.04

Sewage Treatment Plant 0.39 -


7

LANDUSE TYPE AREA

(Ha.) %age

TOTAL 41.60 0.65

PUBLIC AND SEMI

PUBLIC

Govt / Semi Govt/ Public Offices 158.15 2.47

Govt Land (Use Undetermined) 49.74 0.78

Education and Research 402.60 6.28

Medical & Health 35.98 0.56

Social, Cultural & Religious 67.07 1.05

Cremation & Burial Grounds 6.26 0.10

TOTAL 719.8 11.23

TRANSPORTATION

Roads 589.59 9.20

Bridges / Flyovers 3.74 0.06

Roundabouts 1.32 0.02

Parking Area 14.72 0.23

Railway line & Siding 27.76 0.43

Railway Station 2.07 0.03

Bus Terminus 1.97 0.03

Truck Terminus 14.60 0.23

TOTAL 655.77 10.09

Play Grounds, Stadium, Sports Complex 122.77 1.92

RECREATIONAL Parks &Gardens (Public Open Spaces 76.74 1.20

TOTAL 199.51 3.12

AGRICULTURAL

Agriculture 577.24 9.01

Katccha. Road 2.56 0.04

Forest 2.53 0.04

Water Bodies 99.99 1.56

Canal 2.88 0.04

Plantation & Orchards 95.25 1.49

Dairy and Poultry Farms 0.17 -

Vacant Land 790.88 12.34

TOTAL 1571.50 24.52

Heritage & Conservation Area 25.82 0.40

SPECIAL AREA Other use 206.33 3.22

TOTAL 232.15 3.62

GRAND TOTAL 6409 100

Source: Master Plan, Patiala

RESIDENTIAL

It is quite evident from table above that residential use has a larger share of developed area.

Out of the total area of U.A Patiala, 2600.59 ha. is under residential use which includes both planned

and unplanned development. Out of this, total developed residential area of 1504.61 ha. is under

planned / regulated schemes which is almost 58%.This planned, regulated residential area comprises

of Tripuri, Model Town, CPA and Town Planning Schemes, three Urban Estates, one pocket under

OUVGL scheme of PUDA, two Development Schemes of Improvement Trust and are uniformly located

in the city except south and south – west.


8

COMMERCIAL

The commercial use is the most important use of the urban area though it may have lesser

share in the areal extent. It plays a vital role in the formation of city character. In case of Patiala city,

the total area covered under planned as well as unplanned commercial use is 182.3 ha., which is

2.86% of the total developed area. Out of this, 39.06 ha. area is under planned commercial, which is

21.43% of the total commercial area. The main unplanned commercial area is confined to walled

city especially Dharampura bazaar, Adalat bazaar, Arya Samaj chowk and Qila chowk. Similarly the

famous wholesale markets namely Gurmandi, Sher-e-Punjab wholesale cloth market, Medicine

market, Timber market, Fruits & Vegetable market, Sarafan bazaar are also located within walled city.

The commercial areas within walled city are in the form of line bazaars. This area lacks in parking and

other public amenities. There are only two paid parking's within walled city i.e. one at the back of A.C

market and another opposite to the old Kabari market which are insufficient to meet the demand of

parking. Other than walled city, all the unplanned residential areas have commercial (retail) activity

along the main roads.

INDUSTRIAL

Under this use comes the industrial area on Sirhind road, Industrial Focal Point, DMW. Apart

from above there are few rice- shellers and tool manufacturing industries. Besides this, there is

(PRTC) PEPSU Road Transport Corporation workshops on Nabha road and Rajpura road comprising of

7.90 ha. In these workshops all the buses of PRTC are repaired. There is another service industry

comprising of 12.5 ha near Rajpura road known as Hira Bagh between marriage palace of Palm Court

and Gurudwara on Bari nadi. Here repair of trucks, truck body buildings is carried out. Industrial Focal

Point and DMW are located on inner bye-pass. Industrial Focal Point has been developed on the basis

of planned layout plan supported by basic essential infrastructure and services to provide appropriate

environment for industrial growth and development. DMW was established on an area of 225 ha in

1981. It comprises of 83 ha. under industrial use and 142 ha. under staff colony having well laid road

network, all the amenities namely separate water works, STP, hospital, school, market and golf

course. Thus the total area under industry within U.A Patiala comprising of service small and large

industry is 205.78 ha. which is 3.21% of the total developed area.

3.3. LAND USE DEVELOPMENT POLICIES AND STRATEGIES

On the basis of study of existing land use distribution under different land uses the need has

been felt to allocate the scarce land optimally under different uses so as to cater to the growing

needs of the population adequately and economically. The proposed land use quantum has been

adequately allocated for each of the specific uses to sustain the needs of LPA till year 2031. The

residential land-use has been increased with the increase in population and also in conjunction with

the sustainable housing development. The industrial sector has been given more priority for making


9

Patiala economically vibrant city. The strategy behind the master plan of Patiala 2031 can be poised

in to five aspects i.e., intensification of Central Core, Intensive growth along the transport radials,

Development of ring towns, extension of Peri-urban area and land-use transport planning. A

redevelopment strategy for accommodating more population in a planned manner is suggested to be

taken up on priority in all use zones for efficient and optimum utilization of the existing urban land,

both in planned and unplanned areas. This would have to be supported with provision of adequate

infrastructure viz. water supply, sewerage, road network, open spaces and the essential social

infrastructure.


10

4. EXISTING TRANSPORT SYSTEMS

4.1. EXISTING STUDIES, REPORTS AND PROPOSALS

As mentioned earlier, the master plan has been reviewed and the brief

recommendations of the master plan are as follows. Regarding Transportation, master plan has given

priority to RoB’s and Underpasses especially at railway crossings. The recommendations were phased

based on the inter city, intra city traffic and crossings occurring in the future proposed ring roads.

Certain roads like Bhadson road, Rajpura Road, Sangrur road and other future roads were

recommend for capacity enhancement. An outer ring road was proposed. Mass Rapid transit systems

like BRTS was also given importance in the Master Plan 2031. The details were dealt in further

chapters.

4.2. EXISTING TRANSPORT INFRASTRUCTURE

ROAD NETWORK

The existing road network in the city is partially radial in pattern. The Nabha road also carries

the traffic of Bhadson road which merges at Thapar University Chowk and meets Sirhind road at

Gurudwara Dukhniwaran Sahib and then lead to the city. Similarly Sangrur road also carries the traffic

of Samana road which bifurcates near Bhakra main line. Rajpura road carries the traffic from Chotti

Nadi onwards and from transport nagar it also carries the traffic of Sanaur road, Cheeka road and

Pehowa road. The National Highway 64 enters the city from two sides i.e north east and south west,

two state Highways enter the city from south-west and south-east, several other important roads

enter the city from north, north-west, south-west and south directions.

These important roads entering the city are listed below:

Sangrur – Patiala (N.H. 64)

Rajpura – Patiala (N.H. 64)

Pehowa – Patiala (State Highway no. 8)

Samana – Patiala (State Highway no. 10)

Nabha-Patiala (scheduled road)

Bhadson – Patiala (Scheduled road)

Sirhind – Patiala (Scheduled road)

Sanaur – Patiala (Other distt. road)

Cheeka – Patiala (Other distt. road)

RAIL NETWORK

Rail is considered as the lifeline of a nation and a good rail network boosts the economy.

Patiala is not very fortunate in terms of rail network as it has a single railway line i.e. branch line of

Rajpura railway line. Many trains pass through this single railway line and connect Patiala to various

cities and states of India. The main rail route passing through Patiala has been listed in the table

given below. The detail of connectivity by railway lines is given in Table below.

Table 4-1: Major city roads and connecting cities


11

Sl.No. Name of the route Important cities connected

1. Patiala-Ambala Rajpura -Ambala

2. Ambala Cant. -Bathinda Ambala Cant, Rajpura, Patiala, Dhuri, Bathinda

3. Haridwar – Shri Ganga Nagar

Express

Haridwar, Ambala, Rajpura, Patiala, Dhuri, Bathinda,

Ganga Nagar

4. New Delhi – Bathinda New Delhi, Ambala, Rajpura, Patiala, Dhuri, Bathinda

5. Ambala – Shri Ganga Nagar Ambala, Rajpura, Patiala, Dhuri, Bathinda, Ganga Nagar

6. Kalka – Jodhpur Kalka, Chandigarh, Ambala, Rajpura, Patiala, Bathinda,

Jodhpur

RAILWAY OVER-BRIDGES & UNDER-PASSES

Although, there is only one railway line i.e. branch line of Rajpura passing from the middle of

city yet there are 10 level crossings which are all manned. This railway line has three R.O.B's located

at 22 No. Phatak, 21, No. Phatak and near Bus Stand which reduces the chaotic traffic condition at

the level crossings. The detail of level crossings is given in the table:

Table 4-2: Flyovers/ROBs

Sl.

No.

Name of Level

Crossings/ R.O.B/ Underpass

Location Status

1. Phatak No. 15 Divn. (On Rajpura-Sirhind Bye Pass) Manned

2. Phatak No. 16 Near Railway Godown Manned

3. Phatak No.17 Near Railway Station R.O.B.

4. Phatak No.18 In front of Bus stand Closed

5. Phatak No. 19 Lahori Gate (In Baradari) Manned

6. Phatak No. 20 In Baradari Manned

7. Phatak No. 21 Rajbaha Road R.O.B.

8. Phatak No. 22 Bhupindra Road R.O.B.

9. Phatak No. 23 Opposite Model Town Manned

10. Phatak No. 24 Partap Nagar Manned

PUBLIC TRANSPORT SYSTEMS

There is no public transport system in Patiala city. Due to the inefficient services and

unorganized system of public transport, predominant modes used for intra city passenger travel are

personalized vehicles (Cars & Two-wheelers), cycle rickshaws, auto-rickshaws etc. which enhance the

problems like congestion, accidents, parking as well as pollution. However, some mini buses going to

rural areas from bus stand pick up the passengers and drop at various stops in the city to facilitate

the general public thus functioning partly as city level public transport. Besides this a large number of

buses owned by private and government organizations have their own fleet of buses which carry a

large number of passengers daily. In the absence of an effective and efficient public transport system

in Patiala the nature of city road network has lead to the enormous growth of intermediate public

transport in the form of rickshaws and auto-rickshaws. Preferred mode of transport in the city has


12

been witnessed as use of auto-rickshaws which have been found to be highly convenient by the users

because of affordable fare and convenience of getting on and getting down at any place in the city. It

has been estimated that about 500 auto rickshaws and about 300 cycle rickshaws are plying on the

city roads. Looking at the existing pattern of transportation it has been observed that for the smaller

distance and intra city travel, auto-rickshaws & cycle-rickshaw are the preferred mode of travel

whereas for inter city and longer distance travel, bus remains to be the popular mode of travel.

BUS TERMINUS

The only bus terminal of

Patiala is located on Patiala - Rajpura

Road. The total area of bus stand is 6

acres and a workshop of 4.2 acres

adjoining it and another workshop

cum head office of P.R.T.C on Nabha

road comprising 13.50 acres. The

most preferred mode of transport in

the area is bus transport as buses

from all the districts of Punjab and

neighbouring states on their way halt

at the bus stand and quite a few

originate and terminate at the main bus stand. Bus transport is also considered as a preferred means

of transport for the daily commuters which considerably contribute to the increasing bus traffic. There

is a proper link between bus stand and railway station that makes its location appropriate as far as

the change of mode of transportation is concerned. The over bridge on Phatak No. 17 has been

developed and heavy vehicular regional traffic has been diverted through the over bridge. There is no

cycle rickshaw stand, auto rickshaw stand or taxi stand in and around the bus stand, with the result

these are parked along road side along with Rehriwallas which reduces the effective width of road

thus resulting in congestion, lowering of journey speed and intersection delay. Public transport

system is not very much developed in Patiala city. Increased number of private vehicles like cars,

motorcycles, scooters, light- weight scooters etc. has been catering commuter passenger demand to

large extent. In walled city mainly hand driven rickshaws are used. Local bus service has few buses

and connects Patiala to some localities as well as villages located on the periphery of Municipal Limits

of Patiala. Buses of various educational institutes like Punjabi University, RIMT, Bhai Gurdas

Engineering College, Desh Bhagat Group of Institutes, Chitkara and other engineering colleges,

nursing colleges and educational colleges of nearby towns, as well as school buses also contributes

towards the bus traffic of Patiala city.

Figure 4-1: A view of intercity bus terminal


13

4.3. URBAN GOODS MOVEMENT

Besides passenger vehicles, goods are also contributing to the city traffic. Main incoming

products to Patiala city are pebbles and sand from Zirakpur, sugar from U.P, spare parts from Delhi,

cement from Ropar, Kartarpur, H.P, Bathinda and Rice comes from W.Bengal and wheat comes from

the neighbouring villages. The outgoing products are wine, milk powder, products of DMW and

Escorts etc which are sent to Bombay, Calcutta, Delhi, J&K etc. In spite of development of heavy

industries in the city and great importance of wholesale activity, Patiala does not have any authorized

Truck Terminal. Due to the absence of proper Truck Terminal the trucks are parked along the main

roads. These trucks reduce the effective width of the roads.

For immediate relieving the traffic congestion, the consultant recommend shifting of all on-

street loading and unloading activities from peak traffic periods during day time to off peak hours late

evening and early mornings.

4.4. TRAFFIC SAFETY AND ENFORCEMENT

There are not many measures in place with regards to Traffic safety and enforcement.

Because of lack of enforcement, safety became main concern at major intersections. Certain

Junctions like Fountain Chowk, Children-mode Chowk and Bus stand road became major accident-

prone areas due to lacks of safety and proper planning. Traffic police need to educate people for the

same. The Education and enforcement measures were recommended in capacity building

programme.

4.5. LEGAL FRAMEWORK AND STANDARDS

The principal legislation governing Regional and Town Planning is the “Punjab Regional and

Town Planning and Development Act, 1995 (PRTPDA)” was enacted in the year 1995 (Punjab Act

No.11 of 1995) which has been amended in the year 2006 and is now known as “The Punjab

Regional and Town Planning and Development (Amendment) Act 2006” (Punjab Act No 11 of 2006).

This is an act to make provision for better planning and regulating the development and use of land

in planning areas delineated for that purpose, for preparation of Regional Plans and Master Plans and

implementation thereof, for the constitution of a Regional and Town Planning and Development

Board, for guiding and directing the planning and development processes in the State, for the

constitution of a State Urban Planning and Development Authority, Special Urban Planning and

Development Authorities and New Town Planning and Development Authorities, for the effective and

planned development of planning areas and for undertaking urban development and housing

programs and schemes for establishing new towns and for matters connected therewith or incidental

there to.

Prior to the enactment of the Act the town planning activity within urban areas was being

governed by different legislations such as The Town Improvement Act 1922, The Punjab Municipal


14

Act 1911, The Punjab Municipal Corporation Act 1976, The Punjab Urban Estates (Development and

Regulation) Act 1964 etc and for areas falling outside municipal limits in the periphery of urban

centers, there was ‘The Punjab Scheduled Roads And Controlled Areas Restriction of Unregulated

Development Act 1963(Now repealed)’ but no comprehensive legislation was available for the overall

control and development at local and regional level.

4.6. INSTITUTIONAL AND FINANCIAL SITUATION

The institutional arrangement of Patiala Local Planning Area is like the other cities, which

have some individual functioning rather Unified functionality. The major stakeholders of the City are

Patiala Municipal Corporation

Patiala Development Authority

Public Works Department

Punjab Road Transport Corporation

Traffic Police

North Western Railways

General Public

Because of multiplicity of agencies, there is lack of coordination and hand in hand

development. Hence, a strong institutional set-up needs to be recommended to take forth the

development and recommendations of any study.

The Patiala Municipal Corporation and Patiala Development Authority will act as a main

funding agency. With the massive development anticipated in future, there is a strong potential in

Land Banking and the Transit Oriented Development with the introduction of Bus Rapid Transit

Systems and Monorail Systems.

4.7. ENVIRONMENTAL AND SOCIAL CONDITIONS

Because of the increasing private/personalized mode of transport there is a huge

deterioration in environment levels and social conditions. The elements of emissions from vehicles

such as Carbon-mono-oxide, Hydrocarbons and Particulate matter have significantly increased during

the years. So, Introduction of Public Transport Systems will definitely reduce the carbon emissions. As

the traffic will get choked in peak hours, travel time is increasing with huge vehicular growth. The

implementation of proposed projects will definitely enhance the mobility and reduce travel time, thus

have some positive social impact.

4.8. OTHER RELEVANT ISSUES

The intermediate public transport should be a supplementary to the Public Transport System

and not as a complimentary one. Considering the radial pattern of the city and its current size, Bus

Service should be improved and the IPT should be controlled on some prescribed routes. Separate

Lanes are not provided for the NMT vehicles and the pedestrian facilities were also on the lower side.


15

5. ANALYSIS OF EXISTING TRAFFIC/ TRANSPORT SITUATION

5.1. TRAFFIC SURVEYS

Traffic Surveys and studies are an integral component of preparation of Comprehensive

Mobility Plan. Appreciation of existing traffic and travel characteristics is extremely important for

developing a mobility plan. For any assignment of this kind, establishing baseline data plays a pivot

role in building up a model that exactly resembles the realistic conditions of the city. Apart from

helping in understanding the existing traffic and transportation situation, challenges and the

strengths, this data would help in development, calibration and validation of the travel demand

models.

A number of traffic & transportation surveys were conducted as a part of the study in order

to assess the passenger and goods movement pattern, travel characteristics, pedestrian & parking

characteristics and the available infrastructure facilities with the study area. The data collection

activities included.

Classified Traffic Volume Counts (CTVs) (at mid-blocks, Intersections and Outer cordon

locations, Industrial focal points)

Origin Destination Surveys (OD Surveys)

Road Inventory Surveys

Household and Socio-Economic & Travel Surveys

Speed and Delay Surveys

Public Transport (PT) & IPT Commuter surveys

Pedestrian surveys

Parking Surveys

Rail Crossing Surveys

In addition, significant data from secondary sources pertaining to demographic, Socio-

economic characteristics, public transport system etc., was also collected as part of data collection

activity.

PLANNING OF SURVEYS

The Surveys were carried out on major roads like National Highways, the State highways, the

arterials etc., within study area which includes some major villages and municipal councils as stated

earlier. The foremost requirement for road network surveys to be initiated was of a map or maps of

the study area in which the existing road network would be represented in sufficient detail. The maps

of Corporation area were collected from Municipal Corporation and those of Local Planning Area were

collected from the Town and Country Planning Department of the city, which has given a fair idea

about the distribution of the population, existing road network and the spatial distribution.


16

RECONNAISSANCE

As an initial step of the study, Reconnaissance Survey has been carried out in the month of

November and collected the secondary information like Base maps and Master plan from various

Agencies viz., Municipal Corporation, District Town Planning Office, Traffic Police etc. Study team had

extensive discussions with officials of various line departments regarding the study to understand the

city traffic and study area. The team visited various parts of the Patiala City and along the major road

radiating from Patiala town leading to different major settlements; major roads like Bhadson road,

Nabha road etc., The team also visited major focal points of the industries, rail crossings, Bus

Terminals and the Railway Stations.

SECONDARY DATA

While field traffic surveys provide information on the existing traffic characteristics, secondary

data provides details on the existing landuse, demographic and other features related to the study

area.

Secondary data have been collected to describe:

Characteristics of existing demand of travel

Accident details on the road network

Existing supply of transport infrastructure including fleet size of mass transport system,

operation, cost, performance, regulation and utilization

Demographic and socio -economic characteristics

Present and proposed land use patterns

Planned transport investments, policy changes and other government actions

Funding sources and expected funds available for transport improvements

While development planning related (land use, demographic, socio -economic) and transport

policy related information is largely available from secondary sources, a number of primary surveys

have been undertaken to obtain information on network, system and travel pattern.

IDENTIFICATION OF CORDON AND SCREEN LINES

An imaginary line circumscribing the boundary of the study area is termed as the cordon line.

Similarly, imaginary lines along the physical and natural barriers, having limited road crossing points

within the study area, are termed as screen lines. The screen lines were delineated in order to check

the accuracy of the data collected and for validation of demand forecasting models for north -south

and east-west travel. The cordon points were selected on all the major entries/exits of the city (say

external points) that will catch all the traffic entering/leaving the city. Patiala City is connected with 7

inter-city roads viz., like Sanaur road, Pohewa road, Nabha road, Bhadson road, Sirhind road, Rajpura

road and Sangrur road. In addition, Road Side Interview (RSI) survey of goods and passenger

vehicles was undertaken on sample basis. Classified Traffic Volume Survey for 24 hours has been


17

carried out at all these entry/exit locations. In addition, Road Side Interview (RSI) survey of goods

and passenger vehicles was undertaken on sample basis. The cordon points were as shown in figure

below.

Figure 5-1: Outer Cordon Locations-Patiala

Table 5-1: Details of Outer Cordon Locations

In addition to the 7 outer cordon locations, traffic count was carried out on Screen Line Points

(SLPs)/Inner Cordons (ICs), Mid-Block Locations (MBs) on major corridors and Rail Crossings (LCs) to

understand the traffic movement among different sub-regions of the study area, within major sub-

region etc., The survey locations are presented in following Table 5-2.

Table 5-2: Survey Locations

Sl.No. Cordon/Survey Locations Location ID CTV Count (16 hrs)

Railway Level Crossings

1 Phatak-17 P-LC-1 Y




Sl. No. Cordon/Survey Locations Location ID

CTV Count (24 hrs)

RSI (24 hrs)

1 Sangrur Road OC-1 Y Y

2 Nabha Road OC-2 Y Y

3 Bhadson Road OC-3 Y Y

4 Sirhind Road OC-4 Y Y

5 Rajpura Road OC-5 Y Y

6 Sanaur Road OC-6 Y Y

7 Pohewa Road OC-7 Y Y


18

Sl.No. Cordon/Survey Locations Location ID CTV Count (16 hrs)

Inner Cordon Points

1 Maharani Club P-IC-1 Y

2 SST Chowk P-IC-2 Y

3 Rajpura Chowk P-IC-3 Y

4 Fountain Chowk P-IC-4 Y

5 Thikrilal Chowk P-IC-5 Y

6 Thappar Chowk P-IC-6 Y

7 Jai road Chowk P-IC-7 Y

8 Gurudwara Chowk P-IC-8 Y

9 Sanaur Chowk P-IC-9 Y

10 Sanaur Y Chowk P-IC-10 Y

11 Children mode P-IC-11 Y

12 Sheeranwalagate Chowk P-IC-12 Y

13 Bus Stand Chowk P-IC-13 Y

14 Leelabhawan Flyover P-IC-14 Y

SURVEY METHODOLOGY

Traffic Survey has been carried out during the four normal working days on a typical weekday

i.e. Monday through Friday. Surveys on days of public holiday were not considered. Further, survey

on a rainy day was also avoided. At the cordon interview stations a sample of 30% of vehicles could

be stopped and interviewed. The percentage sampling was reduced to 17% to 18% on congested

major arterial roads like National highways in order to avoid the traffic congestion and inconvenience

to road users.

SURVEY TEAM & TRAINING

Each survey team consisting of nearly 12-16 numbers of enumerators for RSI survey and 4-6

numbers of enumerators for traffic volume count was selected. Enumerators were trained on methods

of filling the survey formats, methods of interviewing the road user. Enumerators were given the

description of the project and the Study area, survey stations/traffic characteristics etc. The selection

of enumerators was made in week advance of the commencement of the traffic surveys, As RSI

survey involves the stopping of vehicles and interviewing them, police help is indispensable. The

assistance of two traffic police constables at each RSI survey stations was sought during entire period

of survey (in two shifts of 12 hours) at each station. In total, four traffic police personnel were used

for each location for 24 Hours. These personnel were allocated mostly from the local police station in

the vicinity of the survey location.

SURVEY EXECUTION

With prior finalisation of the schedule, duration of the survey, sample to be collected, and

with trained enumerators, the surveys at all locations have been executed. Trained enumerators were

moved to the sites at least an hour before the actual survey started and allowed to organize

themselves under the guidance of traffic engineers. Adequate precautions were taken to maintain the


19

quality of work during the survey period. Every care was taken to organize the survey in an efficient

manner. Banners indicating that the survey is in progress and requesting the road users to cooperate

were displayed on the approaches of the survey locations. This assisted the road users to decelerate

their vehicles and thereby ensuring the safety of the enumerators.

In addition to the Classified Traffic Volume counts at all the locations (mentioned in Table 4)

and the RSI at Outer Cordons, Some other Surveys like Road Inventory Survey, Speed and Delay

Survey, Parking Surveys, Commuter Surveys, Occupancy Surveys, Delays at Level Crossings,

Household Travel Surveys were also carried out. The description of the same is as below.

ROAD INVENTORY SURVEY

The objective of this survey was to assess the physical characteristics and condition of roads

within the study area, identify physical constraints and bottlenecks, assess potential capacity and to

identify the extent for its future development/improvement. All the major roads of Patiala were

surveyed by travelling along the road by visual evaluation, inspection and physical measurement.

OD-SURVEY

The main objective of Origin Destination (O–D) survey was to obtain information on travel

pattern of passenger and goods vehicles at the cordon line along with the trip desire in terms of

destined to/originated from and through trips to the study area. As mentioned in the Table the OD

survey was conducted at seven locations along the Outer Cordon line. The Survey was conducted by

Road Side Interview method for 24 hours on a random sample basis.

HOUSEHOLD TRAVEL SURVEY

The Objective of the Home Interview Survey (HIS) was to assess the household

characteristics, Socio-economic and trip characteristics of residents in Patiala. The Survey was carried

out on a sample basis that accounts to 7672 households, representing 5% of households within the

study area. The sample households were selected based on stratified random sampling technique out

of the ward wise Electoral Lists. The number of households within each zone was based on the

respective residential population in each zone. The main steps involved in conduction of the Surveys

were:

Design of Questionnaire

Selection and Training of Enumerators

Conduction of Pilot Surveys and Main Surveys

Data Coding, Punching, Checking and Data Analysis.

The questionnaire presented in inception report has been used for data collection. The

questionnaire was divided into three main modules, viz. household information, personal level


20

information and trip information. The questionnaire was designed to incorporate cross-checks on

some of the most important responses for which it may be difficult to obtain reliable information like

household/ personal income etc., Details were collected for trips performed by the respondent and

the family members on the previous working day. The trip details were broken down into individual

stages to study the characteristics of linked trips. As mentioned earlier, the enumerators were trained

for the collection of the Household data. The household samples were collected in all the 50 wards of

the Patiala City, and also from the adjacent villages covering Patiala Local Planning Area.

SPEED & DELAY SURVEY

The objective of this survey was to assess the speed and delay characteristics along the

existing road network and to identify bottleneck locations and their probable causes, to identify

significant road conditions influencing the observed travel times. Speed & Delay survey along the

identified road network was carried out by 'Moving Car Observer Method' by traversing along the road

sections, in the peak and off peak hours. Information regarding number of vehicles overtaking the

test car, overtaken by test car, number of vehicles in opposite direction to the test car, journey and

running time along with cause and quantum of delay were recorded. Following outputs are derived

from the surveys:

Journey speeds along the corridors

Running speeds along links between intersections

Nature and extent of delay at intersections and mid blocks

The speed data is being used to develop zone-to-zone travel time matrices for use in trip

distribution and traffic assignment stages of demand modeling. The Speed and Delay Survey was

carried out on all the major roads of Patiala viz., Rajpura road, Sangrur road, Phowera road, Nabha

road etc.,

PARKING SURVEY

The main objective was to appreciate the parking demand and supply characteristics, identify

issues and constraints & suggest appropriate policies for meeting the horizon year parking demand.

The survey was conducted in order to assess the level of usage of on-street and off-street parking

facilities at pre-selected locations like Central Business District (CBD), and other commercial locations.

The locations of the parking surveys were presented in Table 6.

Table 5-3: List of Locations/Stretches for parking studies

Sl.No. Location/road Section Location ID Duration

ON STREET PARKING

1 Transport Nagar P-ONP-1 12 hr

2 Adalat Bazar P-ONP-2 12 hr

3 Dharampura Bazar P-ONP-3 12 hr

4 Quilla Chowk P-ONP-4 12 hr


21

Sl.No. Location/road Section Location ID Duration

5 Bus Stand P-ONP-5 12 hr

6 Gopal’s Restaurant P-ONP-6 12 hr

OFF STREET PARKING

1 Adalat Bazar P-OFP-1 12 hr

2 Choti Bharadhari P-OFP-2 12 hr

Figure 5-2: Parking Survey in progress.

PUBLIC TRANSPORT (PT) USER SURVEYS

With the objective to appreciate the Public Transport user characteristics like Origin,

Destination, mode, purpose, trip length and travel cost, the Survey was carried out at Patiala Bus

Terminal, Railway Station and also in the City Bus Services.

In addition to the PT, Some sample of IPT users were also collected in the working hours of

the day. The data of the PT and IPT user surveys were collected for duration of 12 hrs.

PEDESTRIAN SURVEY

The main objective of the Pedestrian survey is to assess the need of Pedestrian facilities like

footpaths, Foot over Bridges (FOBs), Skywalks and Pedestrian Only streets. The survey has been

carried out in the Public transport terminals, Central Business District (CBD) area and some other

major roads where there are major commercial activities. The survey has been carried out for the

duration of 12 hrs

Bus Stand

Railway Station

Lahori gate

Sheran wala Gate

5.2. DEVELOPMENT OF BASE YEAR TRANSPORT MODEL

The main purpose of the Urban Travel Demand Model is to predict the travel patterns and

modal shares under different land-use and transport scenarios. Travel Demand Models can be used

for testing different scenarios without actually implementing projects. For example, one can see the


22

impact of adding a mass transport use like a Monorail or BRT etc. Similarly impact on transportation

network due to changes in the land use patterns can be analysed. The broad framework for the

transport modeling for Patiala Study area is given in figure.

Several software programs are available for developing travel demand models. The Patiala

transport Model has been developed using TransCAD 5.0.

MODEL STRUCTURE

The model is based on a conventional 4-stage transport model approach. It includes

Trip Generation – calculating the number of origins and destinations for each zone.

Trip Distribution – attaching the origins and destinations for complete trips.

Mode Choice – determining the mode for each trip (TW, car, auto rickshaw, taxi, Public

transport).

Assignment – assigning passengers to their respective highway and transit networks.

The highway (road) network includes all major roads and some key minor roads. The transit

system was built with the existing public transport system i.e., bus with their routes, frequency and

fare structure.

CALIBRATION

Household interview survey was conducted at 2% sample size of each zone and about 8110

samples were collected in the study area. Through the sample collected along with RSI, mode wise

matrices were developed for two wheeler, car, auto rickshaw, taxi and public transport (bus). These

base year trip matrices are checked for their accuracy by assigning distributes trips by mode on the

road network. The assigned traffic across the screen lines are compared with the observed traffic.

Once the model is calibrated, it can be used to predict the future travel patterns under different land

use transport scenarios.

The model is responsive to:

Street congestion, travel costs, availability of competing transport modes including other

Public Transport systems and the growth of the city.

Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc. and

perceived user costs such as value of travel time, cost of waiting time for transit etc., The economic development of the region. A comprehensive data on economic

development in the form of land-use and transport development proposals was collected.

The model focuses on morning journey to work peak period conditions. Peak period models

provide much more accurate indications of directional travel patterns during design conditions than

do daily models. However, the daily traffic forecasts can be estimated using peak today expansion

factor which is obtained from the traffic survey. From the surveys it was observed that the morning

peak hour is during 09:45 AM to 10:45 AM. So the model was built for this duration.


23

Figure 5-3: Patiala Zonal Map

PLANNING PERIOD

Year 2011 is taken as the base year. Demand forecasting on the network and on any

proposed mass transit system is required over a 20-25 year period. In order to analyze the travel

demand in the study area and estimate the likely traffic patronage on any proposed system, all

relevant data have been collated for the base year 2011 and the horizon year 2031.

MODES

The modes that are modeled in the study include two wheeler, car, auto rickshaw, taxi and

public transport (bus). Commercial vehicles and NMT (cycle) were considered as a preload.

The following section detail out the Travel Demand Model developed for the project.

STUDY AREA ZONING

The zoning system adopted should also be in coherence with those adopted by the local

planning bodies and those by the past traffic studies conducted in the region. The zone system of

study area (Patiala) comprised of 50 internal zones and 11 external zones outside, making a total of

61 zones. These zones for Patiala study area are

shown in following Figure and Table.

Table 5-4: Zone of study area

Sl.No Sub area Total No of Zones

1. MCB 57

2. Other Villages 6

3. External Zones 4

Total 67

NETWORK DEVELOPMENT

Transport network developed for the model comprises of

two components

Highway Network for vehicles

Transit Network for public transport system i.e. bus.

Each of the networks is described in detail as below.

Table 5-5: Patiala Road

Network Details

Road length 200 km

Nodes 417 nos.

Centroids 67

links 1502 nos.


24

HIGHWAY NETWORK

The coded highway network for the study area

represents the nodes (intersections) and links between

them. Connectivity between the network and zones is

provided through centroid connectors. Based on the

network inventory, each link has been assigned attributes

such as: number of lanes; divided or undivided

carriageway; encroachments; availability of footpaths etc.

Identified road network for the study area is given in

Figure 5-4.

TRANSIT NETWORK

The transit network represents the connectivity,

headways, speeds and accessibility of transit services.

Patiala’s public transport system is included in the model’s

transit network. The transit routes are specified as those

using the transport links and having stops/stations at

determined locations. The access to the stops/stations from

zone centroids and other nodes is provided either by

existing highway links or by defining exclusive walk links.

The base demand model does not have any Public

Transport systems. Primarily the buses are plying on major roads.

TRIP GENERATION

The trip generation process estimates the productions and attractions for each trip purpose.

Patiala transport Model has three trip purposes and are shown in the Table No

Table 5-6: Trip Purposes Used in the Patiala Transport Model

Sl.No Purpose Description

1 Home Based Work (HBW) Work and work-related business

2 Home Based Education (HBE) Educational Related

3 Home Based Others (HBO) Religious, medical/dental, personal, business, school,

take someone or pick up someone, and other

Various Planning parameters like Population,

Employment, Student population, average income,

area of different land uses that attracts the trips. The

trip generation equations developed for the Patiala

Transport model is as shown below. The trip

generation process used for the development of trip

generation table is also shown in Figure 5.7.

Figure 5-4: Patiala coded

highway network

Figure 5-5: Patiala Transit

Network

Figure 5-6: Trip Generation Process


25

Table 5-7: Trip Productions and Attraction Equations for the Patiala Transport Model

HBW +158.805+(-12.86) Car+7.5 (2W)-5.40(bicycle)+0.17(POP) – 0.020(INC)

R2 = 0.78 ; F=40.20; T= 1.89;

HBE 0.3557(POP_STU)

R2 = 0.57 ; F=12.49 ; T= 3.53

HBO 309.398 - 0.078 (POP) +0.294 (EMP)

R2 = 0.58 ; F=5.62 ; T= 3.67

HBW 19.65(AREA_GOVT)+91.43 (Area of Shopping)

R2 = 0.55 ; F=4.89; T=2.21

HBE 8.84(Area_Edu)

R2 = 0.64; F= 8.59

HBO 33.49(Area_hosp)+0.59(Area_Ind)+29.306(Area_Shop)

R2 = 0.73 ; F=2.72 ; T=2.93

POP = population of TAZ (Traffic Analysis Zone)

INC = average income of household in TAZ

EMP = employment in TAZ

POP_STU = student population in TAZ

AREA_GOVT = area of government land in TAZ

AREA_SHOP = area of shops in TAZ

AREA_EDU = area of educational institutions in TAZ

NETWORK SKIMMING

Network skimming is a process of

identifying the route or travel path on the

transportation network that has the lowest

“cost” for the traveller. The “cost” can be the

travel time, distance or some monetary value.

In the Patiala Model the cost used is travel

time. This minimum path value is stored in a

matrix called the impedance matrix. This minimum path value results from the “skim tree” that is

developed. The skim tree is a table that shows all the possible combinations of links or paths that

could be used to go from one zone to another. The above Figure 5.8 shows the network skimming

process used for the Patiala model. The roadway network (.NET) file created in the “Network

Creation” process serves as one of the inputs in this process. The model uses the highway network

and performs highway skims from centroid node to centroid node. The travel time is “minimized” and

travel distance is skimmed. After the minimum travel time matrix is calculated, intrazonal travel times

are calculated and added.

Figure 5-7: Network skimming process


26

TRIP DISTRIBUTION

The purpose of trip distribution is to produce a

trip table of the estimated number of trips from each

TAZ to every other TAZ within the study area. Trip

distribution for this study was estimated using the

TransCAD Gravity Model program. The Gravity Model

assumes that the number of trips between two zones

is 1) directly proportional to the trips produced and

attracted to both zones, and 2) inversely proportional

to the travel time between the zones.

The Gravity Model formulation states that the number of trips between each zone is equal to:

n

j

AjFijKij

AjFijKijPiTij

1

)(

Figure shows the trip distribution process used for Patiala transport model. The trip

generation table and shortest path travel time matrix files created in previous steps serve as inputs in

this process.

PRODUCTIONS AND ATTRACTIONS

The forecasts of the number of trips produced and attracted by each zone provide the values

to which the rows and columns of the production-attraction matrix are balanced. The productions and

attractions must be either stored in a zone layer or in a table that is joined to a zone layer. These

values are the output of trip generation.

IMPEDANCES

Many different measures of impedance may be used to represent the functions of disutility of

travel between zones. Frequently-used measures of impedance are travel time, travel distance, or

cost. Impedances may be a combination of these measures and/or a combination of the impedance

of different modes.

GENERATING A FRICTION FACTOR MATRIX

Once you have an impedance matrix, you can generate the friction factor matrix. A friction

factor matrix contains the friction factor for travel between each pair of zones. Friction factor matrices

are created from an impedance matrix and either an impedance function or a friction factor lookup

table.

Figure 5-8: Trip Distribution process

Where Tij = Number of Trips from Zone i to zone j

Pi = Number of Trips productions in zone i

Aj = Number of Trip attractions in zone j

Fij = Friction factor represents the spatial separation between zones i & j

Kij = Optional adjustment factor (fudge factor)


27

Popular choices of the impedance function are the exponential and inverse power functions

typically used in entropy models. The equations are as follows:

Exponential Function f (dij) = e –c (dij) c>0

Gravity (Inverse Power) Function f (dij) = dij –b b>0

Tanner’s /Gamma (Combined function) f (dij) = a. dij –b . e –c (dij) a >0, c >=0

The aim is to select an impedance function and its corresponding parameters such that the

gravity model reproduces the trip length distribution (TLD) of the study area. There are several ways

to obtain these parameters. The preferred method is to calibrate the chosen impedance function to

match the travel patterns of the study area, or to use parameters that have previously been

calibrated for the study area.

Table 5-8: Coefficients in the Exponential function to estimate friction factors

Sl.No Purpose Inverse power Co-efficient

1 Home Based Work (HBW) 0.0407

2 Home Based Education (HBE) 0.3115

3 Home Based Others (HBO) 0.2168

K FACTORS MATRIX

Sometimes there are special situations where the travel patterns are different from those

predicted by the gravity model. These special patterns can be replicated using K factors matrix.

However, it is recommended to limit the use of these factors since the same flow patterns might not

continue in the future years. For the Patiala Transport model the K factors matrix is not used.

However, it is provided as an option in the model interface for future use, if needed.

TRIP LENGTH DISTRIBUTION TABLES

The travel time matrix from highway skimming and PA matrices from the trip distribution

process are used to determine the average trip length and the trip length frequency distribution for

each trip purpose. Figure 5.10 shows the observed and estimated trip length distribution results for

each trip purpose. In the Patiala model, the trip length results are saved to individual matrix files for

each trip purpose. TransCAD charting tools can be used to graphically display the trip length

distribution results.


28

0%

10%

20%

30%

40%

0 5 10 15 20

PER

CEN

TAG

E

TIME (MINUTES)

TLFD CURVE (ESTIMATED &

OBSERVED)

HBW ESTIMATEDHBW OBSERVED

0%

10%

20%

30%

0 5 10 15 20

PER

CEN

TAG

E

TIME (MINUTES)


OBSERVED)

HBE ESTIMATEDHBE OBSERVED

0%

5%

10%

15%

20%

25%

30%

0 5 10 15

PER

CEN

TAG

E

TIME (MINUTES)


OBSERVED)

HBO ESTIMATEDHBO OBSERVED

0%

5%

10%

15%

20%

25%

30%

0 5 10 15 20

PER

CEN

TAG

E

TIME (MINUTES)

TLFD CURVE (OBSERVED)

HBW OBSERVEDHBE OBSERVEDHBO OBSERVED

0%

5%

10%

15%

20%

25%

30%

35%

0 2 4 6 8 10 12 14 16

PER

CEN

TAG

E

TIME (MINUTES)

TLFD CURVE (ESTIMATED)

HBW ESTIMATED

HBE ESTIMATED

HBO ESTIMATED

Figure 5-9: Trip Length Frequency Distributions

MODE SPLIT

The household travel survey carried out in 2010 shows low modal split in favour of public

transport. Modal split in favour of public transport for the city of size of Patiala should be in the range


29

of 40% – 60% of total motorized trips. The lower modal split in favour of public transport system

shows the deficiency in public transport system in terms of quantity and quality. A good mass

transport system is expected to increase a higher modal split in favour of public transport. It has been

assumed that modal split in favour of Mass Transport will increase to 45% by the year 2031.

5.3. ANALYSIS OF TRAFFIC CHARACTERISTICS -BASE YEAR TRAVEL PATTERN

DEVELOPMENT OF MATRICES

Household and roadside passenger interview data were used to develop the mode-wise trip

matrices. The external trips for the car, two wheeler, auto and commercial vehicles were developed

based on the O-D survey conducted at the outer cordon.

ROAD SIDE INTERVIEW

The road side interview on a sample basis along with classified traffic volume count was

conducted at outer cordon to capture the travel pattern across the cordons. Survey has been done for

duration of 24 hours at all outer cordon locations on a typical week day. Interview targeted all modes

(except public transit) that are to be modelled to extract the travel pattern across these cordons. The

mode wise matrices developed from the road side interview at cordon locations were merged using a

computer programme (developed in-house) to eliminate duplicate trips. Any illegal trips due to error

in data capture or at data entry level were removed and matrices were extracted.

The following steps including few major checks were carried out through the programme

Checking of any data entry error and zone coding error

Comparison of inner cordon and outer cordon matrices

Adjustments for common trips

Expansion of matrices with the classified volume count

Merging of RSI matrices

HOUSEHOLD INTERVIEW

Household interviews were conducted for a sample size of 8110 households in the study area.

The trip data has been coded to the zoning system. Mode wise matrices were developed. The

matrices were controlled at the cordons.

MATRIX MERGING

RSI matrices as well as the HHI matrices were merged to obtain the observed mode wise

matrices for validation. The results of the travel demand estimation for base year and trip rate

analysis is summarized in the Table.


30

Table 5-9: Summary of the Estimated Base Year Travel Demand (mode-wise)

Sl.No Mode Internal External

Total (pcus) I-I I-E E-I E-E

1 Two Wheeler 29897 382 12772 167 43217

2 Car 1663 21 710 9 2403

3 IPT 4661 59 1991 26 6737

4 Public Transport 636 8 272 4 920

Total 29897 382 12772 167 53277

Table 5-10: Summary of the Estimated Base Year Travel Demand (Trip Purpose wise)

Sl.No Purpose No of Trips Percentage

1 Home Based Work (HBW) 107139 43.16%

2 Home Based Education (HBE) 63362 25.52%

3 Home Based Others (HBO) 77760 31.32%

Total 248261 100.00%

TRIP ASSIGNMENT

Trip assignment first involves the calculation of the

shortest path from each origin to all destinations (usually

the minimum time path is used). Trips for each O-D pair

are then assigned to the links in the minimum path and the

trips are added up for each link. The assigned trip volume

is then compared to the capacity of the link to see if it is

congested. If a link is congested the travel time is adjusted

to result in a longer travel time on that link. Changes in

travel time means that the shortest path may change. Hence the whole process is repeated several

times (iterated) until there is an equilibrium between travel demand and travel supply. Trips on

congested links will be shifted to uncongested links until this equilibrium, condition occurs. Figure

shows the trip assignment process for the Patiala Transport model. TransCAD User Equilibrium

method is utilized for each assignment with a default number of 20 iterations per assignment. After

each assignment, the output volumes for each link are exported to a new geographic file.

SCREEN LINE ANALYSIS

There are 6 screen lines in the Patiala Transport model. Screen lines are imagery lines drawn

across several sections of various roadways to assess the performance of the model by comparing the

total model assigned volumes and total actual counts for those roadway sections. Figure shows the

location of screen lines used in the Patiala Transport model. Table below shows the results of the

screen line analysis. Individual screen lines volume should have a comparison goal of plus or minus

20%.

Figure 5-10: Traffic Assignment

process


31

Table 5-11: Results of Observed and Assigned flows on Screen Lines

Sl.No Screen Line Inflow (PCUs)

% Out flow (PCUs)

% Assigned Observed Assigned Observed

1 Sangrur Road 1972 2033 -2.98% 956 889 7.59%

2 Nabha Road 1752 1561 12.25% 636 739 -13.88%

3 Bhadson Road 840 875 -4.02% 1200 1160 3.47%

4 Sirhind Road 3233 3184 1.53% 2033 1834 10.84%

5 Rajpura Road 3531 3656 -3.42% 3371 3111 8.36%

6 Sanaur Road 928 997 -6.92% 1613 1736 -7.10%

7 Pohewa Road 5399 5438 -0.72% 3446 3693 -6.70%

The observed highway and public transport matrices were assigned on the network. The

assigned traffic volume has been compared with the observed traffic counts on cordons and screen

lines. The assignment is carried out in two stages with the assignment of Transit trips following the

Highway PCU Assignment. The highway assignment is the assignment of vehicles on roads and this is

carried out also in stages with commercial vehicles, NMT (cycle) and buses taken as pre loads. The

mode wise trip matrices developed from the primary surveys have been converted into PCUs by

applying the equivalent passenger conversion factors. The occupancy and PCUs used for different

modes is presented in Table.

Table 5-12: Passenger to PCU conversion Factors

5.4. ANALYSIS OF VEHICULAR TRAFFIC AND BOTTLENECKS

After calibration and validation, the base travel matrices were once again loaded and the flow

themes were created to analyze the existing situation. As the capacities of the existing roads were

unable to get content with the increasing traffic of Patiala, the level of service of all the roads gets

deteriorated. Almost all the major roads have Volume/Capacity (v/c) ratio exceeded one.

Figure 5-11: Traffic volumes on Major Arterials

Mode PCE Occupancy Factors

Car 1 2.5

Two Wheeler 0.5 1.5

IPT 0.5 3.20

Bus 3.7 22


32

Table 5-13: Traffic Volumes from the Base Model on Arterials

NAME LENGTH TOTAL PCUS MAX_V/C CAR TW IPT

Bhadson rd 10.98 2036 0.66 144 2861 444

Bhupinder road 2.09 4555 1.39 273 5579 857

Mall road 1.59 3462 1.14 72 1454 225

Nabha road 7.89 2792 1.17 151 3145 472

Ghanaur-Patiala road 29.53 2734 0.99 102 1826 284

Sh8 (Sirhind road) 18 8024 2.56 335 6738 1033

Stadium road 1.26 5341 1.65 209 4381 676

The traffic volumes on the major arterials were presented in Table 13. The major roads Like

Bhupinder road, Mall road and Sirhind road are carrying more than 5000 PCUs/hr. The National

Highways like NH64 is carrying more than 7500 PCUs/hr. The traffic near Bus stand is getting choked

with the access of pedestrians amidst of heavy flow in peak hours. This urges the need for the

planned development so that the increased traffic can be taken care. The V/C ratios of all the major

corridors are shown above. The V/C ratios of major roads like Sangrur road, Nabha road, Sirhind

Road, Rajpura road exceeded 1.5 which offers the Level of Service F. The intersection volumes with

the turning movements are presented in the figure below. Major junctions like Children mode,

Dukhniwaran chowk, Fountain Chowk and other junctions need to be treated to cater the growing

traffic.

Table 5-14: Traffic Volumes from the Base Model on Arterials

Sl.No Major Roads/Traffic Generators V/C Ratio

1 Sangrur Road 1.83

2 Nabha Road 1.17

3 Bhadson Road 1.23

4 Sirhind Road 2.56

5 Rajpura Road 1.89

6 Sanaur Road 0.99

7 Pohewa Road 3.11

Figure 5-12: Leela Bhavan (Children mode

Chowk)


33

Figure 5-14: Dukhniwaran Sahib Chowk

Figure 5-13: Bus Stand Chowk


34

Figure 5-16: SST Chowk

Figure 5-15: Fountain chowk


35

4%

17%6%

35%

26%

0%

2%

10%

Distribution of Population by Occupation

Govt.ServicePrivateServiceBusiness

Student

0

5000

10000

15000

20000

0-6 7-16 17-24 25-59 >60

po

pu

lati

on

Age Group

Distribution of Population by Age

5.5. ANALYSIS OF SOCIAL CONSIDERATIONS

HOUSEHOLD AND PERSON CHARACTERISTICS

The Socio-economic characteristics of the people of Patiala city by their spatial distribution

have been analysed to discuss their impact on their travel behavior and pattern. The following

sections present the socio-economic characteristics of the people by Traffic Analysis zones.

HOUSEHOLD SIZE

The average household size at city level is observed to be 4.49. It ranges between 7.38 (TAZ-

13) and 2.74 (TAZ- 56).

AGE GROUP

Patiala is a city of young teens and adult people. Nearly 50% are below 25 years. Presently

8% of people are above 60 years. The average age group can be considered between 25-30 years.

The high share of young and middle age groups indicate the high demand for educational and work

opportunities.

Table 5-15: Population Sample Distribution by Age

OCCUPATION

Students (28%) and House wife (28%)

accounts to the major share of occupation in the

Patiala City. Private Service is next to the

occupations above with 14% followed by

Business with 8%.


36

HOUSE HOLD INCOME

The average monthly household income was observed to be `13029. The range amongst the

zones is wide. TAZ No. 38 (Polo ground, Lower mall)) recorded the maximum average household

income of `25,000 and minimum in TAZ No. 11 (Ghuman Nagar) with `3,477. For assessing

distribution of households by the income groups, the following categorization based on HUDCO

practice, has been adopted:

Table 5-16: Income Categories according to HUDCO

Category Monthly Household

Economically weaker Sections Up to 2500

Low Income Group 2501-5500

Middle Income Group 5501-10000

High Income Group Above 10000

More than 40% of the households recorded as high Income Group followed by the Middle

Income group and low income group with 26 and 27% respectively. The Economically weaker section

is negligible.

HOUSEHOLD INCOME AND EXPENDITURE

The household monthly expenditure is nearly 50% and the expenditure on transport accounts

to 20% in the City level. Precisely, the average monthly income, expenditure and expenditure on

transport of the household is `3,029, `4410, `790 respectively at city level. But in most of the TAZs

which belongs to High Income Group and Middle Income group the expenditure ranges between 60%

- 70% and expenditure on transport is between 15-25%.

5.6. IDENTIFICATION OF ISSUES

To assess the existing mobility issues, a large scale data collection effort that included several

traffic and socio-economic surveys were undertaken. Formats of the surveys are shown in Annexure

1. The transportation related issues in Patiala that must be addressed for its impact on the transport

system include:

Road Infrastructure

Personalized transport

Public transport

Traffic

Parking

Safety etc.


37

5.7. COMPREHENSIVE ANALYSIS OF URBAN TRANSPORT ENVIRONMENT

ROAD INFRASTRUCTURE

The Study area has a total road network of around 200 Km (excluding local network). The major

roads and National Highways constitutes up to 73 km. Approximately 60% of the roads are two

lane roads and 20% of the roads are 4 lane. Though the surveyed 4 lane roads are 20%, parking

and encroachments on carriage way has led to underutilization of the road capacity.

Due to the spatial disparity in growth, traffic movement is from periphery to the core city. The

radial roads especially in the periphery are inadequate, with the absence of more circumferential

roads connecting radial roadway system.

The roads in and around old city are congested due to unauthorized/designated parking stretch

at irregular intervals, hawkers encroachments and traffic indiscipline.

Sufficient road space is now available inside the core city areas like Dharampura Bazar,

Anardhana Chowk, Arna Barna Chowk, Dwakoli bazar, Arya Samaj chowk, but if there is a lack of

planning for decentralization of core area, there is a chance for creation of haphazardness in near

future. The Cloth market areas and mall road markets will expand with time.

PERSONALIZED TRANSPORT

The average annual growth rate of vehicles in Patiala is about 7.5% substantially higher than

the population growth rate. Increase in the number of registered vehicles on the limited road space

has led to overcrowding and congestion on roads.

PUBLIC TRANSPORT

Private bus operators dominate and there is no Government Transport System. More over the

private operators of inter city traffic compete with Government Systems.

Due to inefficient rationalization of routes, public transit routes are unregulated, with too many

buses in one route causing confusion and congestion.

The lack of dedicated bus system also tends the commuters to prefer the personalized mode of

transport.

TRAFFIC

Traffic volume is very high in the vicinity of old city. Volume-Capacity ratio is found to be

more than 1 during the peak periods.

Many junctions are congested during peak hours.


38

Some junctions are not up to geometric design standards. Low sight distance and turning

radius prevails at many junctions.

Bus stops and access to minor roads are located closely at many junctions.

Intermediate transport modes like auto-rickshaws, cycle rickshaws and camel carts are

prevalent in the core city area.

The average speed in the commercial areas of the city is 15 kmph during peak hour.

PARKING

Absence of off-street parking facilities result in haphazard parking along the roads,

leading to congestion on roads in the core city area.

About 70% of the vehicles are parked for duration of 30 min or less.

Highest parking demand is recorded in and around the old city area.

SAFETY

Incidentally, the highest death rate in road accidents has been recorded in Patiala district

where 331 persons died in 551 accidents in 2007 and 306 persons lost their lives in 638 road

accidents in 2008. Ludhiana district followed closely with 283 deaths in 512 road accidents in 2007

and 312 deaths in 483 road accidents in 2008. In the year 2009 in January alone 32 persons had died

in Patiala district in 49 road accidents-both figures again highest in the state

OTHER ISSUES

Lack of enforcement of traffic rules, especially inside the old city.

Lack of traffic awareness among the citizens.

Need for adequate truck terminals

NON-MOTORIZED FACILITIES

The share of non-motorized trips is 40%. Of which about 35% are walk trips. There is

significant usage of cycle rickshaws and bicycles in the city especially near core area.

Lack of organized NMT facilities like pedestrian crossings, cycle rickshaw stands, bicycle

lanes etc.

Footpaths are encroached by hawkers

The detailed analysis of the present traffic characteristics of the study area is presented in

Annexure 2.

The present situation in Patiala will continue to worsen if nothing is done. Do-Nothing

forecasts show lower network speed of 20 kmph in 2030.


39

Table 5-17: Future traffic scenario in Patiala with do nothing alternative

Average journey Speed 18 kmph (core areas) ; 30 kmph (total network)

Fatality index (Fatalities/ Lakh of population) 24

Walkability Index (Footpath length/road Length) 70%

Public Transit share -Nil-

Non-motorized share 35%


40

PART II: DEVELOPMENT OF URBAN LANDUSE AND

TRANSPORT STRATEGY

6. DEVELOPMENT OF VISION AND GOALS

6.1. THE VISION

The Mobility Plan seeks to “move people, not vehicles”. By emphasizing the pre-eminence of

public transport and non-motorized transport and integrating the land use with transport networks, it

seeks to achieve the objective of National Urban Transport Policy (NUTP) in Patiala. The vision for

transport in Patiala ensures that the city will have high class sustainable and efficient transport

system that will trigger the city to become economically vibrant, environmentally sustainable.

6.2. URBAN TRANSPORT DEVELOPMENT STRATEGIES

The rapid pace of urbanization that Patiala has witnessed will continue in future and as a

consequence it is imperative that the transport system must support the Patiala city and regional

development. The existing infrastructures and facilities of transport in the town will be inadequate to

adequately meet the demands of the future growth by the horizon year. Integration of transport

facilities with the economic activity areas must be a priority. Inspite of having and relying on non-

motorized modes of transport, non-motorized facilities are deplorable and needs to be improved and

integrated with the public transport system. The increased vehicular traffic has deteriorated the

quality of environment of Patiala.

In order to address the existing and envisaged mobility situation in 2030 and to fulfill the

vision stated above, the following objectives need to be achieved.

Integration of land use and transport connectivity

Improved accessibility

Improved pedestrian facilities

Introduce parking facilities

Improved safety of travel

Reduction un traffic congestion

Reduction in Pollution

The mobility goals for Patiala are addressed through a multi-pronged approach. Solutions for

complex transport improvements cannot be achieved by a single strategy. The strategies set for

Patiala are Land Use and Transport Strategy, Development of Mobility Corridors, Public Transit


41

Improvement Strategy, Non-Motorized Transport Strategy, Parking management Strategy, Freight

management Strategy and Traffic Management Strategy.

6.3. GOALS SETTING

A set of planning level performance indicators have been developed as goals to be achieved

for the city. The goals have been defined based on the vision and the objectives. The goals were set

in consultation with Patiala Municipal Corporation and the Stakeholders. The mobility strategies

(addressed in the subsequent chapter) developed will aim at attaining these goals.

The goals set for Patiala transport system are illustrated here

Table 6-1: Transport system goals for Patiala

Index Formulation Present Goal Exclusive PT Mode Share (Motorized)

Public Transport Trips / Total Trips (Motorized) 0% 45%

Walkability Footpath Length / Road Length 70% 100% Fatality No. of Fatalities / Lakh of Population 24 1 NMT % of NMT trips in total trips 35% 45%


42

7. FUTURE URBAN GROWTH SCENARIOS

7.1. URBAN GROWTH SCENARIOS IN MASTER PLAN

The existing land use distribution determines the nature of development of a settlement and

its economic status is also reflected through the type of its physical development. The study of

existing land use distribution helps in fixing the priorities and for evolving a strategy for the future

development of the area. The existing land use scenario guides a planner to allocate land for different

land uses viz., residential, industrial, commercial, public / semi public etc rationally and optimally so

as to achieve the high level of efficiency of land which is limited.

PRESENT LANDUSE AND MASTER PLAN OBJECTIVE

The beauty of Patiala City is its radial spread

of topology with minimal constraints and opened on

all sides for the development. While most of the

economic activities are located in and around old city

area, the residential colonies have grown mostly in

the southern parts particularly in the south western,

south eastern and north eastern areas. The Central

business district lies in the centre. This imbalance in

the location of the jobs and residence over space

coupled with inadequacy of the Public Transport

system generates huge volume of intermediate and personalized traffic especially on arterial roads.

This is also reflected in the traffic volumes on the main roads with growth rates of volumes ranging

between 6 to 8% per annum.

In recent years, the city was mostly developed in the southern region viz., model town

because of variety of reasons like away from the city centre, availability of arterial network etc.

Considering all these developments the physical development can be categorized in to two parts (i)

Old City area (ii) Outside City area. The old city area is continuously developed area having densely

populated residential and commercial land uses with no scope for physical expansion. This has

pressurized development in the north eastern, south eastern sides. The area on the eastern side from

Railway Lines is more developed relatively to the other half.

The Master Plan 2031 strategy aims:

Figure 7-1: Development proposals of

Master Plan


43

The long term vision and the mission

statements would require spatial land use planning,

infrastructure planning, financing and

implementation, effective management and

operation of infrastructure services, and regulating

and enforcing plan proposals. The objective of the

Master Plan is to create enabling spatial and Land

Use Planning framework to achieve the Vision of

LPA Patiala. More specifically following are the

objectives.

To make Patiala city as the most vibrant economic centre to promote the balanced regional

growth.

To make land allocation in an environmentally benign fashion.

To minimize haphazard, unplanned and sub-standard growth and development of the city

and to achieve planned growth to create healthy environment.

To effectively manage the traffic and transportation within the city through the mechanism of

rationalizing the landuse pattern defined in the Master Plan.

To make land available for public purposes.

To minimize travel within the city by creating self contained and self sufficient communities

Adequate parking spaces to be created in the city as an integral part of commercial,

industrial and institutional planning and development process.

To strengthen the basic infrastructure favorable for Petro Chemical and Petroleum Industries.

To rationalize the distribution of physical and social infrastructure in order to ensure

appropriate quality of life to all the residents of the city.

To identify man-made and natural heritage and to make heritage conservation as integral

part of the city planning and development process.

The Proposed future developments of Residential and Industrial are shown in figure.

The Patiala Urban area is the major economic core but at the same time, it is crucial to actually

realize the contribution of the Region towards the economy. No single alternative can be adopted for

L.P.A Patiala, keeping in view the trend of development and urban sprawl all around the municipal

limits of Patiala. Hence a combination of all the three alternatives need to be applied for better

planning and development of the area i.e twin centres, one centre along Patiala - Sirhind road and

another along Patiala – Rajpura road with development along Patiala – Nabha road and Patiala –

Bhadson road has been proposed, including optimum utilization of strategically located govt. lands.

Similarly development between Sangrur road and Nabha road, Nabha.

Population of the study area is expected to increase from 6.59 lakhs in 2010 to 9.80 lakhs in

2031. Considering proposed land use, transport sector requirements up to 2031 are assessed using

Figure 7-2: Proposed land use plan


44

travel demand model using the TransCAD software. The transport sector recommendations contained

in the various state and local governments have been examined before making the assessments.

There are 4 models of urban development which generally observed in various cities. The

details of same are discussed below.

Model 1 - Concentric Growth: This is type of urban growth is

prevalent in most of the Indian cities with Central Business District

(CBD) and concentric growth all round with lower densities as the

distance from center increases. This growth model is generally observed

in cities due to lack of land use planning processes.

Model 2 – Ring Towns: This is type of development is

proposed for cities with concentrated development to prevent any

further growth. Development of Satellite towns on the radial roads

away from the city would act as counter magnet growth centers that

will restrict the growth of original city. This concept is implemented in

National Capital Region of Delhi NCR towns all round Delhi have been

identified to act as counter magnet to Delhi.

Model 2 - Corridor Development: This type of development is also

known as linear development, prevalent in Indian cities due to

uncontrolled development. This type of development is takes place on

either side of the road all along radial roads outside the city limits.

This type of development is generally observed in new townships

planned in the outskirts of cities. Corridor development is allowed in

such areas before imposing development controls in order to allow

densification of the new townships.

Model 4 – Corridor Node Development: This is a

combination of above two models namely Mode 2 and Model 3 (Ring

town/ Satellite Town & corridor / linear development. In this model

the development along the radial roads is allowed in addition to

satellite / ring towns. This model would allow the faster development

/ densification of the study area.

For the purpose of transport demand analysis, two scenarios have been analyzed as follows:


45

SCENARIO 1

This scenario considers a ‘do nothing’ situation wherein no Improvement in the existing

system is proposed. The purpose of the scenario is to identify the magnitude of the problem and the

extent of meeting the vision if no measures are taken to overhaul the transport system in the city.

SCENARIO 2

In addition to the proposals that are on the anvil, scenario 2 considers the implementation of

certain mobility strategy plans as detailed later in this section. These strategies would enable to

evaluate the development and compliment the scenario that has been developed.


46

8. FUTURE TRANSPORT NETWORK SCENARIOS

8.1. ROAD NETWORK SCENARIOS

RING ROAD

The city grew around the core area and

consequently several roads that form the radials

became prominent. The future land use growth

will continue in the existing Patiala Local Planning

area, along with new growth centres being

developed in the periphery of PDA. Due to this a

ring road (58 km) is proposed around the Patiala

City to increase the mobility of the city and divert

the through traffic without adding the congestion

to the city road network.

The integrated land use transport

strategy will focus on:

i. Accessibility within Patiala LPA of Patiala

ii. Connectivity to the new growth areas

iii. Development of areas near arterials

Consequently, the framework for the urban transport network strategy has been evolved in the

following manner.

Radial network complemented by semi circumferential roadway system, wherever

possible, thereby leading to decentralization of trips through the old city area, by

identification of new access points into the city and connecting it to the activity areas of the PDA.

This will lead to identification of missing links in order to complete the above radial with

semi orbital roadway system.

The density pattern of the proposed development of preferred landuse with in 1 km

radius is as shown in the figure. This represents the proposed Outer Ring Road of Patiala

and the improvement of the same leads to the development of Land Use Transport which can be responsible for reduction of traffic chaos for the massive growth of traffic in

future.

The Road Network Scenario in one short can be explained as shown in the figure. Considering

the major corridors as indicated earlier, during the horizon years 2021, the inner ring can be

constructed with the planned radials with a right of way 60-80 m. By the completion of 2031, full ring

can be constructed, thus completing the Outer ring road for Patiala.

Figure 8-1: Proposed Ring Road alignment


47

Figure 8-2: Patiala Road Network

Figure 8-3: Patiala Raod Network with Inner ring and Radials (2021)

Figure 8-4: Patiala Raod Network with Outer ring and Radials (2031)

8.2. PUBLIC TRANSPORT DEVELOPMENT SPLIT SCENARIOS

One of the goals identified as part of the vision is to increase the public transport trips (road

and rail) to 40-45% from current levels.

For this purposes various technology alternatives in public transport are being considered.

The alternate scenarios considered are:

• Bus Fleet Augmentation

• Bus Rapid Transit System (BRTS)

• High Capacity Rail Based Systems (Monorail)


48

BUS AUGMENTATION

Patiala city doesn’t have any Public transportation system. Considering the size of the city,

most of the inter-city trips would be catered by Non-motorized vehicles and Auto rickshaws. The

inter-city bus services (the sub-urban services to mofussil towns round Patiala) coming to the bus

stand also serves as a part of intra-city travel demand from the periphery of the city centre. The

absence of proper city bus services in Patiala is being felt lately by the local population as modern

economic activities have grown significantly in the city over last one decade or so. An organized and

well structured CBS is expected to enhance the mobility levels of city population specially children,

women and senior citizens. Due to complete lack of a good transport facility, this group of city

dwellers is facing severe constraint in travel.

Bus Augmentation can be done only if there is any existing transportation system by the

Government Authorities. As there is no PT system in place, this would be the right time to develop

Bus Corridors in conjunction with the commercial and residential development.

HIGHER ORDER MASS TRANSIT SYSTEM STRATEGY

As ridership levels increases, a high capacity public transport system is warranted for the

future. The various mass transit options that are available with its salient features are presented in

the following table. With the anticipated population of almost 10 lakhs in 2031, it is expected that the

Peak Passenger per Hour per Direction (PPHPD) in the transit network, along some of the corridors

would have more person trips in future. Bus augmentation will not be able to cater to the increased

public transit load and alternatives mass transit system such as BRTS, Mono-Rail, and LRT etc

become necessary. Based on the ridership levels on various corridors, appropriate PT systems are

suggested for Patiala and presented in the following Table and Figure. Results from the transport

model indicates that the high capacity High Dense Bus Corridor, BRTS and Monorail network would

increase the public transport modal shares to 45%.


49

Table 8-1: Mass Transit Options

Transit Mode Metro Monorail AGT LRT BRT

Station Spacing (Approx)

1-2 km 1 km 1.5 km 0.5 km

Vehicles High platform cars

operating in multiple car trains sets.

High platform cars operating

in multiple car trains sets, electric propulsion

Articulated, double articulated

low floor can operate in multiple car sets, electric

propulsion

Standard, articulated double

articulated low or high platform cars diesel/hybrid propulsion, Electric

Trolley Bus

Seated Capacity 60-80 Per Car 30-75 Per Car 65-85 Per Car 40 Standard; 65 Articulated

85 double articulated

Passenger Throughput

Throughput Up to 40,000 PPHPD

Up to 15,000 PPHPD Up to 30,000 PPHPD (Elevated LRT)

Up to 5,000

Min.Curve Radius 120 m 30 m 30 m 15 m

App O & M Cost per km

100-200 Lakhs 40-60 Lakhs 50-60 Lakhs 10 Lakhs

App Capital Cost

per km

200 Crores 120 Crores 150 Crores 15 Crores

Implemented Cities (International)

Bangkok, Kuala Lampur, Mexico City, Cairo

Tokyo, Kuala Lampur, Sydney, Seattle

Hongkong, Shanghai, Kuala Lampur

Istanbul, Taipei, Bogota, Curitiba, Pitts, Adelaide

Implemented Cities (India)

Delhi, Kolkata, Bangalore, Hyderabad Under

implementation

Under Implementation in Mumbai

Kolkata Ahmedabad, Delhi

Punjab Municipal Infrastructure Development Company

Comprehensive Mobility Plan for Patiala Final Report

50

Table 8-2: Suggested Public Transport Systems

Sl.No Line No

From via To Length PPHPD (2030)

System Phase II

(2020-2030)

1 Line 1 Chamarheri Bus Stand, Mini Secretariat, Thapar College Kalyan Village 22.1 9041 HCBRT

2 Line 2 Hardaspur FCI, Fountain Chowk Ranbirpura 17.7 10173 HCBRT

3 Line 3 Sidhuwal Bhadson road-Mall road-Bus Stand-Sanaur Kula Mazra 18.9 8377 HCBRT

4 Line 4 Outer Ring Road(Kalyan,Kalwa, Daun Kalan,Pasiana,Bishanpur) 54.1 7859 HCBRT

In addition to the above routes, two mini bus routes were proposed to cater the early and existing demand in current year. The routes are as below.

Sl.No Line No

From Via (some stops) To Length

1 Mini bus line 1 Seuna Ranjith nagar, Anand Nagar, Tripuri town, Tripuri Chowk,

Bus Stand, Mohindra College Sanaur 18.5

2 Mini bus line 2 Jhill Focal point, DCW workshop, Gurubakhs Colony,

Mohindra college, Modi College, Alipur road junction Jhill 18.7



51

Figure 8-6: MASS TRANSIT NETWORK (2031)

Figure 8-5: MASS TRANSIT NETWORK (2021)



52

9. DEVELOPMENT OF URBAN LAND USE AND TRANSPORT STRATEGY

9.1. EVALUATION OF URBAN GROWTH AND TRANSPORT NETWORK SCENARIOS

To accommodate the projected population of 10 lakhs by the year 2031 in Local Planning

Area, Patiala, a four-pronged strategy is adopted:

Intensification of central core

Intensive growth along the inner ring and Outer ring

Development of ring towns in the Local Planning Area

Extension of peri urban area

Generally, the development would take place along the corridors and the same happened in

current scenario. In future along with the proposed developments, growth areas have to be identified

along the proposed ring road. Currently the densification of the residential pattern along the corridor

within one km is as shown in the figure.

The major network of Patiala and surrounding region appears as radial type of network. The

Master Plan 2031 advocates the inner ring and outer ring road pattern with wide roads. The vision of

Master Plan would be complemented with additional radial and semi circumferential roads to form a

radial and semi ring pattern. These semi rings would also be part of the mobility corridors. The

network strategy would be used to identify the multi-modal corridors in the study area.

Figure 9-1: Patiala Road Network-2031



53

9.2. STRATEGIES FOR LANDUSE AND TRANSPORT SYSTEMS DEVELOPMENT

TRANSPORTATION IMPROVEMENT STRATEGIES

The mobility goals for Patiala are addressed through a multi-pronged approach. Solutions for

complex transport improvements cannot be achieved by a single strategy. The strategies set for

Patiala are

Land Use and Transport Strategy

Development of Mobility Corridors

Public Transit Improvement Strategy

Non-Motorized Transport Strategy

Parking management Strategy

Freight management Strategy and

Traffic Management Strategy

It is important to note that each of the above strategies is equally important and the order of

listing does not imply priority. Each of the broad strategies includes sub strategies of immense

importance. The strategies when implemented through specific projects shall fulfill the goals and

objectives of the study. The following table highlights the specific strategies and policies and the

sections thereafter discuss these strategies in detail.

Figure 9-2: Transport Strategies and their inter linkages



54

Table 9-1: Transport Strategies and Policies

Sl.

No Strategy Policy

1. Moving people rather than

Vehicles

• Augmenting the coverage and capacity of the rail and bus transits • Priority for bus transit by reservation of lanes along major arterial roads

• Differential pricing commensurate with the LOS for public transit.

• Running mini-buses for railway/metro stations access

2. Integrating land

use and urban transportation

• Developing a transport network based on Comprehensive Transport &

Traffic Study • Restructuring the land use distribution around MRTS/transit nodes

• Reduce the gap in the supply of minor arterial/collectors. Develop grid

network in outer areas.

3. Priorities to non-

motorized

transport (NMT)

• Footpaths in residential streets and on major roads with commercial

activities

• Redeeming the existing footpaths from encroachments & obstructions • Propose legal framework for evicting the encroachments on footpaths /

roads • Demarcating road space exclusively for movement by pedestrians and

cyclists • Providing safe passage of pedestrian / cyclists by grade separation

4. Optimizing the

existing road

and transport infrastructure

• Widening critical road links and intersections

• Phased widening of roads to their prescribed street alignment width

• Articulating the road network by developing missing links • Selected junction improvements for improving corridor throughput

• Upgrading high density corridors as multi-modal transit corridors • Shifting the inter-regional terminals from city core to the city fringe.

Mandative off-street parking norms for various land uses

Develop multi-level parking at major traffic generating locations

Develop park-and-ride facility at all critical Public Transport Stations.

5. Putting a

parking policy in place

Develop park-and-ride facility at all critical bus terminals

Restrict/ban on-street parking on critical commercial streets

Parking pricing to reduce the use of private modes

Construction of parking complexes on government agencies land

6. Redefining the

role of para-transit

Encourage wider coverage and capacity by the para-transit

Provide parking for para-transit at public transport terminals

Encourage cycle-rickshaws to operate between residential areas and

transit routes

Regulate the operation of para-transit by enforcing minimum safety

norms.

7. Segregating

freight traffic &

passenger traffic

Plan and develop orbital roads in the form of urban bypasses

Plan and develop outstation truck terminals and parking

8. Deploying

various travel

demand management

(TDM) measures

Stagger the school & office & market times zone- wise

Encourage car-pooling and van-pooling

Encourage new industrial complexes to have residential quarters within

their premises

Decentralize major activities to reduce traffic

9. Putting in place

an environmental

development management

mechanism

Enlarge vehicular population using pollution free fuels viz. LPG / CNG /

battery

Establish a GIS based air quality monitoring and information system

Major transport development measure to comply with environmental

safeguards Subject every major transport development measure to safety audit



55

Sl. No Strategy Policy

10. Setting up a

unified institutional

framework

encompassing all modes

Set up UMTA within a specified timeframe with coordinating, planning

and advisory role

PPP in development as well as operation of urban transport

infrastructure

11. Enforcement as a potential tool

for development

Effectively clear infrastructure assets from encroachments by constant

patrolling Campaigns and special drives to educate the road users to adhere to

traffic discipline

12. Promoting

innovative technologies /

practices

Leverage ITS and technology applications

Develop new roads with ducts for services / utilities

Cement-concrete the existing road pavement particularly the road

intersections

NON-MOTORIZED TRANSPORTATION STRATEGY

About 35% of trips are made by Non-Motorized

Transport (NMT) that include walk, cycle trips as well as

trips made by cycle rickshaws and other NMT modes. Even

though walk being a predominant mode of transportation in

the city, the infrastructure available for the same is poor as

well as substandard.

The mobility plan targets to atleast sustain the

current share of NMT trips (35%) in the future also as it is difficult to increase NMMT with the

declining trend of its growth. important to improve thee facilities making it a preferred mode for short

trips. Strategies towards NMT are to segregate them from fast modes by providing safe facilities like

designated and well maintained footpath of 1.5m width (desirable 2m). Provision of cycle tracks along

all mobility corridors and designate safe cycle zones in residential areas.

PARKING MANAGEMENT STRATEGY

Currently most of the roads in Patiala have free- on

street parking, including the core city areas like Old GT road

from PNB chowk to Jyothi Chowk, Nehru Garden road, near

PMC Chowk.

The main consequence of this is the loss in the

throughput of the adjacent street due to parking

interference. As part of the principles upon which the CMP is

being developed, it is envisaged that off-street parking sites



56

would be developed and integrated with the Public Transport terminals to facilitate the public

transport.

FREIGHT MANAGEMENT STRATEGY

On an average daily about 6% of the truck and MAV’s enter and leave Patiala which has no

business in Patiala. At present most of the commercial activities are located in the core area i.e. along

Dhobi Bazar, Sirki bazar, Kikkar Bazar, Bank Bazar, Hanuman Chowk etc., This has made it

mandatory for all the commercial vehicles which have origin /destination in the town to enter the core

area for loading and unloading at least during the night hours. Also considerable LCV’s are seen to be

parked along roads at different part of the town. Freight transport management strategies include

increasing the efficiency of freight and commercial transport by restricted delivery times in the old city

area, allowing commercial vehicles only on designated truck routes during peak periods, shifting of

market activities towards the periphery of the town and developing truck terminals/warehouses on

the periphery of the town.

TRAFFIC MANAGEMENT STRATEGY

The old city area has narrow roads encroached with hawkers and parking and is highly

congested. Outside old city large sprawling junctions which are accident prone are seen. Significant

benefits can accrue out of Traffic Management measures. The improvement schemes are low cost but

yet can use existing infrastructure at the optimum. Level Key traffic management measures are:

Junction improvements (geometrics and

signage) and redesign

Bus shelters

Street lighting

One way street operations

Traffic signal improvements

Signs and markings

Safety measures

Education and Enforcement

STAKEHOLDERS MEETING

PMIDC has encouraged the development of CMP in partnership with many entities that

influence the transportation in Patiala City along with interested members of the general public. The

study team interacted with the following stakeholders before evolving the Strategies:

Patiala Municipal Corporation

Patiala Development authority

PWD

Traffic Police

RTO

Private Operators

General Public



57

Figure 10-1: Special Purpose Vehicle Structure for Improvement of Bus Service

PART III: PLANS AND PROJECTS

10. PUBLIC TRANSPORT IMPROVEMENT PLAN

10.1. BUS SERVICE IMPROVEMENT PLAN

Public transport is complex and in order to evolve an effective and efficient service, it is

necessary to understand this complexity. The complexity exists both within the organization of a

service provider and the environment in which the service provider operates. As the external

environment impacts the transport system to a large extent, it is necessary for the external

environment to be examined properly. Similarly, the internal sub-systems need to be fully

appreciated. Adopting a correct and well-informed approach is a pre-requisite for improving public

transport.

The main objective of the Bus operation is to meet the user’s requirements. The main user’s

requirements are

Connectivity

Reliability

Wait time

Comfort

Safety

Fare

The major factors that strive and would influence in achieving the User’s requirements are

like Connectivity

includes modal

integration, seamless

travel, integrated ticketing

Reliability includes Route

Length, route Bottlenecks,

Intersection Control,

Ridership and passenger

dispersal

Wait time includes fleet

size and Service Planning.

With the existing Bus

service that restricted to only 3



58

routes would not full fill the requirement of commuters and thus discouraging the Public Transport

System. Hence, after the capacity enhancement and introduction of Bus infrastructure, the bus

service can be improved.

Bus Improvement Plan Includes

Bus Infrastructure Plan

Bus Operating Plan (Route Plan, Trunk with

feeder etc.,)

Route Rationalisation

Capacity enhancement

Operations management

Ticketing and revenue management

Customer Orientation

Human resource Development

Modal Integration Plan

Special Purpose Vehicle

The company must choose ultra-modern low-floor TATA Starbus to run on the roads of

Patiala. The beauty of the bus should be a spectacle and the practicality provided is unmatchable. A

fully automated vehicle tracking system will ensure that the city buses reach the stop at fixed time.

Any deviation from timing would be corrected and controlled using GPS and real time tracking

solutions. The very purpose for this city bus service is to offer better civic facilities and BCTSL (Patiala

City Transport Service Limited) should be formed to ascertain that the service level is duly monitored.

A GPS based System will be used as a tool to ascertain the service levels. For this, BCTSL should plan

to establish a control room for Online Tracking System and every bus will be fitted with GPS based

tracking device with online data transfer facility.

10.2. MRT DEVELOPMENT PLANS

To improve the public transport service, the main strategy adopted is to improve the existing

Terminals and segregate the mofussil services from the local services. Several new bus routes are

proposed as shown for improving the service in the developing area. Along with that around 160 bus

shelters are proposed in the study area. Several Corridors have been identified for higher order mass

transit systems such as Bus Rapid Transit System (BRTS) different alternatives as shown. The

demand and the appropriate systems on various corridors are presented in the following Table and

figure. The major corridors in the inner part of the city like Leela Bhavan road, Sirhind road, Bhadson

road, Mall road, Stadium road are proposed as BRT corridors which can hold the estimated demand of

11000 PPHPD. The Mass Transit Plans for the horizon years 2021 and 2031 area as shown in the

figures below. During the Horizon years 2015-2021, Exclusive Bus lanes/mini bus routes need to be

operated on all the BRTS routes in addition to the other routes like Seuna-Sanaur via Lower Mall

road and other ring route connecting Jhill, urban estate phase-II & III, Bus stand etc.,



59

Table 10-1: BRTS and Mini Bus Routes

Sl.

No. Line No From via To

Length

(km)

1 Line 1 Chamarheri Bus Stand,Mini Secretariat, Thapar College Kalyan Village

22.1

2 Line 2 Hardaspur FCI, Fountain Chowk Ranbirpura 17.7

3 Line 3 Sidhuwal Bhadson road-Mall road-Bus Stand-Sanaur Kula Mazra 18.9

4 Line 4 Outer Ring Road(Kalyan,Kalwa, Daun Kalan,Pasiana,Bishanpur) 54.1

1 Mini bus

line 1 Seuna

Ranjith nagar, Anand Nagar, Tripuri town,

Tripuri Chowk, Bus Stand, Mohindra College Sanaur 18.5

2 Mini bus

line 2 Jhill

Focal point, DCW workshop, Gurubakhs Colony, Mohindra college, Modi College,

Alipur road junction

Jhill 18.7

Figure 10-2: Patiala Bus Route Network (2031)



60

Figure 10-3: Trunk and Feeder Public Transport

network

10.3. TRUNK AND FEEDER PUBLIC TRANSPORT NETWORK

The Public transport network of

150 kms is a major route network origin

from the major growth centres and

would be potential growth centres and

destining in the city. These routes in

future would be operated as High

Capacity BRTS and Monorail based on

the estimated Ridership. The major

trunk service would be the Punjab

University-Bus Stand- Medical college

corridor and the feeder services are like

supplementing this corridor from all the

directions. In future when the city

grows, the feeder corridors would be

operated as exclusive corridors with definite origin and destination. In the course of attaining the

ridership, the current proposal is to operate as Exclusive Bus lanes on the 3 Major corridors of Patiala.



61

Figure 10-4: ITS Applications

10.4. ITS APPLICATIONS

Intelligent

Transportation Systems

(ITS) apply advanced

technologies of

communications, control,

electronics and computer

hardware and software to

the surface transportation

problems. ITS technologies

that are specific to public

transportation are grouped

under Advanced Public

Transportation Systems

(APTS). APTS technologies can help improve transit and ridesharing services. For achieving the Users

Satisfaction and the perfect Bus Service/mass Transit Service, ITS system is essential and the

framework for the same is as shown below.

Figure 10-5: ITS System



62

The framework should be poised in three stages Regional ITS, Corridor ITS and APTS. These

include Arterial Management, Parking management, Commercial vehicle management and Demand

Management. The main aspect of ITS is the Traveller Information which can reduce the travel time

and the bus routes can be optimised or re-routed. ITS System can be well integrated with the

Ticketing systems and thus achieving the objective of MoUD’s National Urban Transport Policy (NUTP)

Seamless Travel.

SEAMLESS TRAVEL

The objectives of the seamless travel are

Providing integrated fare media for use by patrons of all agencies.

Improved convenience and seam-less travel

Providing a platform for coordinated marketing of transit services throughout the region,

Generating cost savings and increased rider-ship.

Simplifying fare structures across multiple providers and reducing public avoidance due to

perceived complexities of transit use.

The basic infrastructure of integrated ticketing is as shown in the figure below.

Intelligent transport systems (ITS) are advanced applications which, without embodying

intelligence as such, aim to provide innovative services relating to different modes of transport and

traffic management and enable various users to be better informed and make safer, more

coordinated, and 'smarter' use of transport networks.

Figure 10-6: Components of Seamless Integration



63

Various ITS applications that can be implemented in the cities include the following

Roadway applications

Bus Applications

Web based passenger information system

Use of CCTV cameras for safety, security and traffic surveillance

Variable Message Signboard system for traffic information

ROADWAY APPLICATIONS

In Urban roads, improving the safety of roadway can diminish overall efficiency. Bus dedicated way, which typically requires serving the highest volume and safety. Development of ITS application on the

road way will provide system managers, passengers, drivers with timely information on current

conditions on the road ways. It functions for smooth, safer flow of public transport bus with better tool for controlling flow and managing incidents and events. The direct benefits anticipated from

actively managed ITS road application are reduced delay, increased throughput, smoother flow, fewer crashes and quicker response time. Secondary benefits expected are most consistent, reliable travel

times and reduced air pollution emission (because of stoppage of vehicle due to traffic jam).

ITS road application designs proposed for the city corridors are described below:

1. Network surveillance: It is proposed to put video camera with CCTV

cameras at regular intervals along the Corridor, which will cover whole Bus corridor. It will collect information on travel conditions through the

intelligent camera placed at 500 m c/s distance. This will allow system

manager to monitor traffic flow condition besides public transport bus, identify location of bus at any instant, identify & verify incident, detect

faults in indicator operations and collect data which can be used for traffic strategy development and long run planning. This can be installed at all major intersections, busy corridors so that

traffic violations can be better monitored and managed through adopting appropriate measures to arrest them.

2. Meter Ramps: It is a system wherein meter ramps on corridors are installed, which will allow

controlling freeway flow on corridors for motorized vehicles as well as Public Transport buses. Particularly, when the load on vehicular lanes increases, the system will release entering vehicle

at a steadier rate, so that they can merge with less disruption.

3. On board Information Dissemination: This involves installation of ITS device to provide

information to travelers on roadways. It will work either in form of advisory radios or in form of

signage. The dynamic message signs deployed at locations where the travelers can adjust their trips on motorized vehicle lane. Similarly Bus driver will have awareness on information like road

congestion, traffic jamming, weather etc. before reaching the destination. It will also provide information about parking facilities / space available for parking on motorise vehicle lane. The

system will also help system manager in AITS control room, which is proposed to set in the

center of the city to: 1) notify travelers of construction, incident or any other events and 2) potentially provide alternative travel suggestions on motorized vehicle lane traveler.

4. Incident Management System: As described above this also forms part of Area ITS in the city, Incident Management System will collect and correlate information from network and probe

surveillance applications, weather information systems and other sources to detect and verify incident nature and location. This will be used by AITS system manager to coordinate and

implement appropriate responses.



64

5. Data Marts: This involves setting up of establish a centralized AITS control centre to use it for future traffic plans / system development. This will require having strong database. Therefore, it

is proposed to get data marts, which will collect and store data gathered from field devices for future analysis. The system managers use this data to develop improved operational plans and

responses. The data so collected, will be useful for other transportation professional for future

transportation planning activities.

BUS APPLICATIONS DESIGN

Intelligent vehicle technologies telemetric

comprise electronic, electromechanical and electromagnetic devices, usually silicon

micro-machined components operating in

conjunction with computer controlled devices and radio transceivers to provide precision

repeatability functions emergency warning validation performance reconstruction.

It is proposed to set ITS application in all the buses operated as Public Transport buses. These applications are developed for three major functions of Public Transport bus operation:

1. Vehicle Tracking system

GPS based vehicle tracking is advance technique through which an individual can track down any

movable object. This GPS tracking system has lots of benefits to an individual. It provides the timely and detailed information about the location of private vehicle or public transport fleet

position easily.

Benefits of vehicle tracking system are: a) IMPROVE DRIVING SKILLS: As the GPS vehicle tracking monitors capture each moment of

vehicles, it can easily determine the drivers’ behaviour. By setting up alarms at exceeding speed limit would remind them that they are being monitored by GPS system, and it enough

to modify their driving skills. By adapting more conservative driving methods the fuel consumption will reduce and it’ll also reduces the wear and tear of vehicles too. The main

benefit is it will control road accidents.

b) UPDATED REPORTS OF VEHICLES POSITION: The GPS vehicle tracking system is more beneficial to the public /goods transporters. It provided the fleet’s updated reports related to vehicle

position, vehicle type and fuel consumption. It means: o It measures the number of vehicles on road

o Provide the information about the vehicles which are overused.

o It checks the time taken to complete a delivery process.

2. Fleet management system

Fleet Management System (FMS) is a combination of mobile hardware devices, cellular data

communications, GPS tracking and internet-based services to create integrated systems for the

remote management of mobile vehicles, mobile workers and other high-value assets.

FMS is the third generation of a technology that began with basic, automated, vehicle location before moving into GPS Fleet Management. In addition to core Fleet Management technologies,

FMS solutions provide seamless integration with third-party dispatch systems, vehicle operating

http://www.imarda.com/about



65

diagnostics or driver monitoring for legislation compliance, back-end systems and efficient system monitoring process.

If implemented in public transport management will provide efficient monitoring of the business

processes which would enable efficient handling of passengers/commuters, effective monitoring

of staff (drivers/conductors) and optimum utilization of fleet.

3. Public Transport Management System

This is proposed to be achieved through the following steps.

a. Vehicle Tracking Systems: Vehicle Tracking Systems are electronic devices installed in Bus to

enable AITS controller / Bus operator system manager to track the location of a vehicle. It will be developed on the buses of GPS (Global positioning system) modules to get easy and

accurate location of the Bus. A system will be developed to view the position of bus on electronic map via customized software. It is also proposed to get information of bus fleet,

managers telling whether a vehicle is on or off, engine vitals, brake status, bus speed, direction, stop time at particular bus stops. Proposed VTS system is to be designed as active

devices as it is essential to have real-time data via cellular or satellite networks to a

centralized monitoring control room.

b. Fleet Management System: It is proposed to develop fleet management customized software

based on data collected by GPS module inside the bus. Functions identified for fleet management are dispatching, bus passenger traffic, number of passengers boarding, space

available in each bus, requirement of any additional bus, on board information and security

etc.

c. Passenger Information System: It is proposed to develop ITS correlated system to provide

information to passenger on board about the current stations, next station, bus speed etc. It will also provide information about the concerned bus at bus stop arrival, by two way auto-

communication.

It will also provide the information to passenger at bus stop about cancellation of bus, route, diversion of route etc.

WEB BASED PASSENGER INFORMATION SYSTEM

The information gathered by the ITS system can be uploaded on to a website of city transport system

to provide the passengers with the information regarding a. Nearest bus stop for the tourists/new comers to the city

b. Bus(s) to be taken to reach a particular destination c. Present location of a bus

d. IPT mode (auto rickshaw, taxi, mini bus, rickshaw) availability to reach nearest bus

e. Fares of IPT modes f. Time of availability of next bus at a particular bus stop

g. Total likely journey time and total fare

Installation of such a system would enable a seamless travel by tourists and newcomers to the city

without any hurdles.

BUS APPLICATIONS



66

As specified above, City Buses can be developed by using ITS based on GPS module & CDMA / GSM module. City GIS mapping is essential for this purpose and will be used for preparing Bus station ITS

application design. Following ITS application modules developed will be used for the following purposes:

1. LED scrolling board will be fixed inside the bus terminals / stations from where one can know

arrival / departure of the Bus.

2. Probable arrival time of bus at particular bus stop.

3. Automobile control / information transfer facility with centrally located AITS.

CCTV CAMERA FOR SAFETY, SECURITY AND TRAFFIC SURVEILLANCE:

A traffic enforcement camera system, consisting of a camera and a vehicle-

monitoring device, is used to detect and identify vehicles disobeying a speed

limit or some other road legal requirement and automatically ticket offenders

based on the license plate number. Traffic tickets are sent by mail.

Applications include:

Speed cameras that identify vehicles traveling over the legal speed limit. Many such devices use

radar to detect a vehicle's speed or electromagnetic loops buried in each

lane of the road.

Red light cameras that detect vehicles that cross a stop line or designated

stopping place while a red traffic light is showing.

Bus lane cameras that identify vehicles traveling in lanes reserved for

buses. In some jurisdictions, bus lanes can also be used by taxis or vehicles engaged in

carpooling.

Level crossing cameras that identify vehicles crossing railways at grade illegally.

Double white line cameras that identify vehicles crossing these lines.

High-occupancy vehicle lane cameras for that identify vehicles violating HOV requirements.

Turn cameras at intersections where specific turns are prohibited on red. This type of camera is

mostly used in cities or heavy populated areas.

Variable Message Signboard system for traffic information

The information collected through various data collection system installed, can be used to

disseminate the information to road users through installing variable signage boards to

i. control the speed of the traffic

ii. divert the traffic to less congested routes in case of any traffic chaos

iii. congestion pricing to discourage vehicles to use congested corridors

Various sign boards are shown below:

http://en.wikipedia.org/wiki/Traffic_light

http://en.wikipedia.org/wiki/Bus_lane

http://en.wikipedia.org/wiki/Car_pooling



67



68

11. ROAD NETWORK DEVELOPMENT PLAN

11.1. HIERARCHICAL ROAD NETWORK

Functionally urban roads are classified as arterial, sub-arterial, collector/distributor and local

streets. Functional classification of the urban roads is an important step wherein design and

management of roadways would be standardized. By designating certain roads as mobility corridors,

these corridors get priority for increasing the throughput of people as well as improvement of speeds

would be focused and accordingly appropriate solutions would be identified. Experience indicates that

as speeds of public transport vehicle reduce travel times increase to such an extent that commuters

look for personalized modes of travel. In addition to the user travel preferences the road design and

operations also have bearing on the traffic congestion.

Congestion results in lower traffic speeds for all vehicles and more so for public transport

vehicles. The corridors like Outer Ring road, and some radials, new roads established by the network

strategy need to be developed as mobility corridors that maximizes throughput of people focusing on

mass transport and NMT, rather than vehicular traffic.

11.2. ARTERIAL ROAD CONSTRUCTION/IMPROVEMENT

As indicated earlier, Mobility corridors focus on mobility and aims to maximize the throughput

of the people. Mobility Corridors focus on public transit systems, ensuring when designing these

corridors, all modes of travel is considered and integrated. It is imperative therefore certain strategic

roads be designated as Mobility Corridors for focusing on corridor mobility. These corridors get

priority for increasing the throughput as well as operating level of service.

These corridors would be expected to have the following cross sectional elements:

Public transport right of way that is preferably dedicated where conditions permit

The road cross section for mixed traffic conditions where desirable road width would be

30 m (4 lane).

Continuous kerb, Footpath cum drain

Service roads wherever possible

Optimized Signals

Restriction or preferably prohibition of parking on the carriageway/shoulders.

The parking must be shifted to off -street parking locations or cross roads.

Proper Bus bays

The mobility corridors for the study area constitute of radial roads complemented with inner

ring and the outer ring roads to form a radial and ring pattern. Mobility corridors forming the radial

and ring network are

Sangrur Road Rajpura road Nabha Road



69

Bhadson Road

Pohewa Road

Sanaur road

Sirhind Road

The present and future road network needs to be upgraded to mobility corridor standards.

These along with the suggested orbitals in the master plan will provide the dispersal of traffic from

the core city area.

To have the mobility corridor network as proposed, some existing roads need to be widened

and up graded to the cross-sections shown below. Some of the recommended mobility corridors have

missing links and have to be constructed. The proposed cross sections of mobility corridors with

different options are show below.

Figure 11-1: Proposed Cross section of Mobility Corridor with BRT Lanes 30m-RoW

Figure 11-2: Proposed Cross section of Mobility Corridor with BRT Lanes & two wheeler

parking 30m-RoW

Figure 11-3: Proposed cross section of Mobility Corridor with BRT bus Stop on median

platform



70

Figure 11-4: Proposed cross section of Mobility Corridor with BRT Bus lanes in 40 m ROW

Figure 11-5: Pictorial Representation of a Cross Section of Mobility Corridor with 40 m

Right of Way (RoW)

RING ROAD

The outer ring with a right of way (ROW) width of at least 60 m would be a regional ring

circumscribing Patiala study area. This ring connects the Regional roads like Rajpura road, Sangrur

road, Nabha road, Bhadson road etc. This ring must accommodate dedicated public transport

corridor, non-motorized lanes, wide medians and service roads in addition to the motor vehicle lanes

and NMT lanes. The inner semi orbital should have a minimum of 30 m ROW. i.e. four lane divided

carriage way to accommodate the possible urban growth along and surrounding the corridor. The

requirement for the grade separation at intersections as well as feasibility of the

indicated alignments needs to be established through a Techno Economic Feasibility

Study.

The projected peak hour traffic for 2030 on various sections of Inner Ring Road and proposed

new links is found to be in the range of 6000-10000 PCUs. In addition to the Outer Ring Road major

radials connecting the outer ring is also proposed.



71

Development of Radial Roads and other sector roads during the year 2020-2030 is proposed.

Apart from the ring road, 45 kms of other sector roads, 16 kms of radial roads and 8 kms of other

roads were proposed and the details of the same are as below. The map showing the roads proposed

for development is presented in Annexure 3.

OTHER SECTOR ROADS

ID No DESCRIPTION LENGTH (Km)

OSR1 From Village Jhill (Sir Hind Road) to Daun Kalan via Rasulpur Jaura 5.91

OSR2 From Faridpur Village (ORR) to Karheri Village (Rajpura Road) 10.53

OSR 3 From Majra Kalan (Sirhind Road) to OSR 2 near Mirjapur Village 2.43

OSR 4 From village Rurkhi to village Daun Kalan (ORR) 5.99

OSR 5 Mehamadpur arian to Ghanaur road ( LPA limit) 7.76

OSR 6 From Sindhwal (ORR) to Pasiana (Samana - Sangrur Road Junction) Along Bhakra Main Line

9.67

OSR 7 From Bishanpura (ORR) to OSR 6 from Sindhwal to Pasiana 2.72

TOTAL 45.01

RADIAL ROADS

ID NO DESCRIPTION LENGTH (Km)

R1 SH8 PHEWA RD. 7.46

R2 PATIALA- SANAUR RD. 4.29

R3 SEUNA (ORR)- VILLAGE BARAN 5.04

TOTAL 16.79

Figure 11-6: Patiala Outer ring- Multi-modal Corridor



72

OTHER ROADS

ID NO DESCRIPTION LENGTH (Km)

OR1 Nasirpur (Rajpura Road) to Budhanpur (ORR) 3.17

OR2 Ghanaur Road ( From Chaura to LPA Limit) 4.69

TOTAL 7.86

11.3. SECONDARY ROAD CONSTRUCTIONS/IMPROVEMENT

In order to address the pressing needs of traffic improvements, the consultants are proposing

short term/ immediate improvement proposal. These proposals are aimed at reliving the chaotic

traffic conditions on three major corridors of the city.

Though the mobility corridor status can be given to the Mall road, it should be addressed with

blend of traffic management measures and enforcement of the same. The Long-term improvements

would be discussed in later chapters, while the short term improvements are as below.

One way systems are one among the various short term traffic management measures that

ensures smooth traffic circulation for a short period until other medium and long term measures are

implemented Signal Optimization and Co-ordination, Pedestrian Crossing Facilities, Regularized On-

Street Parking, Traffic Signage’s and Markings and Vehicle Emission Checking centre are some of the

measures that will improve the mobility and safety at the work centres located near Mall Road,

Children Mode, lower mall road, in the CBD area.



73

Old City area requires exclusive traffic control facilities such as ATC. Some of the short term

measures that can be implemented in this area are

Parking Improvement

Cordon controls

Footpath

Signage and Road Markings

One-way plans

Vehicle segregation & Enforcement

Encroachment & Hawker Management

Some of the locations identified for implementing the above measures are Arna Barna Chowk,

Anardhana Chowk, Dharampura Bajar, Dwakoli bazar, books market etc.,

Overall awareness of the traffic discipline and compliance with the traffic rules by road users

in Patiala is below the desired level. Traffic Police will have to offer positive leadership in the form of

education and enforcement to make people responsible and rule abiding road users.

The old city area has narrow roads encroached with hawkers and parking and is highly

congested. Outside old city large sprawling junctions which are accident prone are seen. Significant

benefits can accrue out of Traffic Management measures. The improvement schemes are low cost but

yet can use existing infrastructure at the optimum. Level Key traffic management measures are viz.,

Junction improvements (geometrics and signage) and redesign, Street lighting, One way street

operations, Traffic signal improvements, Signs and markings, Safety measures, Education and

Enforcement.

It was observed that the traffic conflicts near Anardhana Chowk and Arna Barna Chowk is

mainly because of the entry of the four wheelers and also lack of traffic management measures.

Though there is an restriction of two-way movement from Dwakoli bazar, Dharampura bazar to

Anardhana Chowk, due to lack of enforcement delay is occurring in the rush hour of the day.

Two Alternatives were suggested for the restriction of one-way movement to Anardhana

Chowk and is as below.



74

Figure 11-7: Alternative -1 (Exit restricted to Bahera)

Figure 11-8: Alternative -2 (One entry from fisheries dept lane and another from Nabha

Gate road)

11.4. FROM LAHORI GATE

There is an existing restriction for exit through the Lahori Gate from the CBD, Arya Samaj

Chowk, but there is no enforcement on this lane even. Hence, the entry to CBD from Lahori Gate

should be allowed and the entry should be restricted strictly. The exit from the CBD at this end can

be made from the lane adjacent to the Nehru Garden and Bus Stand. The lane behind the bus stop

should be free from encroachments.



75

These one-way improvements can be made with minimal cost to ensure smooth flow of

traffic in the congested CBD areas. But this can be achieved with proper enforcement coupled with

appropriate provision of parking lots near and around CBD. Entry of four wheelers should also be

restricted in rush hours.

OLD CITY PROPOSALS

Old City attracts huge traffic throughout the day due to the presence of several commercial

establishments namely Bazaars. Lack of enforcement and traffic sense has led to haphazard parking,

encroachments, predominance of hawkers etc which in turn resulted in traffic congestion and delay.

The old city requires Area Traffic Management (ATC) in the long run.

Some of the significant features of the ATC are

The Area Traffic Control Systems shall link various elements of Intelligent Transportation

Systems.

Will enable decision makers to identify and react to an incident in a timely manner based on real-

time data.

The ATC will help to reduce incident response times, disseminate traveller information and hence

reduce congestion and enhance safety.

Some of the short term measures that can be implemented in this area are

Parking Improvement: On-Street parking can be totally banned on various stretches such as

Dharampura bazaar, Adalat bazaar, Arya Samaj chowk and Qila chowk Cordon controls on

entering the old city.

Implementation of one-way plans

Provide Vehicle Emission Check Center

Vehicle segregation & Enforcement of lane discipline to ensure safety

Figure 11-9: One way proposal at Lahori gate



76

Education & Enforcement: Overall awareness of the traffic discipline and compliance with

the traffic rules by road users in Patiala is below the desired level. Traffic Police have to offer positive

leadership in this direction to make people responsible and rule abiding road users. Special traffic

drives are to be planned by them for making the public aware of the traffic rules. Also the procedure

for imposing fines at the spot for defaulters may be reviewed in view of large backlog of pending

traffic offence cases. The Road Safety programs should be aimed principally at adult road users and

serve three main purposes:

To inform the public of new regulations or changes to the traffic regulation system

To influence the attitudes towards road safety

To persuade road users to change their behaviour in relation to identified causal factors in

road accidents.

These traffic management measures are normally easy to implement with less cost.

Apart from the one-way measures, Road improvements are proposed for 89 kms of roads in

Patiala. The roads are categorised in to 6 types based on the Right of Way (RoW) or the available

width. The categorisation is as below.

Table 11-1: Categories of Roads

Category Width of road (m) Length (km)

1 Less than 18 23.76

2 18 -20 14.16

3 20-25 18.02

4 25-35 13.47

5 35-45 9.0

Total 78.41

Table 11-2: Patiala City Roads Suggested for Improvement

Sl. No.

Name of the Road Length in K.M.

Width of

Road (M)

Width of

Carriage way (M)

Category

1 From bus stand to Rajpura Road up to M.C. Limit 4.80 37.80 8.23 5

2 From Bus stand to S.S.T.Chowk 1.80 24.39 7.32 3

3 From S.S.T. Chowk to Sangrur Road up to M.C. Limit 2.20 38.41 6.71 5

4 From Bridge (on Chotti Nadi) to Devigarh Road 1.05 33.00 10.00 4

5 From Sanaur-Devigarh Junction to Sanaur Road up to M.C. Limit

0.35 33.00 10.00 4

6 From Old Octroi (on Patiala-Rajpura Road) up to Bridge along Chotti Nadi

0.90 18.0 5.5 2

7 Gurudwara Dukhniwaran Sahib to Thapar Univ. (Jail Road)

2.25 27.43 7.30 4

8 From Thapar University to Nabha Road unto M.C. Limit. 2.60 25.00 6.90 3

9 Gurudwara Dukhniwaran Sahib to Sirhind Road up to M.C. Limit

4.40 25.00 7.32 3

10 From Mahindra College to Dakala Road up to M.C. Limit 1.30 12.00 7.00 1



77

Sl. No.

Name of the Road Length in K.M.

Width of

Road (M)

Width of

Carriage way (M)

Category

11 From Thapar Univ. Chowk to Bhadson Road (up to Jail end)

0.80 23.48 6.71 3

12 From Jail end to Bhadson Road (up to M.C. Limit) 1.05 21.00 10.00 3

13 Gurudwara Moti Bagh to Vill. Main Road 1.25 20.00 9.10 2

14 From Bus Stand to Gurdwara Dukhniwaran Sahib Chowk 0.90 18.29 6.71 2

15 From Bus Stand to Gurbax Colony (up to Chotti Nadi) 2.10 20.80 6.0 3

16 From Fountain Chowk to Leela Bhawan Chowk 0.70 32.93 13.5 4

17 From Fountain Chowk to Mahindra College (Lower Mall) 2.25 29.30 10.0 4

18 From Leela Bhawan Chowk toNabha road Chowk (Bhupindra Road)

2.10 34.15 7.32 4

19 From Leela Bhawan Chowk to Gurudwara Dukhnawaran 1.46 32.93 13.5 4

20 Leela Bhawan Chowk to Sheran Wala Gate (Through Baradari)

1.10 14.33 6.5 1

21 Leela Bhawan Chowk to Lal Singh Memorial Hospital Chowk (Income Tax Road)

0.70 30.48 21.95 4

22 S.S.T Chowk to Gurudwara Moti Bagh (Upper Mall) 1.90 37.50 7.5 5

23 S.S.T Chowk to Lal singh Memorial Hospital Chowk 0.80 34.0 30 4

24 Gandhi Nagar to Rajpura Road Chowk (In front of bus stand)

0.10 44.51 8.85 5

25 War Memorial to Military Area (Woman College Road) 1.00 19.30 14.63 2

26 Bus Stand to D.C.W Road (Up to Bye-Pass) 3.00 18.90 6.0 2

27 Budha Dal (Ragho Majra Puli) Chowk to Vill. Main Road 1.84 19.0 10.0 2

28 Lal Singh Memorial Hospital Chowk to Railway line Via Badunger

1.85 16.11 5.0 1

29 Gurudwara Dukhniwaran to Bhupindra Road (Passey Road)

2.00 18.29 10.0 2

30 Jail Road to Village Jhill Via Tripuri 2.70 10.0 5.0 1

31 From Hotel Fly Over to Bundha (Factory Area Road) 0.80 18.6 5.0 2

32 Rajbaha Road to State College (Lehal Road) 0.60 10.0 6.5 1

33 State College to Bhupindra Road 1.40 13.70 8.0 1

34 Bye Pass (Northern) 4.7 60.0 12.2

35 From Kohli Sweet Chowk to Gurudwara Kashmirian (Tripuri Road)

1.00 27.4 13.4 4

36 From Nabha Road to 24 No. Phatak 1.45 9.0 4.8 1

37 From Nabha Road to Ablowal Grid 1.4 8.0 4.6 1

38 From Tripuri to Ranjit Nagar 2.0 10.0 6.0 1

39 Road on Defence Bundh from Industry area to Sirhind Road

1.18 13.0 10.0 1

40 Road in Azad Nagar 0.56 10.0 6.0 1

41 Road from Bye Pass to Railway line (Ghuman Nagar) 2.31 8.0 5.0 1

42 From Rajpura Road to Bishan Nagar (Sector Road) 0.81 30.0 6.7 4

43 Rajpura Road to Bishan Nagar (S.S.T. Portion) 0.54 24.40 12.0 3

44 From S.S.T Nagar to Bishan Nagar, Jujhar Nagar up to Bari Nadi (from Rajpura road)

1.3 10.0 6.0 1

45 T.B.Hospital road 1.61 12.20 10.0 1

46 Southern circular road of walled city 4.73 24.20 8.0 3

47 From S.S.T Nagar to Hanuman Mandir Chowk (via Bishan Nagare)

0.43 9.10 6.0 1

48 From Hanuman Mandir to Gurbax Colony road (Via Rajpura Colony)

0.65 18.30 7.0 2

49 From Upper Mall to Vill. Kheri Gujran 1.8 18.29 10.0 2

50 From Sullar road to Kheri Gujran 1.07 6.50 4.0 1

51 Road from Byepass to M.C limit(Along Bari Nadi) 6.0 - 15 8

52 Road Backside Thapar University 1.5 6.0 5.0 1



78

Based on the above categorisation, typical cross-section are presented for all categories. The

detail drawings are given in Annexure 4 and the same are given below in Figure 10-11 for

reference.

11.5. INTERSECTION IMPROVEMENTS AND FLYOVERS

Following traffic management measures must be considered as part of junction

improvements:

• Junction redesign

• Restriction of right turns. The restricted right turn traffic must suitably be rerouted through indirect right turns or U-turns etc.

• Widening the intersection throat to increase the approach capacity

• Installation of medians and closing the cross street to divert traffic to other high capacity

intersections if feasible.

As the Junctions like Fountain Chowk, Bus Stand Chowk, Dukhniwaran Chowk will be busy

and the traffic will get increased in the coming 4 years i.e., by 2015. All the above mentioned

junctions are exceeding their handling capacity and are reaching 10000 PCUs. Hence, it is proposed

to make these junctions grade separated. However, a detailed study for the alignment needs to be

taken up for the construction.



79

Figure 11-10: Details of Proposed cross sections

PAVEMENT MARKINGS

Pavement markings such as: Center line, Traffic lane lines, Stop lines, Pedestrian crossings,

Parking space limits, Kerb marking for visibility, Obstruction marking, etc. must be provided keeping

in view all users of the road and especially for night time driving. Markings should be provided

according to IRC: 35-1997.



80

SIGNAGE

In general, it was observed that the traffic signs are found wanting in Patiala. It is

recommended that proper signs be installed at appropriate locations. Road signs are classified into

three categories: Mandatory/Regulatory signs, Cautionary/Warning signs, and informatory signs. It is

recommended that signs near schools should be installed on priority basis. All the traffic signs should

be facilitated as per the guidelines provided in IRC publication 67-2001.

SAFETY MEASURES

Poor road Geometry and inadequate street lighting along with limited road space and lack of

traffic sense both to drivers and pedestrians increase the incidence of accidents. Mainly they are

caused due to the casual approach of the road users towards driving rules, safety precautions and

regulations.

As per the accident records collected from the traffic police and having discussions with the

citizens, the following locations/stretches were identified as the major accident prone locations.

Table 11-3: Accident Prone Locations

1 Bus stand Patiala to Punjabi University chowk lights

2 Gurudwara Dukhniwaran Sahib T-point to Sirhind road by pass.

3 Corner chowk bus to military area Passiana nehar bridge.

4 Sanaur Adda Patiala to Jodian Sadakan Pehwa road.

5 Nabha Patiala gate to rohty bridge bus stand nabha mour to pind daldi.

6 Village Fatehpur Patiala road to Samana nehar bridge, Bhawanigarh chowk lights Samana to village Mavikalan.

7 Village Dedna to Ghaga Bus stand.

8 Rajpura T-Point by-pass Sirhind road to Gagan chowk, Gagan chowk Ambala road Madanpur Jhalery mour.

9 Gaganchowk Rajpura to Takansoo bridge,Bus stand Banur Barrier Banur Chowk.

10 Barrier Banur Village Tipla.

Source: Punjab Police

The following key safety measures needs to be implemented to the above listed stretches/locations.

Well delineated right of way for vehicles and pedestrians as per the IRC standards.

Markings at speed breakers & islands/rotaries and installation of sign boards adequately

for night time visibility.

Traffic signage’s be made retro reflective.

Safe crossing facility for pedestrians near the sensitive areas like institutions, medical

centres, recreation centres. Create traffic safety patrol programs for student volunteers at all schools.

Ensure that adequate street lighting is provided on all collectors, sub-arterials, and

arterials.



81

Black spots must be identified and specific improvements must be proposed at those

locations. Install pavement markings such as lane lines, median lines, stop bar, parking stalls/bays

etc.

A Road Accident Analysis System (RAAS) based on the accident database must be

implemented for accurate reporting and use in geometric improvements.

11.6. RAILWAY CROSSING AND UNDERPASS

Though there is an urgent need of Rail Over Bridges / Flyovers to facilitate the movement of

passengers and goods transportation yet their priority of construction is also required to be fixed

because of limited resources and their requisite judicious use. Accordingly, keeping in view the

volume of rail / road traffic, frequency and intensity, smooth flow of inter city traffic, traffic

congestion in central areas of the city, priority has been evolved. Based on aforesaid factors basically

three preferences have been envisaged i.e., large volume of through traffic, inner city congestion and

traffic bottlenecks and future problem potential areas in outer growth of the city. Thus preference has

been given in proposal of Rail Over Bridges on GT Road to ensure smooth flows of inner city traffic

and to avoid mixing of inter and intra city traffic in the city area.

Considering the traffic and congestion problems the following railway crossings can be made

grade separated. These are the same crossings that have been proposed in master Plan.

RAIL OVER BRIDGES

There are three Railway Over Bridges (R.O.Bs) presently existing in the city. In order to

ensure the smooth flow of regional and local traffic over the existing and proposed roads of LPA

Patiala, four more R.O.B’s are proposed. The list of R.O.B’s in order of priority is given as below;

On inner bye-pass near Diesel Component Works (DCW)

On outer ring road connecting Rajpura road with Sirhind road on Rajpura railway line.

On outer ring road connecting Sangrur road with Nabha road on Dhuri railway line.

On new link connecting Sirhind road with Rajpura road along Chotti nadi by using bandh

parallel to nadi.

ROAD UNDER PASS (RUP)

In order to facilitate free movement of traffic on following intersections, RUPs are proposed

RUP between Urban Estate Phase-I and II

RUP in front of new bus stand and S.S.T Nagar.



82

11.7. HAWKER ZONES

Hawkers are the prominent road users in any Indian City as they are part and parcel of the

typical Urban Environment in India. In most of the city roads, almost 80 per cent of the pavements

are encroached by hawkers and illegal settlers, who use pavements or other public places to retail

their goods or services.

It is obvious that most of the traffic problems in cities are created due to these hawkers. The

traffic problems in cities cannot be resolved until the hawkers are relocated / moved out of the roads.

In order to address this issue, various cities have formulated laws restricting the movement hawker

zones to decongest the city roads by demarcating areas into green, amber and red zones. All major

arterials to restriction on hawing and sub arterials to be allowed hawking and market roads on

holidays and weekends and residential areas and Government/Municipal vacant lands to be used for

hawking. The hawker zone details with areas marked on map is presented in Annexure 5.



83

12. NMT FACILITY IMPROVEMENT PLAN

12.1. STRATEGY FOR NMT FACILITY IMPROVEMENT

Non-Motorized Transport users are

the vulnerable road users. 2/3 rd of fatalities

involve NMT users. About 35% of trips are

made by Non-Motorized Transport (NMT)

that include walk, cycle trips as well as trips

made by cycle rickshaws and other NMT

modes. Even though walk being a

predominant mode of transportation in the

city, the infrastructure available for the same

is poor as well as substandard.

The mobility plan targets to atleast

sustain the current share of NMT trips (35%)

in the future also as it is difficult to increase

NMMT with the declining trend of its growth.

It is important to improve thee facilities

making it a preferred mode for short trips.

Strategies towards NMT are to segregate them from fast modes by providing safe facilities like

designated and well maintained footpath of 1.5m width (desirable 2m). Provision of cycle tracks along

all mobility corridors and designate safe cycle zones in residential areas.

12.2. PEDESTRIAN FACILITY IMPROVEMENT

The mobility plan targets 100% Walkability. Proposed pedestrian facilities include footpath

along mobility corridors and other significant roads as well as safe crossing facilities in the form of

subways/FOBs, zebra crossings, etc.

Footpath plan: Following suggestions are made in

the installation of footpath:

It is desirable to have a footpath width of 2.0 m for

all roads.

A minimum usable width of 1.5 m should be provided

for footpath.

Obstructions on footpath must be relocated /cleared.

Footpaths at all busy intersections must be provided

with handrails to enforce pedestrians cross at zebra Figure 12-1: Footpath proposals



84

crossings.

Foot path is proposed on the mobility corridors and also the secondary arterials, as a

minimum requirement.

Maintenance mechanism to ensure that clean walkable footpaths are present must be

introduced.

It is very essential that pedestrians are dispersed from public transportation systems safely

onto footpaths. About 280 kms of roads were identified for construction / improvement of footpath.

For safety and to ensure unobstructed pedestrian movement, especially near educational

institutions and work centres on busy traffic roads, the following sub ways and footpaths are

proposed in conjunction with Master Plan. Grade separated pedestrian crossing facilities must be

located on mobility corridors and near pedestrian intensive areas such as critical junctions, bus stops

and busy mid blocks. A review of the preliminary studies and pedestrian crossing demand was utilized

in identifying prima facie a few selective locations like Dukhniwaran Sahib Chowk, Kalika Mandir, and

Bus Stand Chowk.

At junctions on major roads and bus stops, zebra crossings are proposed. It is proposed that

in front of schools and colleges, hospitals and transport terminals, one zebra crossing with pedestrian

signals be installed. The CMP also recommend standard signs and markings for pedestrians.

It was cited by the authorities to consider the pedestrian crossing towards Smashan Ghat on

the National Highway. A pedestrian under pass is to be constructed below the National Highway for

the road leading to Smashan Ghat.

Grade separated pedestrian crossing facilities must be located on mobility corridors and near

pedestrian intensive areas such as critical junctions, bus stops and busy mid blocks. A review of the

past studies and pedestrian crossing demand was utilized in identifying prima facie a few selective

locations where grade-separated crossing facilities are necessary.

In order to facilitate the movement of pedestrians while crossing the congested Rajpura-

Patiala-Sangrur road, the following four Subways are proposed:-

At Bahadurgarh chowk

In front of Punjabi University

Near Birji cremation ground

Near Kali Devi Mandir

Pedestrian overbridge/ under bridge near Gurudwara Dukhniwaran Sahib.

Pedestrian Underpass below National Highway 7 towards Rajpura.

12.3. BICYCLE PLAN

Along all the proposed public transport corridors bicycle lanes are proposed. Additionally

pedestrian and cycle only routes are proposed inside the old city. Major roads like Lower Mall road,

Mall road, Bhupinder road, NH-64, NMT lanes were proposed. The proposed cross-sections of the

same were discussed earlier. In addition these, NMT lanes or strictly NMT lanes were proposed in the



85

Patiala City Core areas. Road like Dharampura Bazar road, Arna Barna Chowk, Jaurian Bhatti road,

Books Market road, etc., need to pedestrian only streets/ NMT streets.

Figure 12-2: NMT facility inside city core area



86

020406080

100120140160180200

No

's

Location

Peak Accumulation

Two Wheelers

Car

13. INTERMODAL FACILITIES

13.1. BUS TERMINALS

In Patiala the bus terminal is located in the center of the city, from where buses move in all

the directions on the inter city and intra city roads. The Existing bus stand falls in the centre of the

city and at present is overcrowded. In order to provide relief to city roads, new bus stand for inter

city traffic has been finalised opposite to S.S.T Nagar. The site measuring about 5.58ha. (13.78 acres)

approximately with State of art facilities has been cleared of the encroachments and development

work has to start. The existing Bus Stand of Patiala city is proposed to be converted in to local bus

stand in a phased manner by 2031.

13.2. BUS-RAIL INTERCHANGES

Any public transit system is incomplete without intermodal integration. Intermodal integration

involves:

Integrated public transit network planning

Integrated fare policy and ticketing

Intermodal stations to minimize delay/transfers

Intelligent Transportation Systems (ITS)

Access to the public transit network that includes integration with auto rickshaws, taxis,

and NMT modes like cycle rickshaws, Park and ride facilities along mobility corridors Institutional integration

The major intersections of Mobility Corridors are to be planned as Intermodal Stations.

13.3. DEVELOPMENT OF PARKING LOTS & PARK AND RIDE FACILITIES

Currently most of the roads in

Patiala have free- on street parking,

including the core city areas like Arna

barna Chowk, Anardhana Chowk, Jaurian

Bhatian road, Lahori gate road, Leela

Bhavan Market etc. The main consequence

of this is the loss in the throughput of the

adjacent street due to parking

interference. Areas that are badly affected

include Lower Mall, Mall Road, Bus Stand

Road, Adalat Bazaar, Sheran-wala Gate,

TB Hospital Road and Chhoti Baradari



87

As part of the principles upon which the CMP is being developed, it is envisaged that off-

street parking sites would be developed and integrated with the Public Transport terminals to

facilitate the public transport.

Following measures are proposed as part of parking management plan.

Organize On-street parking in major CBD area by providing separate Parking bays.

Additional off-street multi-level parking places near Bahera Road, Jaurian Bhatian Road, Leela

Bhavan market are to be developed to cater the growing cities vehicles.

New parking spaces to integrate with commercial activity centers and also the Public Transit

terminals

Parking plans to facilitate pedestrian schemes

Multi-Level parking facilities need to be developed. Some of the Locations identified are presented

below.

Locations for Development of Multi- level Car parking (With ramps/Lifts)

1. Near Leela Bhavan market

2. City Centre (near Jaggi Sweets)

3. AC market (Near Anardhana Chowk)

4. Water Tank (Jourian Bhatian Road)

5. Choti Bharadari (Lower Mall Road)

In addition to the above, Streamlining of the on-street parking will also reduce traffic chaos in

the city of Patiala. The typical cross-sections of roads in view of parking is also presented in

Annexure 4.

Table 13-1: Multi-Level Parking Locations

Sl. No

Name of the Location Type of Parking Approximate area (sq.m)

Net area available

ECS/flr

MLCP with ramps

MLCP with lifts

1 Leela Bhavan market MLCP/Under Ground 893 803.7 27 50

2 AC Market (Anardhana Chowk)

MLCP/Over Ground 480 432 14 27

3 Water Tank (Jourian Bhati Rd)

MLCP/Over Ground 330 297 10 19

4 Near City Centre MLCP/Over Ground 1242 1118 37 70

5 Choti Baradari MLCP/Over Ground 1200 1080 36 68

The parking locations are shown below. Apart from the above, land is available on Bahera

Road near Fisheries Department. Construction of Multi-Level Car parking at this location would be

very useful for the Commercial area. The main advantages are as follows.

Nearer to Anardhana Chowk, Dharampura Bajar, AC market etc.,

Cars entering commercial areas can be restricted in Business Hours.

“Pedestrian only Streets” can be implemented easily.

Other facilities like Children Play stations, “Car Service on Park” can be made possible.



88

This Land (in front of Fisheries Department) is with Patiala Improvement Trust, So MLCP at this

location is very much useful in the context of reducing congestion in Patiala Core Area.



89



90

ENFORCEMENT

This figure shows the unused parking area which

has a capacity of almost 50-60 ECS. This is located near

the CBD but it was not used properly because of its

distance from CBD area. This space can be relocated and

new parking lots can be constructed in the identified areas.

13.4. FREIGHT MANAGEMENT PLAN

Following recommendations are made to improve the efficiency of freight and commercial

transport:

Truck traffic will need to be restricted during day time with in the Patiala City limits and

also restricted in commercial areas like Dharampura bazar, Anardhana Chowk, Dwakoli

Bazar, Arna Barna Chowk etc.,

Goods delivery time in the core city needs to be restricted during peak periods i.e. 9 am-

9 pm

Implementation of ring roads will facilitate through movement of freight traffic to bypass

the town.

The present site of truck stand is located on 41 acres out of which 9 acres has been given to

Kabari Market shifted from walled city.



91

14. REGULATORY AND INSTITUTIONAL MEASURES

14.1. UNIFIED METROPOLITAN TRANSPORT AUTHORITY

PRESENT INSTITUTIONAL SET-UP

The prime agency responsible for planning and development of transport infrastructure

(road) including finance & investment of Patiala city as well as the surrounding region is the Patiala

Municipal Corporation. Patiala Development Authority and Public Works Department (PWD) is

responsible for any planning and development in the road transport sector including financing and

investment outside Patiala Urban area. Traffic Police is responsible for traffic safety and operations in

the town. The Regional Transport Officers (RTO) for Patiala is responsible for licensing of vehicles and

drivers in the district.

Public transport need of the town is handled by Patiala Municipal Corporation and private

agencies. Other than RTO, there is no other agency/authority to control/manage private bus

operations.

ISSUES WITH THE PRESENT INSTITUTIONAL SET - UP

It can be seen from the activities and a function of the different organizations involved in

urban transport planning in Patiala is that there is no co-ordination between these agencies. It can

also be noted that there is no agency looking after only urban transport issues. It is thus imperative

that there shall be a nodal agency looking after urban transport issues. No nodal agency has any

control on the accountability in ownership, performance, and maintenance in transportation

infrastructure. The issues are summarized as follows:

• Lack of coordination among organizations involved in Urban Transport

• Lack of Transport Planning expertise in the organizations

• No accountability in ownership, performance and maintenance of transportation infrastructure and systems operations.

• No single apex agency regulating, facilitating and integrating operations of different modes.

PROPOSED INSTITUTIONAL FRAMEWORK

The responsibilities for policy making, planning, investment, operations and management

should be stream lined and strengthened. An empowered body should coordinate, over-see and

regulate the entire transportation project. Frame work is critical for effective Public Transport. It

should address all the functions, clearly assign responsibilities and be responsive to the policy

concerns of all citizens (mobility needs, air quality, and traffic safety).



92

In this regard, the Institutional Framework suggested for Patiala is as follows;

The suggested Institutional set-up will have ‘Three Tiers’. Each tier is responsible for some

specific suggested functions. Co-operation among the tiers is very important.

TIER I: STATE TRANSPORT PLANNING AND REGULATORY COMMISSION STPRC

The State Transport Planning and Regulatory Commission (STPRC) should be a statutory

body, created by an Act of Parliament as an enabling body in each State. The STPRC should be a

statutory body, and should have transport professionals as members. The STPRC will have adequate

transport planning expertise in order to study growth of the Patiala Region and initiate preparation of

perspective plans for transport and related infrastructure. It will also channel funding as per the

policies of the government. All urban transport related projects need to be approved by the STPRC,

for funding (Central/State) to be available to them. It will also be responsible as a regulatory

authority, where it will adopt/set performance standards for bus, roadways, etc. It will also have

bus/vehicle operating standards, and also be responsible for traffic and transport policies for the

state. Along with this it has a very important role as a coordinator with other urban infrastructure

departments, as well as the other tier in the institutional set-up. STPRC will be responsible for

initiating undertaking of studies and updating all transport studies, including Comprehensive Mobility

Plans (CMP), every 3-5 years.

TIER II: DEVELOPMENT AUTHORITY

The Development Authority will be responsible in actually undertaking studies and updating

all land use and transport studies, including the Master Plan and the Comprehensive Mobility Plans

(CMP), every 3-5 years. They will coordinate one-to-one with the municipal corporation, public transit

operators (bus, BRTS, other) with respect to their plans and implementation, so that all plans are

coordinated and form part of the comprehensive planning process for the city. Their responsibility

includes preparation of the Comprehensive Mobility Plan, Traffic Impact Assessments, Traffic System

Management, Travel Demand Management, and other existing duties. The PDA should be made

responsible for mobility and should play an active role in promoting public participation including all

stakeholders to influence transport policies. They will need to have two different cells, one the

technical cell undertaking studies and the other coordination cell coordinating the

recommendations of the study with the PMC and the other stakeholders.

The Patiala Development Authority should have a team of experienced land use/urban

planners, transport planners, bus system and mass transit specialists, along with transport economist

and financial specialists. The coordinating cell will need to form a Multimodal Task Group (MTG)

having members from all stakeholders and the technical team to decide on Route and fare fixation,



93

integration policy for different modes with respect to routes, fare and other facilities. This task force

will also initiate a PPP policy framework to be taken up by the bus operators, and other organizations

for implementation of their plans. The team determines the routes, timings and service-mix and will

pay the operators by an agreed rate. At the same time, it is at this level that decisions about the

quantum and quality of para-transit services, such as auto-rickshaws, etc., are taken. This Task Force

will plan for contracting with advertisers and collect such revenue as it can in order to augment its

financial resources to be ploughed back either as social cost reimbursement or for providing improved

facilities for passengers.

TIER III: IMPLEMENTERS AND OPERATORS

The Municipal Corporation will be responsible for having its own comprehensive plan that will

be a subset of the larger regional plan of the PDA. It has to be coordinated and synchronized with the

regional plan. It will continue issuance of Building Permits, and other current existing duties.

Municipality should have a small team of transport planners, transport economists and management

staff.

PSRTC will be responsible for transit planning, bus service management and also a facilitator

for PPP initiatives. Since the police commissioner regulates traffic, an important task at this level is to

ensure a forum for coordination both for mobility and for safety with the enforcement authority. The

municipality will be responsible for providing the necessary infrastructure in the shape of bus stations

and bus stops. PWD will continue as the responsible agency for construction and maintenance of

roads and other road infrastructure. It is essential that PWD has to work in coordination with all other

urban infrastructure departments. The Regional Transport Office will continue being the licensing

authority. The Traffic Police will need to have co-ordination and input with respect to the town’s TSM

and TDM Plan. It is again at this level decisions should be taken, in consultation with STPRC, on the

type of buses – mini – or regular – buses, their desired age, passenger friendly entry and exit fitness,

etc., If there are environmental and pollution-preventing measures they should be supervised by

MTG. The Traffic Police will have a small team of transport and finance personnel, who will implement

the overall transport plan prepared by STPRC. This team will be effectively supervised by STPRC and

is constantly guided in respect of all technical guidance, while it works administratively under the

municipality.

In addition to the proposed institutional set-up for smooth coordination and development, a

Traffic and Transportation Cell in Municipal Corporation is also recommended. The set-up for the

same is shown below.



94

Organisation Structure at Municipal Corporation Level

Municipal CommissionerCommissioner of Police

Corridor Management &

Safety

Parking &

Bus Stops

Engineer

Traffic & Transportation

Execution and

Maintenance

Traffic Signals & Signs

and Markings

Engineer RoadsAdvisory Panel

Traffic Police, Bus

Transport, Trucking

Companies, IPT

Other Units

Figure 14-2: Traffic and Transportation Cell in Municipal Corporation

Figure 14-1: Unified Transport Authority for Patiala



95

14.2. TRAFFIC IMPACT ASSESSMENT MECHANISM

Traffic Impact Assessments (TIAs) are a valuable tool for analyzing traffic generated by

proposed developments with new access or increased use of an existing access. A TIA generally

includes a description of the scope and intensity of the proposed project, a summary of the projected

impacts and any required mitigation measures, and helps ensure that the highway can safely

accommodate a proposed subdivision/ development. A well-prepared traffic impact assessment helps

the developer and permitting agency accomplish the following:

Forecast the traffic impacts created by proposed development based on accepted

practices, not perceptions;

Determine improvements needed to accommodate the proposed development;

Allocate funds more efficiently;

Relate land use decisions with traffic conditions;

Evaluate the number, location, and design of access points;

Update traffic data (projections)

Identify needed roadway improvements; and

Provide a basis for determining the developer’s responsibility for specific off-site

improvements.

The following guideline is intended to assist developers and consultants in better

understanding the department’s requirements and expectations regarding TIAs. These guidelines are

not intended to provide technical engineering guidelines, but rather to provide a framework for the

documentation of such reports. A qualified transportation engineer should complete the TIA.

EXISTING/ BACKGROUND TRAFFIC

Although not a traffic projection, it is important to establish the background traffic volumes

and turning movements within the study area, before projecting background traffic into the future

horizons.

PROJECTED BACKGROUND TRAFFIC

Traffic projections shall be prepared for the build year or such other years as may be

appropriate due to development staging. In all cases, the background traffic should be projected to

the 20-year horizon, as this represents the life of most pavement structures. These traffic projections

should be based upon the established annual traffic growth rate for the study area. In cases with



96

erratic and/or unusual growth rates in recent years, consideration should be given to using the

provincial average growth rate (currently 2.5%/year) for projections beyond the 5-year horizon. All

traffic projections should be based on non-compounded growth.

PROJECTED DEVELOPMENT TRAFFIC

Development traffic projections shall be prepared for the build year or such other years as

may be appropriate due to development staging. In all cases, the development traffic should be

projected to the 20-year horizon. For each projection year, a turning movement diagram and/or table

should be included illustrating the projected development traffic by turning movement. In most cases,

the trip generation for the proposed development should be based on the current Institute of

Transportation Engineers trip generation rates, which can be found in the publication entitled “Trip

Generation”. However, in some cases the data provided in the “Trip Generation” manual does not

necessarily represent the situation present in rural Alberta. For land uses not listed in this source or

when the consultant believes these rates are not representative, the department may accept

alternative evidence of representative rates. Documentation and rationale will also be required for trip

distribution including directional traffic splits, intersectional traffic splits, pass-by trips, and internal

trips. This information should be supplied in a graphical and/or tabular format, and included in the

projected development traffic section.

BACKGROUND + DEVELOPMENT TRAFFIC

Once the development traffic has been identified, the background traffic and development

traffic should be combined for the determined peak periods and projection years. This information

should be supplied in a graphical and/or tabular format. The peak hour traffic analysis periods shall

be identified for the proposed development, the highway, and the resultant peak-hour condition. It

shall show the combination of site generated and background traffic, which causes the critical peak

period(s). The peak hour will generally correlate to the AM and PM weekday peak periods on the

highway. In some cases, depending on development characteristics, analysis of other peak periods

such as Saturday afternoon or evening may be necessary.

CAPACITY ANALYSIS

The TIA shall include a capacity analysis for the various traffic scenarios identified in the

document. The “Highway Capacity Manual” (HCM), Special Report 209 is the standard for capacity

analysis. Capacity worksheets must be provided as an appendix to the TIA. In cases where the

proposed development utilizes an existing intersection, it is necessary to first understand how the

existing highway and/or intersection operates without the development. Where applicable, the TIA

should include capacity analysis for the existing intersections in question.



97

Impacts should be evaluated with development for the build year, staging years, and 20-year

horizon. Once the recommended improvements are identified the analysis should be conducted

including improvements in the appropriate horizon year in order to ensure the improvements will

improve intersection operations. The capacity analysis should, in most cases, include the following

information for each analysis scenario:

Delay per vehicle (seconds) by intersection, turning movement & peak period

Level of service (LOS) by intersection, turning movement & peak period

Left-turn/ right-turn warrants (based on the IRC codes

In some cases, it may be necessary to include:

LOS on a highway link (using HCM methodology/ software/IRC codes)

Vehicle queuing information

With complex TIAs, it may be beneficial to supply the department with the digital capacity

analysis files for review by one of the departments qualified transportation engineers. This should be

determined through discussions between the developer, consultant, and department

SIGNALIZATION ANALYSIS

Signalized intersections are generally not allowed in rural areas along the provincial highway

system, and signalization is an absolute last resort for improving an at-grade rural intersections. The

analysis should consider all other possible alternatives prior to recommending signals. If signals are

recommended at a previously unsignalized intersection, supporting documentation will be required

illustrating that all options were considered.

In some cases, and mainly in urban and semi-urban centres, signals may already exist at an

intersection. Analysis should be conducted to ensure that the current signal timings and phases are

still valid. If not, new signal timings and turning phases should be recommended. In cases where the

distance between signalized intersections is less than optimal (at least 800 metres), the analysis must

consider the impacts of the development on the upstream/ downstream signals.

All warrant calculations and analysis worksheets should be included in the appendix of the

TIA.

ILLUMINATION WARRANT ANALYSIS

Illumination is becoming a more prevalent issue for INFTRA, specifically in semi-urban and

urban areas. Lighting warrants for rural and semi-urban intersections shall be determined based on



98

the department’s Highway Lighting Guide. This will result in a requirement for full lighting, partial

lighting, delineation lighting, or no lighting. For further details refer to the IRC codes.


TIA.

PEDESTRIAN WARRANT ANALYSIS

Pedestrian movement accommodation is an important issue in the urban and semi-urban

areas. Depending on the type of development, and its interaction with the surrounding community,

pedestrian movements can become a significant issue. Consequently, improvements to pedestrian

facilities may be required. On the other hand, at isolated rural developments, pedestrian movements

are not likely an issue.


TIA

OPERATIONAL ANALYSIS

The operational analysis is a critical phase of the TIA that should not be overlooked. Once the

traffic analysis has been completed and the recommended intersection improvements have been

determined, it is necessary to ensure that the design vehicle is capable of safely manoeuvring the

intersection without interfering with other traffic movements. Intersection plans should be provided

illustrating that the design vehicle can safely manoeuvre the intersection. If the design vehicle is

unable to properly make a specific turning movement with respect to the development, recommended

revisions to the intersection layout are required.

CONCLUSIONS & RECOMMENDATIONS

The TIA should summarize the findings of the various analyses conducted, including potential

issues, and clearly outline the recommendations regarding:

Required intersection improvements;

Pedestrian mitigation;

Illumination;

Signalization; and

Right-of-way requirements.

14.3. REGULATORY CHANGES REQUIRED FOR INTRODUCTION OF TDM MEASURES

Transportation Demand Management (TDM) Measures came in to use in response to a need

to improve air quality, reduce peak period congestion and to reduce the demand for off-street parking



99

in the core-city area. TDM strategies utilized in the region have focused on alternates to single

occupant vehicle use during peak commuting hours. Carpooling, Vanpooling, subsidies for transit use,

pricing of parking and measures to encourage walking or biking to work have become part of the

TDM tool box with success have included job related measures such as flexi-time, compressed

workweeks and telecommuting.

Among the key benefits of incorporating TDM measures into the daily mix of transportation

services is its ability to extend the capacity of and promote the more efficient use of transportation

systems. The expansion of transportation infrastructure system for vehicular travel, whether in terms

of vehicle moving capability or vehicle storage, is expensive and usually lags behind growth. By

utilizing TDM effectively to complement private vehicle travel, the existing transportation system can

support a higher density of development, which is especially critical in major activity centres.

Discouraging the use of personalized modes by providing efficient public transport systems

and providing park and ride facilities will definitely make people swing towards the PT systems.

The other regulatory changes includes

Park and ride Facilities

Pedestrian Movements Shuttle lots and Shuttle buses

Bicycle lanes Employer transit Subsidies or support programs

Carpools

Ride Sharing Staggered work and School shifts.

14.4. TRAFFIC SAFETY REGULATIONS

ROAD USERS EDUCATION

Special traffic drives are to be planned by the traffic police of Patiala for making the public

aware of the traffic rules. Also the procedure for imposing fines at the spot for defaulters may be

reviewed in view of large backlog of pending traffic offence cases. Periodic road safety public

campaigns including exhibitions, lectures and film shows are also necessary for road user education in

Patiala. The target audience shall include all road users including drivers of public vehicles.

THE ROAD SAFETY PROGRAMS

Road safety program should be aimed principally at road users and serve three main

purposes:

To inform the public of new regulations or changes to the traffic regulation system



100

To influence the attitudes towards road safety

To persuade road users to change their behavior in relation to identified causal factors in

road accidents

BENEFITS

Improves road sense among the users

Better enforcement

TRAINING

In order to enhance the knowledge of engineers, planners and other staff of the municipality

in the field of transportation, it is necessary to conduct training programs in the form of workshops.

The workshops should cover the basics of urban transport planning process, the surveys to be

conducted, forecasting the future traffic etc. in their agenda.

Training and awareness program should be conducted by the Traffic Police at schools,

employment centers and also residential hubs. The training should be focused on adherence to

driving rules and safety during driving (importance of helmets, even for pillion drivers).

BENEFITS

The people working in the field of transportation will get the knowledge of the transportation

needs and methodologies for arriving at the solutions

The knowledge learnt at the workshops will be disseminated to other departmental staff

The public will be exposed to the traffic rules and the importance of the adherence to it.

14.5. PARKING REGULATIONS

Parking is a complex issue that elicits strong and sometimes contradictory reactions from

members of the Patiala Municipal Corporation. While some approach it as a practical problem, closely

tied to their ability to fulfil their job responsibilities, others emphasize the planning, environmental, or

even philosophical dimensions of the parking conundrum. While acknowledging these differences, it is

believed that current parking policies have the unfortunate effect of generating unproductive conflict

and resulting in a significant loss of commuters. The lack of adequate parking can also have a

negative impact on the mission of the City, producing consequences that range from heightened

stress, to reduced opportunities for commuters, even including the occasional missed class. The

Parking Policy Should includes the following.



101

Levy of a high parking fee that truly represents the value of the land occupied should be

used to make public transport comparatively more attractive

Provide park and ride facilities for bicycle users with convenient interchange

Graded scale parking fees should aim to recover the economic cost of land used for

parking and electronic metering should be used widely

State governments should amend building byelaws in all million plus cities so that

adequate parking space is available for users of such buildings

Byelaws should also control carriage way parking in residential areas

Multi-level parking complexes should be a mandatory requirement in city centres that

have high rise commercial complexes and will be given priority under the NURM



102

15. FISCAL MEASURES

15.1. FARE POLICY FOR PUBLIC TRANSPORTATION AND PARKING

Fares or Fare integration in simple can be defined as the actions taken with respect to fare

and fare technology that facilitate movement between vehicles. These vehicles can be of the same or

different modes, and may be operated by a single operator or by different operators. In considering

fare policy, it is necessary to also recognize that if fares are set too low, substantial subsidies are

needed, which must be funded from other taxes on the community. Low fares also encourage

additional demand, which raises the cost of providing services and further increases the need for

subsidies. Complex fare structures and arrangements discourage use of PT. Fares policy needs to

balance the need for cost-recovery, simplicity of understanding, and other government policies such

as with regard to the environment and social equity.

Generally Fare policies would be decided on the passenger demand, cost of construction of

corridor, level of dedicated facility, Economical and Financial rate of returns. Fares policy needs to

balance the need for cost-recovery, simplicity of understanding, and other Government

policies such as with regard to the environment and social equity.

A desirable policy objective for Mumbai, as it is in most cities that seek to provide an

attractive public transport system, should be:

the integration of the ticketing and fare systems of rail, MRT and the bus system; and

the adoption of uniform fares for modes of similar quality.

Figure 15-1: Fare System Parameters



103

Fare policy is a matter that needs to be addressed at the outset, because it affects passenger

demand, design of stations and interchanges, the financial viability of public transport, and the form

and content of operating concessions.

Integrating fares implies standardization of fare structures, definitions of different categories

of users including concession/ discount fares (e.g. student, adult, and seniors/pensioner) and some

standardization of ticket product. Many cities have found such integration too difficult to achieve (e.g.

Hong Kong and London) although they have modern smart card integrated ticketing systems. On the

other hand, cities such as Singapore and Melbourne introduced integrated fares and integrated

ticketing at the same time.

There are different fare levels that guide the fare policy. It may differ with operators to

operator, but the integrated fares with different modes of travel would enable easily, the objective of

Seamless Travel.

Fare levels relating to geographical criteria:

Zonal system: In a zonal system, the network is divided into zones with a flat fare whilst

travelling within each zone. The price to be paid by the passenger will depend on the number

of zones crossed.

Graduated distance based system: In a distance based fare system, the price per km is

usually applied. For rail services, the fare system might enable station to station fares to be

set that are distance dependent. For bus services, the concept of fare stages is used. A fare

stage may be a single bus stop or a group of bus stops (where density of the network is

high). The fare charged then reflects the distance travelled between different fare stages.

The primary pricing basis for taxi services is distance based and it might include some time

based elements as well (e.g. associated with waiting and congestion delay).

Flat fare: Flat fare systems imply that a flat fare is charged for every trip made regardless of

distance travelled, or type of passenger. It may be suitable in situations where a majority of

passengers travel approximately the same distance e.g. shuttle buses to airports from the city

centre.

The regional fare management system must be governed by a single body mutually acceptable to

all participating entities-a regional coordinating body. To a certain extent, each participating

agency must delegate certain responsibilities associated with the development and operation of

the new program to this coordinating party. To be cooperative, all participating agencies will

resolve to rely on the expertise and judgment of a single coordinating entity, often wholly

independent from transit operations.



104

COOPERATIVE ESTABLISHMENT OF POLICIES

Policy coordination may address topics such as fare policy coordination, customer service and

accounting policies and overall technical investment. The regional coordinating body may establish a

Program Policy Coordination Council (PPCC), composed of the general/senior managers of all

participating agencies, as well as supporting government sponsors of the program. Senior

management of neighboring non-transit transportation agencies—such as highway, toll-way, bridge

and tunnel agencies, and aviation agencies—may serve as non-voting participants and advisors to the

PPCC. Some of the proposed functions of PPCC are to:

Lead efforts (coordinated public outreach programs, dedicated public relations,

communicating with elected officials and government bodies) to inform the public of the

benefits of regional fare management system

Lead efforts to address historical legal restrictions that may hamper the effective coordination

of revenue management systems

Serve as the forum through which individual agency’s concerns on the delegation of authority

from individual entities to a consolidated program governing body are addressed

Some of the policies which need coordination among the participating agencies are detailed

out below.

PRICING POLICY

As the geographic service regions of mass transit providers expand and the historic

commutation patterns of riders shift, transit patrons must often use multiple transit agencies to

complete a single through-travel event. The ease of such travel can be hampered by the need to

transact a variety of inconsistent, uncoordinated transactions for the purchase of transit privileges for

a single journey. Inconvenience in payment processes can deter travelers from selecting transit.

In an effort to foster more efficient and convenient transit practices in multi-agency travel

patterns, various forms of cooperative multi-agency systems may be built. These systems may

depend on the pricing policy decided upon by the all the participating agencies.

The coordinating agency should identify and evaluate the goals of the pricing policy before

finalizing the policy itself. These goals may include:

Customer related goals: Increase ridership, maximize social equity, increase ease of use, increase

fare operations, and reduce complexity.

Financial goals: Increase revenue, reduce fare collection costs, reduce fare abuse/ evasion, and

improve revenue control.



105

Institutional goals: Improve modal and regional connectivity, maximize ease of implementation, and

achieve fare box recovery ratio goal or requirement

One of the main aims of the pricing policy is to encourage the use of automated fare systems

in order to achieve the savings or efficiencies expected from such systems. Such encouragement can

be achieved through pricing policies that allow discounting or other financial benefits to be directly

received by the customer. The regional fare management system benefits should be tailored to

encourage repetitive use of the systems. Infrequent patrons may be served through the prepaid sale

of “day passes,” which should be destructively validated for the date of travel by the initial vehicle

operator, or “ten-ride” ticket sets priced to provide discounted access to transit through presentation

of a single ticket for each leg of the journey.

The pricing policy usually reflects the discounting from amounts charged for the purchase of

multiple single-agency instruments under pre–regional fare management system operations.

However, all multi-agency instruments sold under the regional fare management system program are

priced at levels higher than like-kind instruments issued for single agency travel (i.e., a multi-agency

weekly pass will be priced higher than any weekly pass issued by an agency for use on its own

system alone, but will be less than the cost of weekly passes for two separate agencies).

Any patron surcharge applied to legacy fare instruments may be approved by the PPCC. The

surcharge should reflect the regional fare management system pricing or discount policies.

All interagency travel services may be provided solely through the use of prepaid instruments.

All transit agencies maintain a discrete set of practices related to dealings with patrons on

fare issues. Such policy recommendations should be reviewed and approved by the PPCC. Agency

policies on addressing topics such as demands for credit or refunds as a result of fare disputes are

directed by factors such as the historic expectations of the public, the complexities of the fare media,

or pricing models. Employee latitude in dealing with customers is defined uniquely by each agency.

Such issues are of great concern to agencies in developing multi-agency arrangements. Consistent

treatment of passenger comment and concern is essential to maintaining cordial relationships with all

patrons. However, all parties must understand the level and format of deviations from policy, and

acceptable levels of delegation to fellow agencies must be provided to ensure smooth operations.

The convenience and ease of use for patrons of an automated product is a key factor in the

acceptance of the program by the local communities. Design of instruments, as well as processes

employed for the sale and acceptance of the regional instrument, must be sensitive to the patron

experience. The possible sales outlets may include grocery stores, telephone booths, petrol outlets

and ATM centers. Security on the data contained on the card is another important component of

customer comfort with the technology.



106

ACCOUNTING POLICIES

It is essential to clearly define all pertinent accounting rules prior to commencing service. All

participants must be comfortable with their risk position in areas such as revenue recovery levels,

security of revenue and data, and impacts on internal accounting systems and reporting

requirements. Clearinghouse functions or acceptance of retained independence of revenue handling

tasks can be tailored to address all expressed concerns.

The coordinating agency should provide all regional fare management system accounting

services. All interagency transactions may be subjected to continuous audit and analysis by jointly

selected third-party oversight entities selected by the regional fare group, such as major local

accounting firms. All accounting results may also be subject to periodic audit and review by a third-

party, independent entity. The results of the periodic reviews may be disseminated to all participating

agencies.

The smaller agencies are enticed into participation with regional multi-agency consortiums by

assumption of development costs and certain operating revenue risks by a larger agency or an

independent governmental unit.

POLICIES ON PROGRAM OPERATING REVENUE

Policies on Program Operating Revenue could include policy statements such as:

All revenue collected through patron sales of the multi-agency instruments may be retained

by the selling agency

All revenue collected through collection of legacy instrument surcharges may be retained by

the selling agency

All multi-agency instrument sales and legacy instrument surcharges may be reported to the

coordinating agency on a daily basis

The value of funds collected may be used to compute credits or payment obligations between

the participating agency and the coordinating agency for recovery of program costs and

hence may be used to determine the financial impact of regionalization.

The value of funds earned by all participating agencies through multi-agency transactions

may be computed by the coordinating agency and the level of contribution toward program

costs to be provided by each agency may also be computed through application of respective

program revenue generation.



107

POLICIES ON PROGRAM OPERATING COSTS

During the initial phase of regional fare management system operation, each agency should

bear responsibility for its own internal cost exposures. Costs associated with modifying fare media,

training field personnel, and administering the sale and collection of revenue instruments should be

incorporated into the core operating budgets of the entities. Such costs should be relatively minor

adjustments to historical operating cost levels in light of the minimal changes to normal practices

required by the introductory system.

Initial phase program operation costs will also include items such as joint program marketing

and clearinghouse functions. Such program costs will be expended by the coordinating agency.

Recovery of these program expenses from participating agencies may be shared on a proportional

basis. The contribution level of each agency will be assessed relative to the respective level of patron

participation as measured by rider-ship statistics, fare media sales transactions, or route miles

operated.

During the later phases, operating costs associated with larger, more intricate regional fare

management system programs may be significantly greater for each participating agency. These costs

may include the need to maintain new technologies and address patron issues with new forms of

revenue transaction or integration with commercial enterprises and participating entities. As the

regional fare management system program expands into more sophisticated technologies and

procedures, the PPCC may develop equitable models for determining the contributions from each

participating agency. Although the majority of operating costs will be incurred by the coordinating

agency, each participant will incur direct costs associated with increased sales, equipment

maintenance, additional transportation service levels to serve the patron of regional fare management

program, training of sales and vehicle operating personnel and interaction with third-party patrons or

specialized marketing efforts.

Only cost factors that reflect a 10% increase above historical levels of expense should be

reported as regional fare management system–related costs. Costs that are related solely to

execution of regional fare management system activities may be reported, as well.

ONBOARD OPERATION POLICIES

Multi-agency fare systems should be sensitive to field conditions, providing simplistic

transaction formats for the benefit of the patrons and field personnel. Failure to account for the

environment in which the actual transaction event occurs can result in an unfavorable fare climate,

which is counterproductive to the goal of attracting riders. Overly complicated fare tables, instrument

formats, and onboard collection decisions can create an untenable position for field personnel.



108

Vehicle operators may not be required to execute sale or surcharge transactions while

operating a service route. Operator duties related to regional fare management system activities may

be limited to confirming the adequacy of presented fare instruments for the travel service to be

provided. Conflicts with patrons may not be permitted to impact safe vehicle operation or service

schedules. Each agency’s existing operating practices on dealing with patron conflicts will be applied

in cases of regional fare management system–related patron conflicts. Accordingly, multi-agency fare

structures should minimize the need for cross-agency knowledge of zones, time restrictions, fare

tables, or routes. Automated fare collection systems used to support multi-agency systems should be

self-reliant, not requiring interaction with the vehicle operator.

All patron conflict events related to regional fare management system actions and procedures

may be reported by the agencies to the coordinating and the regional fare group. Conflict trends may

be assessed on a quarterly basis by the regional fare group in concert with the PPCC and may result

in modification of policies and practices as deemed appropriate.

TECHNOLOGY POLICIES

Actions or projects under consideration by any participating agency that impact revenue

instrument sales or collection equipment should be communicated to the PPCC. The PPCC shall review

the conformity of such actions to program plans and procedures of the regional fare management

system. Replacement, modification, or augmentation of sales equipment, sales outlets, collection

equipment, or fare management systems must be consistent with the overall plans and directions of

the regional fare management system program in order to ensure maintenance of a fully integrated,

coordinated program of regional fare management.

FARE POLICY AMENDMENT POLICIES

Plans under consideration by any participating agency for the modification of fare tables, fare

media, or customer service should be communicated to the PPCC. Such plans should be fully

assessed to determine the impact on regional fare management system activities, policies,

procedures, and technologies. The coordinating agency, should work closely with the agency

considering the change in order to ensure that all impacts on other participants are fully assessed and

addressed.

The impact on individual agency fare policies or media may (1) generate direct effects on the

regional fare management system financial models or design of multi-agency fare instruments or (2)

necessitate retraining or retooling at other agencies. The individual agency may be required to

reimburse the regional fare management system or other participating agencies for costs directly



109

related to maintaining interoperability with the agency’s changed fare practices. Alternatively, the

agency may be removed from the regional fare management system program.

CAPITAL FUNDING SOURCES

Capital financing requirements for an introductory regional fare management system should

be minimal if efforts are focused on mutual acceptance of existing protocols by all participating

agencies. Capital investment would be limited to those costs associated with planning and design of

revenue modeling, accounting systems, and audit functions associated with managing agreed-upon

revenue apportionment and cost allocations. Some additional costs may be associated with creating

distinctive fare media designs for the new regional fare tables, as well as program market analysis

and sales communications.

Those systems attempting to apply legacy magnetic stripe instruments during the initial

phase of regionalism may incur capital costs associated with designing code and revising acceptance

hardware to allow acceptance of all forms of instrument. Likewise, some expenditure will be required

to produce appropriate reporting capabilities from the acceptance systems to allow for the accurate

clearinghouse analyses needed to reconcile instrument sales to usage points.

As the program eventually proceeds toward development of integrated fare management

technologies for use by the regional program, capital costs will become dramatically greater as efforts

extend into engineering, acquiring, installing, and implementing the requisite technologies, programs,

and entities required to support such an effort.

Capital financing for the regional fare management system may be generated from the

following sources:

The PPCC will coordinate efforts to generate contributions from all participating agencies.

Agencies will be asked to contribute a portion of required funding at levels comparable to

their relative share of affected rider ship. Contributions of equipment, staff time, and

professional services will be computed as components of each agency’s overall contribution to

the effort

The PPCC will also serve as coordinator of efforts to obtain capital financing from central and

state entities responsible for providing capital grant funding for programs of this nature. Local

governmental grant support should be attracted and managed through action by each

participating agency respectively

As regionalization attracts transit patrons from a wider span of operations, local chambers of

commerce or major attractions (such as convention centers, sports arenas, or theme parks



110

receiving visitors through the service expansion) may also be enticed to contribute to the

overall capital campaign.

As the regional fare management system eventually expands into broader commercial

applications, private funding sources may be achievable, as well. Investment in certain fare

technologies that allow “off-line” transaction processing, such as “smart cards” or “blue

tooth” approaches, may allow the agencies to open the instruments for use at local

commercial establishments. Vendor participation in the program would require a contribution

to the overall program capital requirements.

COMPREHENSIVE BUSINESS PLANNING

A thorough plan for implementing regional fare structures is essential to the success of the

program. Addressing topics related to the respective customer service needs of the region allows all

participating agencies to maintain desired service quality levels while delivering improved convenience

to their mutual patrons. Clear definition of actions and responsibilities for sales, refunds, and

reconciliation processes prior to system implementation minimizes confusion to patrons and concern

among participating agencies. Complete business planning will also address all prospective

investments required to produce a reliable, technologically versatile system. The appropriate volume

of computing and marketing resources to be directed toward the effort must be accurately

established. All program members must be resolved to contribute a reasonably defined level of

financial support, consistent with the respective level of gains to be experienced from the effort. The

appropriate plan for resource allocation must be defined in a manner supported by all participants at

the outset of the program to avoid differences or difficulties during the implementation or operating

phases.

PROGRAM OPERATIONS

Interagency program operations will be managed by the program operating agency (POA).

The POA will be designated by the PPCC and will most likely be the largest participating agency. The

POA will execute defined procurements, fare media production, distribution of fare media, cash

management, and all clearinghouse and reconciliation functions. The POA will perform all necessary

data collection and accounting functions for the program.

The agencies must agree upon a single formula of operating protocols for the consistent

handling of revenue issues and transactions. While each agency may maintain its legacy program of

fare management, policies, and procedures in the early stages of a regional fare management system

program, efforts to define consolidated operation processes must begin at the earliest phases of

cooperation.



111

As the program progresses, all members of the regional fare management system should

implement consistent fare policies, fare tariffs, and fare technologies simultaneously in order to

maximize the benefits to all affected parties. By proving the benefits of regionalism through early

implementation of a simplistic partnership, public support and internal support from all agencies for

complete program integration can be fostered.

A major factor to be resolved prior to commencing multi-agency operations is clarification of

reconciliation and clearinghouse functions by the participating agencies. In several instances, allowing

each agency to retain proceeds from its own sales of joint instruments or fare box collections has

circumvented the issue. In other instances, the agencies have agreed to formulas that provide a

means to settle sales receipts to collections through a periodic assessment of rider ship levels and

average fare levels. Failure to clearly define revenue reconciliation processes prior to system

implementation can cause serious financial difficulties in maintaining the effort.

15.2. SUBSIDY POLICY FOR PUBLIC TRANSPORT OPERATORS

The long-term viability of public transport operations is crucial for protection against air

quality degradation. The ability of public transport operators to provide continuous, high-quality

service is necessary to keep the public from shifting to private transport or para-transit modes.

Consequently, policies to address various social and environmental aspects of the transport system

need to ensure the operator’s ability to provide levels of service that maintain and, if possible, expand

public transport mode shares.

The two areas of particular concern are

(i) subsidies for public transport, often provided to keep fares affordable for low-income groups and

(ii) mandates on technology choices, which are often justified on environmental grounds.

Subsidies aimed at reducing air pollution from public transport should be based in part on an

analysis of the relative net benefits that can be achieved. They may be warranted where they either

support vehicle and emissions technology upgrading, and/or maintenance standards. Technology

upgrading could also include alternative fuel use such as compressed natural gas, liquified petroleum

gas and others. The case for subsidies is strongest where there are poor or nonexistent regulations

regarding maintenance to reduce tailpipe emissions. Such subsidies should be explicit, and designed

taking into account the method of franchising and regulating public transport services. Stringent

regulations and standards for vehicle maintenance and repair, and fleet quality and service levels

should be specified and enforced as part of the franchise. Subsidies for public transport are often

provided for social reasons, such as to reduce transport costs for people with low incomes. However,

experience suggests that providing this subsidy by mandating artificially low fares for the public

transport operator —that is, requiring the operator to provide the subsidy—can lead to an



112

unsustainable cycle of deferred maintenance, declining service, loss of ridership, and ultimately,

modal shifts away from public transport even among the urban poor. Consequently, while public

transport subsidies may be an important public policy objective, the actual way they are delivered can

have important impacts on air quality. Targeted subsidies— for example, government or employer-

provided vouchers to public transport riders that are reimbursable by the public transport operator—

may be a more effective way of accomplishing the subsidy goal without inducing a degradation in

service, maintenance, or air quality. Experience also suggests that transfers or payments directly to

the public transport operator can also become internalized into the operator’s wage structure and

operating costs, providing benefit not to the urban poor, but rather to the often middle-class workers

of the public transport operator. Such subsidies (i.e. to keep fares low) could also be aimed at

attracting car drivers and so reduce pollution from transport. Because car drivers tend not to be

sensitive to the price of bus fares, subsidies for this purpose tend not to be cost-effective. Motorists

are more likely to switch to public transport where its speed and quality is greatly increased (e.g.,

express buses and air-conditioned buses). Since premium bus services would usually command a

higher fare they would not normally require a subsidy, however, high-quality rail services that have

higher fixed costs than buses may still need to be subsidized.

Mandates to public transport operators to use a particular

Technology—or even to meet particular emissions criteria without a specification of

technology—may also burden their operations, particularly if their finances are marginal to

begin with.

Having very clean buses may be a laudable goal, but they will have little impact or even

exacerbate urban air quality if the operator must cut service (or not expand as rapidly as

needed to meet growing demand) in order to meet the standards. Consequently, any analysis

of technology options must include a service-level and demand-side component in order to

fully understand the air quality implications.

15.3. TAXATION ON PRIVATE VEHICLES AND PUBLIC TRANSPORT VEHICLES

Private vehicles, including cars and motorcycles, should pay their full external costs. However,

in some Asian countries, motorcycle and car ownership is seen as desirable and to be promoted at all

cost. Coupled with this perception is the common view that development and support of the

automobile and motorcycle manufacturing industry is good for a country’s economic development. For

these reasons, policymakers often implement policies that artificially lower the cost of vehicle

ownership through very low or non-existent first time and subsequent registration taxes. They may

also apply relatively low sales taxes to these vehicles (compared to other goods) and adopt policies

that permit motorists to avoid maintaining their vehicles to roadworthiness standards and reduce

emissions to desirable levels. Such policies can lead to excessive demand for private transport modes,



113

with consequent external impacts and the erosion of the public transport’s viability. Setting prices so

that motorists perceive the marginal social costs of their travel decisions is desirable in order to

mitigate private vehicle use, but this is often not acceptable.

Fuel taxes are a simple and practical instrument which may sometimes achieve some

moderation in vehicle travel demand. Fuel taxes cannot address the time and location dimensions of

congestion. To date, the main purpose of fuel taxation has been to raise general revenue; however,

for an environmental purpose there is a valid case to tax both gasoline and diesel fuel use. Policies on

fuel taxation need to be evaluated carefully to avoid the possible adverse effects of inter-fuel

substitution, and misuse and adulteration of fuels. In many countries, transport taxes and charges are

used as general revenue in part because their tax base is underdeveloped. There is a case for the

creation of a special fund—one that uses earmarked revenues raised through levied taxes and

charges to support clearly-defined environmental objectives. These funds can be designed so as not

to affect normal revenue-raising. Experience from several countries shows that increased levies,

where directly and visibly linked to specific improvements, are acceptable to the public at large, It

appears appropriate that the administration of these special funds should be decentralized

15.4. POTENTIAL FOR ROAD CONGESTION CHARGING

Comprehensive pricing to manage transport demand is feasible, but has been implemented in

only a few cities, such as in Singapore since 1975, and more recently in Hong Kong, China, where the

feasibility of ERP was investigated thoroughly from 1997 to 2001. While some cities outside Asia, such

as London, are considering the implementation of road pricing, very few Asian cities are expected to

assess this instrument over the next decade due to difficulties in securing the high level of community

support it requires. The purpose of a road tax is mainly to raise revenue, while that of transport

pricing is to influence the location and time of demand; these purposes are often confused by the

public and politicians throughout Asia. As a result, the implementation of transport pricing measures

usually faces stiff opposition. But in the cities Like Patiala with only few major roads and other

National Highways in City limits, the congestion pricing is not feasible.



114

16. MOBILITY IMPROVEMENT MEASURES AND NUTP OBJECTIVES

16.1. INTRODUCTION

National Urban Transport Policy (NUTP), 2006 envisages setting up of Unified Metropolitan

Transport Authority (UMTA) in all million plus cities, to facilitate coordinated planning and

implementation of urban transport programmes and projects and an integrated management of the

urban transport systems, as the current structure of governance for the transport sector is not

equipped to deal with the problems of urban transport and also the Comprehensive Transportation

Study urges the need of the strong Institutional Frame work for the implementation of its

recommendations. The objectives of the NUTP are:

Incorporating urban transportation as an important parameter at the urban planning stage

rather than being a consequential requirement

Encouraging integrated land use and transport planning in all cities so that travel distances

are minimized and access to livelihoods, education, and other social needs, especially for the

marginal segments of the urban population is improved

Improving access of business to markets and the various factors of production

Bringing about a more equitable allocation of road space with people, rather than vehicles,

as its main focus

Encourage greater use of public transport and non-motorized modes by offering Central

financial assistance for this purpose

Enabling the establishment of quality focused multi-modal public transport systems that are

well integrated, providing seamless travel across modes

Establishing effective regulatory and enforcement mechanisms that allow a level playing field

for all operators of transport services and enhanced safety for the transport system users

Establishing institutional mechanisms for enhanced coordination in the planning and

management of transport systems

Introducing Intelligent Transport Systems for traffic management

Addressing concerns of road safety and trauma response • Reducing pollution levels through

changes in traveling practices, better enforcement, stricter norms, technological

improvements, etc.



115

Building capacity (institutional and manpower) to plan for sustainable urban transport and

establishing knowledge management system that would service the needs of all urban

transport professionals, such as planners, researchers, teachers, students, etc

Promoting the use of cleaner technologies

Raising finances, through innovative mechanisms that tap land as a resource, for investments

in urban transport infrastructure

Associating the private sector in activities where their strengths can be beneficially tapped

Taking up pilot projects that demonstrate the potential of possible best practices in

sustainable urban transport.

16.2. SUMMARY OF NUTP OBJECTIVES AND THE PROPOSED MEASURES

The suggested Improvement measures were planned in order to meet the objectives of the

National Urban Transport Policy (NUTP). The objectives were mentioned above.

Table 16-1: Proposed measures to achieve NUTP Objectives

Sl.No NUTP Objective Proposed Measure

1. Integrated Land use and transport Planning

The people can walk to work with the proposed Urban growth and transport development scenarios. The development of Outer ring

road and radials will enforce the land pockets and the institutional

development can take place and thus the residential colonies will develop abutting the Work Places.

2. Equitable allocation of

Road Space

The Proposed Cross Section represents the exact objective of

National urban Transport policy. Rather than moving vehicles, movement of people can be attained through the equitable

allocation. Provision of NMT lanes and pedestrian walkways is the proposed measure for achieving the same.

3. Encourage Public

Transport

Almost 180 Kms of Public Transport is Proposed on all the major

corridors.

4. Multimodal Integration For the horizon years, mass transit options like Monorail and BRTS

has been given and also the development of Multi-modal corridor

as Outer ring road will fetch a lot in ensuring seamless travel.

5. Institutional

Arrangement

A three tier institutional set-up is proposed for smooth

coordination and operations of the proposed projects. Unified Metropolitan Transport Authority is suggested to manage the

lacuna of Multiplicity of agencies.

6. Capacity Building An exclusive traffic and transportation cell is suggested in all the Municipal Corporations for time to time monitoring and planning of

projects.

7. Promoting Use of Cleaner technologies.

The advance technologies for the Mass transit options and the Integrated ticketing systems is suggested for smooth functioning

and to withhold the robust usage.



116

17. SOCIAL AND ENVIRONMENTAL CONDITIONS

Several traffic and transport proposals with more emphasis to Public Transport schemes that

are proposed in this study which when implemented have positive impact on the environment. The

elements of emissions from vehicles such as Carbon-mono-oxide, Hydrocarbons and Particulate

matter have significantly reduced during the year 2030 as indicated.

The impact of the proposed projects from the social angle is analyzed at a broader

perspective. It is found that most of the projects have significantly less impact with respect to

Rehabilitation and Resettlement. Land acquisition for some of the projects is inevitable. The proposed

projects that significantly improve mobility with reduced travel time.

Figure 17-1: Social and Environmental Impacts of Proposed Projects

Project

Right of way / Land

Acquisition

Requirement of Rehabilitation

& Resettlement

Improve

Mobility

Reduction in Travel Time

Bus Fleet Augmentation No No Yes Yes

BRTS No No Yes Yes

Intermodal Stations Yes Yes Yes NA

Monorail Yes Yes Yes Yes

Bus Terminals Yes Yes Yes NA

Bus Shelters & Bus bays Yes Yes Yes Yes

Grade separators & ROBs Yes Yes Yes Yes

Rd Widening – 4laning Yes Yes Yes Yes

Rd Widening – 6laning Yes Yes Yes Yes

New Roads (4 lane) Yes Yes Yes Yes

Ring Road Yes No Yes Yes

Bike lane yes No Yes Yes

Foot Path cum drains No No Yes NA

Pedestrian FoB/Subway No No Yes NA

Major Junction Improvements No No Yes Yes

Area Traffic Control No No Yes Yes

Signages and Road Markings No No Yes Yes

Core Area Plans No No Yes Yes

Off-Street Parking Yes Yes Yes NA

Truck Terminal Yes Yes Yes NA



117

18. IMPLEMENTATION PROGRAMS

18.1. LIST OF MOBILITY IMPROVEMENT PROJECTS AND MEASURES

The mobility plan elements discussed in the previous sections were considered in the

estimation of block cost estimate for implementing the elements in the future. Summary of the costs

including the phasing of investments is presented in Table. The rates are assumed based on

consultants experience on similar studies in the past. The approximate capital cost for implementing

the mobility plan is approximately Rs. 5315 Crores over the next 20 years. Major share of the

investment is for developing public/mass transport systems.

To meet the transport needs of the future, investment requirements will increase to levels

three to four times higher in real terms from the present levels. The financing of this 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. In a maze of subsidies and social service obligations public sector

transport has lost the importance of commercial operations. Urban transport Policy of the Ministry of

Urban development clearly indicates the areas and levels of possible government support in planning

to implementation of urban transport components. There are certain areas of urban transport

components that different stakeholders can participate so that the required funding and

responsibilities can be shared with suitable coordination and regulation mechanism.

Figure 18-1: List of Mobility Improvement Projects

Schemes/Projects Details Unit Quantity

Bus shelters & Bus bays

The bus shelters are planned to provide 0.5 km

spacing in commercial areas and 1-2 km spacing in

other areas.

Nos 160

Inner & Outer Ring

Road (same as part

of New Links proposed)

Proposal for development of 59 km of Outer Ring

road. The project involves development of 60-90 m

wide corridor, with expressway, service roads and a Mass rapid transit route especially BRTS/Monorail.

kms 59

Foot path cum drain Proposed Mobility Corridors and other significant

roads of LPA kms 89



118

Schemes/Projects Details Unit Quantity

Flyovers /

Underpasses / ROBs

1. inner bye-pass near D.C.W.

2. On outer ring road connecting Rajpura road

with Sirhind road on Rajpura railway line. 3. On outer ring road connecting Sangrur road

with Nabha road on Dhuri railway line. 4. On new link connecting Sirhind road with

Rajpura road along Chotti nadi by using

bandh parallel to nadi. 5. RUP between Urban Estate Phase-I and II

6. RUP in front of new bus stand and S.S.T

Nagar.

7. Dukhniwaran Sahib Flyover

8. Leading arm to Bus Stand

nos 8

Foot Over Bridges & Skywalk

Dukhniwaran Sahib Mandir, Kalika Mandir, At Bahadurgarh chowk, In front of Punjabi University and

pedestrian push button arrangement for entry to Birji

cremation ground road

nos 5

Off-street Parking

sites

Bahera Road, Improvement Trust land, Jaurian

Bhatian Road, Leela Bhavan market, city centre, Choti Bharadhari

nos 6

Road widening (2 to 4

lane& 4 to 6 lane)

Road widening Proposed under this study which

includes those proposed in Master Plan kms

Area Traffic Control Inner City area LS

Bus Terminal ISBT 1 nos 1

BRTS

Line 1: Chamarheri-Bus Stand- Kalyan Line 2: Hardaspur-FCI-Ranbirpura

Line 3: Sidhuwal- Bus Stand- Kula Mazra Line 4: Outer Ring road

Mini Bus-1 : Seuna-Mohindra college-Sanaur

Mini Bus- 2 : Jhill- Urban Estate –Modi College- Jhill

kms 150

Bike Lane All mobility corridors and some areas inside core city. kms 89

18.2. SELECTION OF PRIORITY PROJECTS/MEASURES

The investment is phased into two periods as shown in Table, such as 2010- 2020 and

2020-2030. About 75 percent of the investments as per the CMP are aimed at improving the public

transit system in the PDA area. The first period (2010- 2020) basically focuses on public transit

system enhancements including bus terminals, traffic management measures, including some

pedestrian grade separated crossings etc, along with development of mobility corridors.

All traffic management measures are taken up during this phase. The second phase seeks

continued improvements in the mass public system enhancements, bus augmentation, additional

mass transit system enhancements and road capacity augmentation continue, along with construction

of ring roads.



119

Table 18-1: Phasing of projects

Phases Rs. In Crores % BRTS

Portion Phase 1 (2010-2020) 1633 50.2% 69.8 % (1140)

Phase 2 (2020- 2030) 1622.5

49.8% 40.7 % (660 )

Total 3255.5 100%

PHASING PLAN (2010-2020)

The break-up of costs for 2010 – 2020 are shown in Table below Priority should be given to

the following investments.

Traffic management along with core area plans that are focused on non-motorized traffic

and pedestrians.

Construction and improvement of footpaths, pedestrian crossings for safe flow of

pedestrian traffic, and accessibility to transit corridors.

Junction improvements to encourage flow of traffic and reduce conflict, thereby taking

into account safety and also minimizing emission (due to congestion).

Public transit augmentation and improvement. Implementation of high capacity mass

transport options for 100 km of road sections this also would include Route

Rationalization Study, feeder services, bus shelter and bus bays, high density bus corridor

etc. BRTS services should be made operational. This would help in enhancing the transit

share, and reduce dependence on private vehicles.

Parking Management Plans along with construction of some parking plazas is important

at this stage and will complement the core area plans and pedestriansation efforts of

some areas.

As automobile ownership and usage levels would not reduce overnight, selected

junctions with significant anticipated congestion problems are identified for flyovers until

capital intensive public transportation schemes are in place.

Figure 18-2: Break-up of Block Cost Estimates (2010-2020)

No Schemes/Projects Unit Quantity Rate COST

1. Bus shelters & Bus bays Nos 110 0.15 16.5

2. Traffic Management Measures- one way schemes LS 1

5

3. Flyovers/Underpassess/ROBs nos 5 20 100

4. Foot Over Bridges & Skywalk nos 5 2 10

5. Off-street Parking sites nos 5 4 20

6. Augmentation of Bus fleet nos 400 0.5 200

7. Improvements of Road Sections kms 89 1.5 133.5

8. Area Traffic Control LS 1

5

9. Bus Terminal nos 1 3 3

10. BRTS kms 95 12 1140

Total (INR Crores) 1633



120

PHASING PLAN (2020-2030)

The break-up of costs for 2020 – 2030 are shown in Table Priority should be given to the

following investments.

Public transit augmentation and improvement should continue, along with focus on mass

transit options on the mobility corridors feeder services, bus shelter and bus bays, etc. Focus

should be on high dense bus corridor and mass transit options (Monorail/BRTS). This would

help in enhancing the transit share, and reduce dependence on private vehicles.

Focus in this phase should include building up of bus terminals, and also intermodal stations,

as needed, along the mobility corridors; this would encourage public transit usage, and

increase the public transit share.

Up gradation of the roadway system to mobility corridor standards should also be a priority

during this phase.

Focus on construction and improvement of footpaths along with Grade separated pedestrian

crossings should continue for safe flow of pedestrian traffic, and accessibility to transit

corridors.

Missing link roads and new roads that enhance mobility in the PDA area also should be given

priority in this phase.

There is a need to rigorously evaluate all the above proposals and complete a thorough

evaluation of other technological alternatives (Alternate Analysis), especially for transit system choice.

Project Profile Sheets of the projects proposed are included in the Annexure 6 of the CMP.

Figure 18-3: Break-up of Block Cost Estimates (2020-2031)

No Schemes/Projects Unit Quantity Rate COST

1. Bus shelters & Bus bays Nos 50 0.15 7.5

2. Traffic Management Measures- one way schemes LS 0

3. Flyovers/Underpassess/ROBs nos 2 20.0 40

4. Foot Over Bridges & Skywalk nos 0 2.0 0

5. Off-street Parking sites nos 0 4.0 0

6. Augmentation of Bus fleet nos 400 0.5 200

7. Outer ring road kms 59 5.0 295

8. New Links & Road along Nalla that includes Ring Roads

kms 70 6.0 420

9. Area Traffic Control LS 0

10. Bus Terminal nos 0 3.0 0

11. BRTS kms 55 12.0 660

Total (INR Crores) 1622.5

18.3. IMPLEMENTATION AGENCIES

As proposed in the institutional arrangements UMTA has to be set-up for implementation of

these projects headed by Patiala Development authority. As PDA would have more financing options

and an exclusive transportation planning department, it should take the initiatives for the detailed

study of the mass transit corridors and their implementation.



121

18.4. FINANCING OPTIONS

The infrastructure finance market in India is largely characterized with inadequate flow of

long-term funds despite a large and diversified financial sector. The tenor of available funds from the

domestic market is typically 10 years or less with a 2–3 year re-set clause, effectively making such

funding short-term. This typically leads to front-loading of tariffs during the initial years of the project

cycle which adversely affects affordability of the services for the low income end-users. Since user

tariffs are required to provide for debt repayments, return on equity, and depreciation costs, tariff

affordability depends on amortizing debt through smaller repayments over a longer period of time. In

the absence of long-term fixed rate financing, stability of cash flows are difficult to achieve.

Some of the financing options for the infrastructure development are

Public Private Partnership

Increase in Floor Space Index (FSI) within one km radius of Mass transit Corridors

Development of Growth centres

Land Bank

Betterment Charges etc.,

Evaluation of these options can make the project viable and can give boast for the initial investment of many projects.

PUBLIC PRIVATE PARTNERSHIP

Recognizing the significance of the role of private sector in infrastructure development, the

Government has placed PSP and PPPs at the center of its infrastructure development strategy. The

Government’s framework and measures for promoting PPPs draw on international experience with

appropriate adaptations to the Indian context include the following.

Establishing a PPP cell in the Department of Economic Affairs (DEA) in the Authority

Institutionalizing PPP Cells in selected states and central line ministries for identifying and

developing potential PPP opportunities, developing PPP projects, and bringing them to market

for financial closure.

Establishing Punjab Infrastructure Project Development Fund for financing PPP project

preparation activities such as conduct of feasibility studies.

Establishing the IIFCL, the executing agency (EA) for the proposed Facility, for facilitating

access to long-term funds for infrastructure development.

Launching the Viability Gap Fund with annual allocation.



122

19. RESOURCES MOBILIZATION

Most of the cities in India have been facing transport problems for over last few decades,

affecting the mobility of people and economic growth of urban areas. These problems are due to

prevailing imbalance in modal split; inadequate transport infrastructure and its sub-optimal use; no

integration between land-use and transport planning; and no improvement or little improvement in

city bus service, which encourage a shift to personalised modes. In view of this, the Government of

India approved the National Urban Transport Policy (NUTP) in April, 2006. The policy primarily

focuses on the mobility of people not the mobility of vehicles. This requires the public transportation

system to be more attractive to use. The challenge for improved public transport is to provide good

quality service at an affordable price. All the million plus cities needs one or the other forms of public

transport systems or combination depending on the size of the city/ region to contain the traffic

congestion, reduce the pollution levels, providing affordable, safe and secure transport facilities. It is

important to evaluate public transport technologies in the context of city characteristics. The public

transport options vary between low cost buses to high cost rail metros. Moreover the shape of a city

is very important for selecting the appropriate mode of transport and capacity building is a very

important factor in introducing and implementing public transport system.

Funding urban transport infrastructure is a challenge in all cities. This challenge exists

because city governments’ limited ability relative to the regional/ state/ central government levels to

raise revenue and the ever increasing demands they face to meet year on year exceeding their

funding capacity. As a result, allocating sustained funding for long term capital projects is difficult to

maintain in the face of pressing short term demands for the essential service like housing, solid waste

management, water supply, sewerage, drainage etc.

Resources are prime important for implementation of any project in urban areas. Lack of

funds is limiting the Urban Local Bodies (ULB) to implement infrastructure improvement projects,

Urban Transport is no exception.

Urban Local Bodies (ULBs) in Punjab are well-off in terms of resources compared to other

ULBs in India. However, due to lack of systematic approach to address the infrastructure issues,

Urban Transport remain unattended due to its low priority over the other basic infrastructure

requirements like housing, water supply, drainage, solid waste management, street lighting etc.

The present Comprehensive mobility plans are aimed at attending these issues in a

sequential, systematic manner developing vision for the city and prioritizing the projects to meet the

demand in the future for short term (upto 5 years), medium term (5 to 10 years) and long term (over

10 years). In order to provide congestion free traffic movement through planning projects for

implementation predicting the probable problems at these timelines based on the demand estimated

at those timelines.



123

Urban transport has been a neglected area both in terms of policy planning and

implementation in India. With advent of JnNURM, it had gained prime importance through allocation

of funds for implementation of project in this area. Urban transport projects generate multiple

benefits ranging from pure private good to public good. The beneficiaries for each category are also

different. Public institutions need to develop innovative instruments that capture value from indirect

and proximity beneficiaries so that urban transportation projects do not excessively rely on real-estate

development for financing. The specific type of instrument would vary depending upon the demand

for commercial real estate, existing density, availability of complementary instruments, and

administrative efficiency of ULBs.

The revenues generated from such instruments should be ring-fenced into a separate urban

transport fund. Finally, formation of Unified Metropolitan Transport Authorities would help in

realigning the institutional structure to address urban transport related issues in an integrated

manner.

Identifying the difficulties in resource mobilization for Urban Transport Projects, National

Urban Transport Policy (NUTP) has envisages the idea of Innovative financing mechanisms using land

as a resource.

FUNDS FROM STATE/ CENTRAL GOVERNMENT

Intergovernmental transfers from the state and central government are expected to play a

major role in funding infrastructure based largely on the schemes of:

Viability Gap Funding (VGF): It is a capital grant from the central government providing

funding assistance to projects under Public-Private Partnership (PPP) which are otherwise not

feasible. The VGF is always equivalent to lowest bid for capital subsidy but is restricted to the

maximum of 20% of total project cost1. If the sponsoring body- ministry/state government/statutory

body- provide any other assistance, it can be further extended up to maximum of 40% of the cost of

the project.

Jawaharlal Nehru Urban Renewal Mission (JNNURM): It is a scheme for bringing

improvement in urban infrastructure and urban governance. It provides financial assistance in the

form of grants to ULBs and parastatal state agencies such as Development Authorities of cities for

implementation of projects. For cities with four million plus population if ULB or parastatal body can

raise 50% and state government is ready to share 15% of the project cost, central government can

fund 35% of the cost as grant2. These grants can be utilized for following three purposes:

1 Scheme and Guidelines for Financial Support to Public Private Partnership, 2008; Department of Economic Affairs, Ministry of Finance, Government of India 2 Modified Guidelines for Projects of Jawaharlal Nehru National Urban Renewal Mission on Urban Infrastructure and Governance; September 2006; Ministry of Urban Development Government of India



124

i) Attracting more resources: to leverage additional resources which could be utilised for capital or O&M investment in a project

ii) Bridging the commercial viability gap: for enhancing commercial viability of a project iii) Ensuring bankability of projects: To fund credit enhancement mechanisms such as

establishing liquidity support mechanisms, up-front debt-service reserve facility, deep

discount bonds, contingent liability support and equity support. Its aim is to help projects meet the needs of funds during variations in cash-flow and enhance bankability of a project.

However, the formula for 35% grants from central government need not apply to urban

transport projects. The level and nature (loan and/or equity) of central assistance for urban transport

projects may be fixed by Cabinet Committee on Economic Affairs (CCEA) while deciding on the

project. Moreover, no commitments have been secured under these schemes for any sum of money

at this stage. This is understandable given the large amount involved and the extended period over

which the money is required. Because there is no formal commitment there remains a degree of

uncertainty as to whether the senior governments will be in a position to fund almost INR 60,000

Crores (22% share) over the next ten years.

The VGF component is linked to private investment. If the target for private investment is not

attained, VGF will also be affected.

It is anticipated that given the importance of the Punjab economy to the Indian economy and

in view of potential development, the Government of India support would be forth coming.

LAND AS RESOURCES

Urban infrastructure demands are huge and a few sources alone would obviously not suffice.

Local authorities, therefore, must access, wherever possible, the vast resources available in the

private financial market. This may itself trigger a series of fundamental reforms within municipalities

that would make them attractive investment propositions. In cases where smaller and financially

weak municipal bodies find it difficult to draw the market attention, financial intermediaries that can

provide venture capital to local authorities would be a welcome step. These intermediaries are

eminently positioned to mix funds borrowed from the market by leveraging the budgetary resources

as seed capital or equity, and passing them on as a mix of grants and loans to the smaller

municipalities for infrastructure projects.

FLOOR SPACE INDEX (FSI)

Large cities, where land has gained in value substantially, can use mechanisms like Floor

Space Index (FSI) and Transfer of Development Rights (TDR) to raise resources. The Floor Space

Index stands for the ratio of the total area of a plot of land to the total built up area permissible on all

floors. Thus if in a particular suburb if the designated FSI is 1, it means that on a plot of 1000 square

metres, the owner could construct a total of 1000 square metres. The regulations here could stipulate



125

that a certain level of FSI might normally be available, and excess FSI could be purchased at a

premium from the FSI bank created by the municipal body.

Evidently, there would have to be a cap on such use of FSI bearing in mind the ability of the

city to absorb additional construction and provide for city infrastructure. The price or level of the FSI

could be determined by auction rather than on a pre-fixed price. This would curb speculation on the

FSI and would limit its release only when really required for projects.

TRANSFER OF DEVELOPMENT RIGHTS (TDR)

A related concept is Transfer of Development Rights. If the municipality intends to take over

a plot of land for public use, it robs the owner of his ability to build on that land. Traditionally, the

ULB would compensate him through payment of acquisition money. This itself is becoming difficult for

municipal bodies since land acquisition payments have risen sharply and have come closer to the

market value of land than what they were earlier. Every year municipalities make budgetary

provisions for land acquisition, but they are nowhere in the vicinity of what they would need to buy

land for various projects. Under TDR, however, a cash strapped local body can replace cash payment

with TDR. It makes the landowner happier since TDR allows him to use the construction potential of

his acquired land on some other plot. And if he does not own an alternate plot, or does not wish to

use it himself, he could sell the TDR, just like shares, to anyone who wishes to use it. Since the value

of urban land is in its construction potential, TDR is an attractive alternative for city landowners. The

use of Transfer of Development Rights is a good tool not merely for land acquisition, but also for

getting public works executed against the grant of TDR through a calculation of costs of works, and

the market rate of TDR. Its drawbacks are that the concept becomes operative only in towns where

there is great demand for construction and a shortage of land. The concept itself needs to be further

refined in terms of giving equitable value for different kinds of land. However, in markets where lands

have not acquired such value, swapping of equal value public land could be a great tool.

As discussed above resource mobilization for Urban Transport Projects identified can be done

by the following ways in addition to the ULB’s own resources.

Public Private Partnership

Urban Transport Fund

Municipal Bonds

Central Government Schemes

Betterment Charges

Lending

19.1. PUBLIC PRIVATE PARTNERSHIP:

Emerging Change: A further welcome change creeping into municipal thinking is in treating

urban infrastructure as an area in which municipalities may not be the sole providers. In many



126

countries in Asia, infrastructure was always considered a public monopoly and there was no felt need

to involve the private sector. Since most urban infrastructure services were treated as public services,

the concept of cost recovery received scant attention. Moreover it was feared that the private sector

would exploit the monopolistic nature of infrastructure to the detriment of equitable availability. The

private sector was itself not very keen to venture into this area as huge capital investments were

needed and gestation periods were unduly long. However, opinions have begun to change and for

several reasons larger and larger degrees of private sector participation in urban infrastructure now

appears inevitable.

As Urban Transport projects involve multiple benefits to multiple stakeholders, there is a

strong case for public-private-partnerships for urban transportation project with an active role for the

public institution. It would also be possible for cities to find twenty per cent of the project cost from

the Viability Gap Funding (VGF) mechanism of the Department of Economic affairs, Ministry of

Finance, Government of India. The scheme is called the “Scheme for Support to Public Private

Partnerships in Infrastructure”. The viability gap funding or grant is made with the objective of

making a project commercially viable.

VGF only for PPPs: As the name suggests, for this money, the ULBs must use the Public

Private Partnership format. “The project shall be implemented i.e. developed, financed, constructed,

maintained and operated by a private sector company”. This company shall be “selected through a

process of open competitive bidding”. A number of municipal infrastructure projects such as roads

and bridges, urban transport, water supply, sewerage, solid waste management and such physical

projects are eligible. “The project should provide a service against payment of a predetermined tariff

or user charge”. “Projects based on standardized/model documents duly approved by the respective

Government would be preferred”. It is also advisable to have the projects appraised properly by

reputed financial institutions and vetted by them.

From the above discussion, it is clear that the bidding of such projects would mandatorily

have to be done on the variable of viability gap. This means that the concession period, the revenue

streams, the physical scope of the work and other parameters would all have to be defined and

frozen. The shortlisted group of bidders (selected after satisfying the other technical and financial

criteria) would then compete on the amount of money they would need as viability gap. The bidder

who quotes the least viability gap would be the preferred bidder.

Volume of Infrastructure Work: Municipalities today face huge volumes of work, as

populations multiply and cities expand, and virgin areas have to be covered with infrastructure. Most

of them also find serious financial crunch staring them in the face. The high establishment bills that

civic bodies run, the inefficiencies that have crept into public management, and increasing

competition that has emerged among cities to attract capital, industries, services and wealth creating

opportunities have combined to make private sector participation an attractive proposition. The



127

private sector itself has discovered urban infrastructure to be an area worth turning to, as huge work

opportunities seem to lie within the urban realm. Given the wide range of municipal services, city

governments provide enormous scope for work. Municipalities have also been found wanting in a

variety of professional competencies that these infrastructures demand. The conventional path that

cities have trodden till now has been to attempt all infrastructure jobs in the traditional manner of

awarding contracts from year to year, scaled to the resources traditionally available. These funding

streams have been the municipal budget, government grants and loans.

Shortfalls of Current Strategy: Conventional working has only allowed cities to do limited

and selected jobs, not always prioritized in the best interests of the city. There have been complaints

about governance issues related to infrastructure, about poor quality and piecemeal solutions that

have not stood the test of the onslaught of relentless urbanization. In the process larger

infrastructure deficits have piled up. When the task gets too big, it is like the steep run rate in a one

day match. You strategize anew and work towards a mammoth task or slog and leave the rest to

fate. Unfortunately, cities are not one day matches and slogging and leaving the rest to fate is not an

alternative.

Given the circumstances, cities must be able to see the shortfalls of the current strategy.

Even with the help of government grants coming from the Government of India and the State

through the Jawaharlal Nehru Urban Renewal Mission, cities cannot use the traditional budgetary

method to handle all infrastructures. Cities have a huge variety of infrastructures to handle. These

must be put in place in a limited time frame to keep pace with the quality of life that needs to be

delivered. They must continuously be maintained, expanded, upgraded and ultimately replaced once

they have outlived their lives. A rough calculation shows that a city with a five million population

would require in excess of Rs. 4,000 crores (at 200 litres per person per day) as capital cost for water

and sewerage systems alone. Solid waste management, traffic and transportation, education, health,

and poverty alleviation require huge layouts. So do gardens, playgrounds, burial grounds and a host

of other public amenities. Many of these need acquisition of land and land in cities costs huge money.

A rough estimate shows that on an average a reasonably financially healthy Indian city will need sixty

to eighty years to provide decent infrastructure out of its own resources. Use of other money and

instruments put together may halve the time frame. But even that is not good enough and will not

remain good enough given the quickening pace of urbanization.

No ULB despite all its sincere effort has the wherewithal in-house to catch up with

infrastructure needs. It must meet its committed expenditures of salary and maintenance first before

it sets aside money for asset building. From data available most cities have huge establishment costs

and can carve out only a fraction of their revenues for building fresh infrastructure. It is quite obvious

that if time, talent and money are common weaknesses of the ULBs, they must get partners to help



128

cities out. And they must simultaneously locate methods of raising resources beyond the traditional

streams of budget, grants and loans.

Partnerships: Partners would quite evidently come from the private sector. They have the

advantages of process flexibility, financial strength and ability to deploy manpower with requisite

skills. It is these advantages that allow the private sector to bring in quality and efficiencies in the

delivery of infrastructure. A range of partnerships could be developed on the public-private format.

But the most effective in major urban infrastructure would be those that allow larger financial and

managerial responsibilities and risks to be taken up by the private sector. In return, they have a long-

term profitability to derive from the infrastructure.

Of all the infrastructures that cities need to provide, they need to decide on what can best be

done by others. Only those that cannot draw private sector interest should be of interest to the

municipal bodies. Even here, strategies could be worked out to shore up the viability of

infrastructures by suitable clubbing with highly viable ones and allow them to be managed by the

private sector. Cities must also figure out what could be the financial instruments other than the

traditional resource base that could provide a sound revenue stream. This essentially means shifting

infrastructures from being funded by taxes to funding them through user charges, different varieties

of fees and land instruments.

Such a strategy would reveal that a substantial portion of the burden that cities put on their

own resources can be passed on to the private sector, with revenue streams that do not impact city

budgets. This also reduces work-load on the city, allowing it to concentrate on a basket of things that

are central to the running of cities (vision, policy, priorities and equity).

Unfortunately, private sector participation in core municipal infrastructure (water, sewerage,

solid waste, traffic and transportation) is itself in its very nascent stage in India. After decades of

effort in the privatization of water supply in the country there is very little to show and emulate. Quite

similar is the situation in many other areas. This is sadly on account of a municipal mindset that

refuses to change. It is plain that holding on to monopolies and the power of discretion and

dispensation that accompanies them will not hold good in the background of feeble capacity to deliver

infrastructure. Time is ripe for a conscious decision on the part of cities and State Governments to

create the climate for change. The climate would encourage the private sector to build its own

capacities and confidence, and get deeply engaged in the provision of urban infrastructure.

The variations and degrees of private sector participation cited above are amenable to further

variations through different combinations and allow local bodies a wide repertoire of methodologies to

select from. Since public private partnerships in urban infrastructure are yet an uncertain and largely

untried area, it has been felt that standard guidelines on financial and management mechanisms

should be available for civic bodies that could serve as overall principles on which such partnerships

could proceed.



129

The great funding requirements for urban infrastructure quite evidently require every

conceivable method being sensibly tapped. That is the only path that would narrow the gap between

what cities need and what they can get. But the bottom line is good governance in the cities

themselves. This is a requirement that no other support system can replace, as it is fundamental to

the well being of cities.

Due Diligence: While private sector participation must be encouraged, it must also be said

that the road to partnerships is not simple. A great degree of care, expertise and due diligence is

required so that a project does not get mired in controversies and unending litigation. The firming up

of financial and technical criteria of bidders, the process of shortlisting bidders, the contractual

provisions, the apportionment of risks between the successful bidder and the employer, operation

and maintenance criteria, the estimation of revenue streams, the signing and award of contract, each

could be a pitfall if not carefully laid out and properly negotiated. Hence municipal managements

would be well advised to take time on the drawing board. This may take more time than actual

execution. But it is time well spent as it helps smooth sailing of a project since it was launched with

care.

19.2. URBAN TRANSPORT FUND

The Central Government has been envisaged in NUTP that it would encourage the levy of

dedicated taxes to be credited to an urban transport fund and used exclusively to meet urban

transport needs. Such dedicated taxes could be in the form of a supplement to the petrol and diesel

taxes, betterment levy on land owners or even an employment tax on employers.

Urban transport funds do not imply earmarking of taxes. Earmarked taxes, such as the payroll

tax on employers, that supports the public transport agency Régie Autonome des Transport Parisiens

(RATP) in Paris, have the advantage of a secure legal and budgetary foundation, and are often the

basis on which sound long-term service planning can be undertaken. However, the value of having an

integrated urban transport fund does not depend on any specific tax source being earmarked for

transport. Moreover, in order to develop the credibility of the fund, and particularly to gain political

and popular support for the payment of congestion charges, it is essential that the objectives and

scope of an urban transport fund be clearly defined, that allocations be subject to rigorous appraisal,

and that the operations of the fund be transparent.

19.3. MUNICIPAL BONDS

Around several parts of the world, municipal bonds have emerged as a source of sizable

funds for infrastructure projects. The long-term nature of municipal bonds makes them suitable for

urban infrastructure whose operating and revenue-generating capacity is spread over a long period of

time. In the United States and many western countries, the use of capital markets to finance



130

investment in urban infrastructure has existed for several decades. This has been aided by the strong

municipal autonomy prevalent in these countries that allows them freedom to access the capital

market without being unduly questioned by Government and impeded by clearances. These countries

have also developed strong bond markets.

The capital market is where institutional and individual investors put their money in public

and private ventures by purchasing debt or equity securities. These investments get listed on an

exchange where they are priced and traded. A municipal bond is an obligation between an entity that

proposes to take up an infrastructure project (the municipality) and the investors (those institutions

or individuals who purchase the bond). The municipality undertakes to repay the investors for the

investment. The repayment comprises part of the principal and the interest accruing for that year. All

the principal and interest must be paid back by the civic body over the term of the loan, and such

combined repayment is called debt service.

General Obligation Bond: Municipalities issue two kinds of bonds. The first is a general

obligation bond, wherein a local government pledges the whole range of its taxing powers to repay

these bonds. This pledge is termed a 'full faith and credit' pledge. The ability of a municipality to

repay its general obligation debt is assessed by examining the municipal economic base, focusing on

size, structure and diversity of the tax base and its debt burden. The diversity and growth of the

economy are also key considerations in assessing the repayment ability of a municipal borrower. In

some countries, for general obligation bonds, the power to levy taxes to repay debt is prescribed.

Municipalities must levy taxes upon their citizens at such rates or amounts as are sufficient to take

care of debt service. The use of such bonds is generally for social infrastructure projects that yield

lower returns.

Revenue Bond: The second kind is revenue bonds, which are backed by specific sources of

revenue and not by the 'full faith and credit' of the issuing municipality. Revenue bonds are issued for

the purpose of constructing, operating and maintaining a project and are generally payable solely

from the revenues generated by the project. Rating agencies make an economic analysis to evaluate

both the demand for the services to be provided by the proposed project, as well as the trends

relating to the specific revenues pledged to the project.

Credit Rating: Municipal capacity to service bond obligations is generally gauged through a

credit analysis or credit rating, carried out by a professional rating agency. The agency has

established credentials and its estimates carry weight with the investors. The credit rating agency

assesses the ability of the municipality to repay the obligations that it intends to incur, including the

need for the project being financed. During recent traumatic events in the global market, credit rating

agencies have come under some criticism on account of threatening investor wealth by



131

recommending without responsibility, and of having failed to warn investors of impending financial

crises. This has led to demands of enforcing some accountability on Credit Rating Agencies.

In lieu of the finances being made available to a municipality, the civic body will usually allow

investors an interest in some asset that it controls. With a general obligation bond, the investors are

granted the right to cause the municipality to raise taxes; with revenue bonds, the municipality grants

investors the right to seize or capture the user fees of the project being financed.

Incentives: Several countries have strengthened these processes by making investment in

urban infrastructure more attractive through the provision of incentives. In India, for instance, the

Union Government has taken steps towards tax-free municipal bonds. Fiscal incentives for private

sector participation in urban infrastructure, permitting FDI inflows into city hardware have heralded

the possibilities of renewed all round interest in urban infrastructure.

Further Steps: However, in the area of borrowing through bonds, certain further steps need

to be taken. Cities need to be given larger freedom for borrowing. A reasonable method of regulation

would be to allow municipal bodies to raise loans independently with a prescribed cap on the

quantum of borrowing. The cap can be based on the ability of the municipality to raise resources and

repay debt, worked out on the basis of a budget performance formula. Such borrowing could be

restricted to meet obligatory functions alone, where it would be mandatory to have both a long-term

investment plan in place, and ready-to-go projects for the immediate utilization of the proceeds. With

adequate disclosure requirements having been satisfied by municipal bodies through accounting and

auditing reforms, governmental control could be replaced by a market linked agency such as

Securities Exchange Board/Commission to take up the regulatory role.

Accounting Reforms: Turning to the capital market for resources mandates certain

fundamental reforms to be put in place by municipalities. One of the chief concerns of financial

institutions and investors in this regard is the ability to elicit sufficient information from the municipal

bodies about their financial health. One of the obstacles in this respect has been the accounting

practice of municipal bodies in the developing world. Urban local bodies practice the single-entry cash

based system of reporting which leaves some of the most fundamental information with regard to

revenue receipts and expenditures, capital receipts and expenditures and performance indicators,

relatively inaccessible. Many serious off-budget/book liabilities incurred are not recorded, and intra-

budgetary transfers and unutilized budgetary amounts are shown as opening balances for the next

fiscal year. Likewise there is no clarity on unutilized funds, such as the transfer of surplus in the

revenue account to capital expenditures, or deposits or advances received for specific projects.

Information and reporting systems are generally inadequate, leading to delays in the finalization of

accounts which is further compounded by the absence of efficient audits.



132

In view of these inadequacies of traditional accounting, many municipalities in South Asia

have begun to switch over to the double entry accrual-based accounting system. They have begun to

pay heed to the advice that financial accounting and reporting must conform to accepted accounting

standards and policies, and accounts of local bodies must be regularly audited by independent and

external auditors. The value of such changes is becoming apparent as municipalities turn to the

capital markets to raise funds for large infrastructure projects. In order to sell bonds, the civic body

must show that it is a good credit risk; and to receive a favourable credit rating, it is critical to show

that revenue generated by a project will be sufficient to pay the debt being incurred. Only an accrual

based accounting system can keep track of the relationship between revenues, expenditures,

maintenance costs etc in a manner that enables investors, credit rating agencies, and the

Government itself to forecast its ability to meet debt obligations through project revenue generation.

Tamil Nadu and Kerala have formed Tamil Nadu Urban Development Fund (TNUDF) and

Kerala Road Fund Board (KRFB) respectively to cater the Urban Development needs including

Transport in the lines of UTF.

19.4. CENTRAL GOVERNMENT SCHEMES

Central Government working group on Urban Transport recommended various investment

schemes in urban transport sector for implementation under twelfth five year plan. The details of the

plans are presented in the following table.

Table 19-1: Urban Transport Project Funding Schemes proposed by Central Government

Sl.No. Component Investment

1. Street Network - New Areas Contribution from private party as the cost of

development itself i.e. self financing

2. Street Network - Upgradation

a. Pedestrian, NMV, Streetscaping 50% by GoI and 50% by State Govt./ ULB/ Parastatal

b. Road 20% by GoI, 80% by State Govt./ULB/Parastatal

3. Public Transport

a. Buses 50% by GoI, 30% by State Govt./ULB/Parastatal, 20%

by private investment

b. BRTS 50% by GoI and 50% by State Govt./ULB/Parastatal

c. Metro Rail, Commuter / Regional

Rail

About 20% projects are envisaged on PPP with 20%

Viability Gap Funding from GoI and 20% Viability Gap

Funding from State Govt. For the remaining 80% of projects, funding envisaged

is 20% (30% in exceptional cases) from GoI as equity / subordinate debt/grant (as a suitable combination),

20% from State Govt./Parastatal, 5% from property development,5% from Developmental Agencies, 50%

as loan from international and domestic financial

institutions



133

Sl.No. Component Investment

4. Bus Infrastructure (Depots,

Terminals, Workshops)

50% by State Govt. and 50% by PPP

5. ITS and ATC 50% by GoI and 50% by State Govt./ULB/ Parastatal. The operation and maintenance is envisaged on PPP

6. Parking 20% from Viability Gap Funding support by GoI and

rest on PPP

7. Scheme for modernization of auto

rickshaws and taxis management system and public bicycle scheme

100% funding by GoI

8. Innovations, research and

development for guided transit projects and pilot project scheme

100% by GoI

9. Institutions and Capacity Building 100% by GoI

10 Introduction of Public Bicycle

Scheme and upgradation of cycle rickshaws

100% funding by GoI

19.5. BETTERMENT CHARGES

Betterment charges are generally levied as part of the property tax. These charges are mainly

aimed at recovering the cost of providing improved infrastructure to the citizens by Urban Local

Bodies. Hence, betterment charge can be levied to the properties which get directly benefited due to

the infrastructure facility. In case of an access or a parking facility to a commercial area, the

properties (getting benefited) in the area can be levied with betterment charge for recovering the

cost of construction of the project.

SALE OF ADVERTISING RIGHTS

Experience in other jurisdictions has shown that advertising revenues can be an important

source of funds for any regional transportation authority. Identified opportunities for revenue

generation however, may infringe on rights that previously were held by another public body. The

intended use of the funds should be identified at the outset as often they are committed to meet

operation and maintenance requirements and not available for infrastructure investments. The

proposed action plan for the sale of advertisement rights would be as follows.

PROPOSED ACTION PLAN:

Two areas have been identified, for example purposes, where opportunities may exist for

generating enhanced revenue for Development Authorities from advertising:

(i) Adjacent to Regional Roads identified in the Mobility Plan (ii) The Regional Public Transit System



134

(i) Advertising Adjacent to Regional Roads: • Consideration could be given to adding a surcharge to the licensing tax collected by the

municipalities for any billboard or similar form of advertising that is within 300 meters of a regional road and within the line of sight of the road users.

• The rationale for this could be that the marketability to the sign is greatly enhanced by the

presence of the regional road and hence is of more financial benefit to the advertiser. • This would require careful discussions with the municipality who may feel this is their

exclusive right. (ii) Advertising on the Regional Public Transit System:

• As mentioned above, advertising revenue has proved to be a major source of revenue for

regional transit authorities. Experience in other jurisdictions has shown that that the potential revenue on a mature system could be as high as Rs 1.5 per passenger. To achieve this level

of revenue requires a comprehensive approach including CCTV, on-board advertising panels, and concessions etc.

PARKING FEE

Parking fee forms a major source of revenue generation for a number of city development

authorities. In core city areas land is at premium, and not available. Hence it is recommended that the

parking fee should be linked to the value of land. There would be two advantages in this context,

Cities like Jalandhar, Bathinda and Patiala have more composition of Personalised Transport and four

wheelers in particular. Hence, the heavy levy of parking charges with reference to the availability of

land and demand may increase the revenue or decrease the parking potential.

19.6. LENDING

Another option available to urban local bodies for development of urban infrastructure is

getting loan from funding agencies. There are national and international funding agencies available in

the market.

FUNDING FROM BILATERAL AND MULTILATERAL AGENCIES

Foreign funds from bilateral and multilateral agencies to an organization are channeled to the

country through its Government. No organizations can have access to loan funds directly from the

bilateral and multilateral agencies. Even for grant funds, the international agencies and the concerned

receiving organizations have to apply for formal permission from their respective Governments and

concerned authorities. For providing loan funds to an organization for certain projects, international

agencies go through a number of technical assessments and meetings with the Government to

discuss a variety of aspects, including the roles of the proposed executing and implementing

organizations and the potential ultimate beneficiaries. Once the projects are discovered feasible, the

international agencies enter into agreements with the respective Governments, and then the

government agencies make subsidiary agreements with the concerned executing and/or

implementing agencies of the projects. The funds are released in a number of installments based on

the compliances with the specified covenants and conditions agreed upon by the parties. The project



135

activities are monitored and supervised through a number of project missions and studies conducted

by the international agencies and the government agencies. For smooth implementation of the

projects, international and domestic consultancy services are procured, which generally incur a huge

amount of funds. The donor agencies normally ensure that the concerned government agencies are

committed to the systematic implementation of the projects in the specified period. However, there

have been a number of projects managed by a professional team, which have been implemented

successfully without any external consultancy service. For instance, the Rural Microfinance Project

(RMP), which has been awarded four times by the Asian Development Bank for exemplary

performance, has not used the budgeted consultants from the very beginning. RMP has been

implemented by the Rural Microfinance Development Centre Ltd. (RMDC), an apex microfinance

organization in Nepal.

Many Infrastructure projects like Area Traffic Control in Mumbai, Construction of Outer Ring

Roads etc., were being funded by World Bank (WB), Asian Development Bank (ADB), Japan

International Cooperation Agency (JICA) in India.



136

ANNEXURE 1: SURVEY QUESTIONNAIRES



137



138



139



140



141

Comprehensive Mobility Plan for Jalandhar,Patiala and Bathinda Cities Under Package-II

Date/Day Enumerator

Address

Name of the Respodent

Name of the Head of House hold

Occupation Of Head of House hold

Relation Ship of Respodent With House hold

Number of Persons in family

Number of the School Going Children

Vehicles Owned Car

Two

Wheeler Bicycle Auto Others

Family Income per Month

Details of Household Members

Member

No. Sex Age Occupation*

Monthly

income

Monthly

Expenditure

Monthly

Expenditure

on Transport

Working/

School

Location Remarks

*Occupation 1.Govt Service,2. Pvt Service,3.Business,4.Student,5.House Wife

,6.Retired Person,7. Unemployed


House Hold Survey



142

Trip Summary of Previous working Day

Details of Each Trip

S.No Member No. Origin

Destinatio n

Home Based/ NHB

Travel

Mode *

Travel Distance in Km

Travel time in min

Travel Cost

Trip

Purpose +

Ingress Distance in Km

Ingress Time in min

Ingress Mode

Waiting Time in min

Egress Distance in Km

Egress Time in min

Egress Mode

A

* 1.Bus,2.Mini Bus,3.Car,4.Two Wheeler,5.Auto Richksaw,6.Bicycle,7.Railway,8.Walk + 1.Work,2.School,3.Home,4.Shopping,5.Leisure,6.Business,7.Religious,8.Social

Punjab Municipal Infrastructure Development Company Comprehensive Mobility Plan for Jalandhar,Patiala and Bathinda Cities Under Package-II

House Hold Survey



143

ANNEXURE 2: TRAFFIC AND TRAVEL SURVEY DATA

TRAFFIC VARIATIONS AT OUTER CORDON LOCATIONS

TRAFFIC INTENSITY AT OUTER CORDON LOCATIONS

Location ID

Incoming Outgoing Total

Vehicles PCUs Vehicles PCUs Vehicles PCUs

P-OC-1 10253 12327 10438 11956 20691 24283

P-OC-2 5956 5841 6288 6364 12244 12205

P-OC-3 4304 4199 4789 4801 9093 9000

P-OC-4 9228 10776 9447 10164 18675 20940

P-OC-5 14420 17654 13753 16855 28173 34509

P-OC-6 6452 6187 4961 4608 11413 10795

P-OC-7 4448 5399 6136 6891 10584 12290

Total 55061 62383 55812 61639 110873 124022



144

TRAFFIC COMPOSITION AT OUTER CORDON LOCATIONS

Location ID

Two Wheelers

Three Wheelers

Car/Jeep/ Van/Taxi

Bus Truck Tractor Slow moving Vehicles

Total

P-OC-1 5374 609 9194 994 2984 470 1066 20691

P-OC-2 3532 472 5762 260 854 143 1221 12244

P-OC-3 3492 321 3112 119 457 275 1317 9093

P-OC-4 5404 892 7060 746 2745 275 1553 18675

P-OC-5 6693 1303 10420 2276 5470 426 1585 28173

P-OC-6 4930 459 2911 101 452 175 2385 11413

P-OC-7 3162 185 3462 286 1894 232 1363 10584

Total 32587 4241 41921 4782 14856 1996 10490 110873

MODAL SHARE AT OUTER CORDON LOCATIONS

TEMPORAL VARIATION OF THE TRAFFIC AT OUTER CORDON

Location ID Total Vehicles Total Percentage Share Peak hour Volume

PH%

Day Night Day Night

P-OC-1 19358 1333 20691 93.56% 6.44% 1750 8.46%

P-OC-2 11910 334 12244 97.27% 2.73% 1207 9.86%

P-OC-3 8884 209 9093 97.70% 2.30% 951 10.46%



145

Location ID Total Vehicles Total Percentage Share Peak hour Volume

PH%

Day Night Day Night

P-OC-4 18079 596 18675 96.81% 3.19% 1722 9.22%

P-OC-5 27077 1096 28173 96.11% 3.89% 2443 8.67%

P-OC-6 11095 318 11413 97.21% 2.79% 1284 11.25%

P-OC-7 9568 1016 10584 90.40% 9.60% 895 8.46%

AVERAGE 95.58% 4.42%

TEMPORAL VARIATION OF TRAFFIC AT OUTER CORDON

COMPOSITION OF TRAFFIC FLOWS AT INNER CORDON

LOCATION Two

Wheelers

3

wheeler

Car/Jeep/

Van/Tempo

Bus Truck Tractor Slow

moving vehicles

Total

PHATAK 17 5447 2040 2819 15 223 15 6315 16874

PHATAK 19 5623 229 2476 33 61 10 4186 12618

PHATAK 20 6806 308 3318 6 130 7 5656 16231

PAHATAK 15 8813 320 4489 12 1190 153 5303 20280



146

LOCATION Two Wheele

rs

3 wheeler

Car/Jeep/ Van/Tempo

Bus Truck Tractor Slow moving vehicles

Total

TOTAL 26689 2897 13102 66 1604 185 21472 66003

% SHARE 40.44% 4.39% 19.85% 0.10% 2.43% 0.28% 32.53% 100.00%

TOTAL VEHICLES AT INNER CORDON

MODAL SHARE AT INNER CORDON



147

020000400006000080000

100000120000140000160000180000

Near…

Rajp

ura

Bye P

ass

Sanauri A

dda

Sherw

ali

Gate

Thapar

Colle

ge

Tik

rila

l Chow

k

Founta

in C

how

k

Dukhniw

ara

n…

Bus

Sta

nd c

how

k

Child

ren m

ode

SST C

how

k

Tota

l Ve

h/P

CU

s

Location

Daily Traffic at all Locations

Total vehicles

Total PCUs

DAILY TRAFFIC AT ALL INTERSECTIONS

DAILY AND PEAK HOUR TRAFFIC (VEHS & PCUS) AT ALL INTERSECTIONS

Sl. No.

Location Type of

Intersection Total

Vehicles Total PCUs

Peak Hour

Volume (PCUs)

Peak Hour % PH Share

1 Near Dukhniwaran Chowk T-Junction 69989 65312 6689 1:00-2:00 10.2%

2 Rajpura Bye Pass Four Legged 57216 57082 5263 6:00-7:00 9.2%

3 Sanauri Adda Four Legged -S 26313 24269 2359 10:00-11:00 9.7%

4 Sherwali Gate Four Legged 62389 52391 4755 4:00-5:00 9.1%

5 Thapar College Four Legged 96277 79803 7954 9:00-10:00 10.0%

6 Tikrilal Chowk Four Legged-S 77691 68692 7185 10:00-11:00 10.5%

7 Fountain Chowk Four Legged 88818 85729 9074 3:00-4:00 10.6%

8 Dukhniwaran Chowk T-Junction 94962 83475 7360 1:00-2:00 8.8%

9 Bus Stand chowk Four Legged 164660 150897 13211 4:00-5:00 8.8%

10 Children mode Four Legged 77097 64205 6409 11:00-12:00 10.0%

11 SST Chowk Four Legged 62420 62208 5933 10:00-11:00 9.5%



148

020406080

100120140160180200

No

's

Location

Peak Accumulation

Two Wheelers

Car

HOURLY VARIATION OF THE TRAFFIC AT ALL LOCATIONS

PEAK ACCUMULATION (TWO WHEELERS AND CARS)



149

0

50

100

150

200

250

No

's

Location

Peak Accumulation (ECS)

Peak Accumulation

PEAK ACCUMULATION (IN EQUIVALENT CAR SPACES)

PASSENGER TRIPS AT OUTER CORDON LOCATIONS

Category

Mode

Total Percentage Car Two wheeler

Three

Wheelers

E-E 7150 1662 142 8954 18.65

E-I 11550 7364 1029 19943 41.53

I-E 12060 6910 148 19118 39.82

Total 30760 15936 1319 48015 100.00

FREIGHT MOVEMENT AT OUTER CORDON LOCATIONS

Category Mode Total

Percentage LCV Trucks MAV

E-E 1632 2538 224 4394 34.29

E-I 2573 1394 137 4104 32.02

I-E 2627 1634 56 4317 33.69

Total 6832 5566 417 12815 100.00



150

DISTRIBUTION OF GOODS TRAFFIC ACCORDING TO TYPE OF COMMODITY

CARRIED

S.No Commodity Type % of Share

1 Empty 26.3

2 Construction Material 9.1

3 Food grains 13.7

4 Fruits/Vegetable/Poultry/Fish 4.1

5 Chemical/Fertilizers 8.1

6 Petroleum Products 0.9

7 Milk Products 3.2

8 Machinery 2.6

9 Clothes/textiles 1

10 Miscelleneous 30.9

DISTRIBUTION OF PASSENGER TRAFFIC ACCORDING TO PURPOSE

S.No Purpose % of Share

1 Work 79.7

2 Education 1.7

3 Shopping 2.2

4 Social/Meeting 0.8

5 Tour/Recreation 1.4

6 Religious 2.2

7 Others 11.9



151

DESIRE LINE PATTERN OF PASSENGERS TRAVELLING WITHIN THE STUDY AREA

DESIRE LINE PATTERN OF FREIGHT TRAFFIC IN STUDY AREA



152

ANNEXURE 3: ROADS PROPOSED FOR IMPROVEMENT

Ro

ad

Ne

two

rk M

ap

sh

ow

ing

Ro

ad

s p

rop

ose

d f

or

imp

rov

em

en

t



153

ANNEXURE 4: CROSS SECTIONS

Proposed typical cross section of a 18 m road

Proposed typical cross section of 24 m wide road

Proposed typical cross section of 30 m wide road

Details of the cross sections as per the available Right of Way are presented in A3 size

drawings in volume II



154

ANNEXURE 5: HAWKER ZONES

Introduction

Street vending as a profession has been in existence in India since time immemorial. However,

their number has increased manifold in the recent years. According to one study Mumbai has the

largest number of street vendors numbering around 250,000, while Delhi has around 200,000.

Calcutta has more than 150,000 street vendors and Ahmedabad has around 100,000 during year

2004. Women constitute a large number of street vendors in almost every city. Some studies

estimate that street vendors constitute approximately 2% of the population of a metropolis. The total

number of street vendors in the country is estimated at around 1 crore. Urban vending is not only a

source of employment but provide ‘affordable’ services to the majority of urban population. The role

played by the hawkers in the economy as also in the society needs to be given due credit but they

are considered as unlawful entities and are subjected to continuous harassment by Police and civic

authorities. This is reported to be continuing even after the ruling of the Supreme Court that “if

properly regulated according to the exigency of the circumstances, the small traders on the sidewalks

can considerably add to the comfort and convenience of the general public, by making available

ordinary articles of everyday use for a comparatively lesser price. An ordinary person, not very

affluent, while hurrying towards his home after a day’s work can pick up these articles without going

out of his way to find a regular market. The right to carry on trade or business mentioned in Article

19(1)g of the Constitution, on street pavements, if properly regulated cannot be denied on the

ground that the streets are meant exclusively for passing or re-passing and no other use.”

Street vendors provide valuable services to the urban population while trying to earn a

livelihood and it is the duty of the State to protect the right of this segment of population to earn

their livelihood. This policy aims to ensure that this important section of the urban population finds

recognition for its contribution to society, and is conceived of as a major initiative for urban poverty

alleviation.

Definition

A street vendor is broadly defined as a person who offers goods or services for sale to the

public without having a permanent built up structure but with a temporary static structure or mobile

stall (or headload). Street vendors may be stationary by occupying space on the pavements or other

public/private areas, or may be mobile in the sense that they move from place to place carrying their

wares on push carts or in cycles or baskets on their heads, or may sell their wares in moving bus etc.

In this policy document, the term urban vendor is inclusive of both traders and service providers,



155

stationary as well as mobile vendors and incorporates all other local/region specific terms used to

describe them, such as, hawker, pheriwalla, rehri-patri walla, footpath dukandars, sidewalk

traders, etc.

In view of Supreme court orders, some cities drafted guidelines for regulating urban vending

activities. However, the provisions made so far do not generally recognize the fact that demands for

their wares/ services is highly specific and varies as to location and time, manifesting as a natural

propensity of Street vendors to locate in various places at particular times. On the contrary, the

present urban planning norms completely disregard the formation of such natural markets. They also

do not have implementation systems in place. Planning norms should be supportive of such natural

markets.

ENCROACHMENT & HAWKER MANAGEMENT:

Regularize the Hawkers & Encroachments in the Dharampura bazaar, Adalat bazaar, Arya

Samaj chowk and Qila chowk Cordon controls on entering the old city. Depending upon the intensity

of hawkers and their hindrance to the traffic following zones are delineated as shown for appropriate

action

GREEN ZONE:

Allow hawkers to do their business at all the times without any restrictions. The locations

around the market areas generally are designated as Green Zones

Though the Government/Authorities have to provide livelihood for the hawkers, at the same

time that should not cause hindrance to traffic. Green Zones should be around any parks or tourist

locations like. Also some natural markets can be formed inside the city with some well established

boundaries. The area should be in such a way that it should not cause any obstruction to traffic flow.

Some vacant lands near Market areas need to be identified and the hawking activity should be

allowed all the time. Land should be selected in such a way that there should be least obstruction to

traffic.

AMBER ZONE:

Some restrictions for the vendors and hawkers. These restrictions could either be by time of

the day, or by the day of the week. On all other times, vending is allowed at designated areas. The

heavily congested areas like Dharampura bazaar, Adalat bazaar, Arya Samaj chowk, Anardhana

Chowk, Book shop chowk, Arna-Barna Chowk, Jaurian Bhatia Road in the core city area, and area

abutting choti bharadhari, Sheranwala Gate etc., are to be designated as Amber zones. The hawking

activity should be allowed only on some days of week.



156

RED ZONE:

Hawking/vending is not allowed at these designated areas at any time. The zones identified

as Red Zones will always prohibit hawkers. All the busy corridors of the town, will come under the

cover of Red Zone, and hence, are hawker-free zones. The area around railway station, Bus stand,

land /footpath abutting the major arterials should be designated as Red zones for the Hawkers. The

land beside the major roads to be protected in order to ensure mobility and also necessitates the

widening in future. The hawking activity behind bus stand should be controlled with immediate effect.



157

Red zones for Hawking activity in Patiala



158

ANNEXURE 6: PROJECT PROFILE SHEETS

Project No: 1 Project Title: City Bus routing and Fleet Augmentation

Project Type: Local City Bus Transport

Quantity - (2010-2020) - 800 No s

(2020-2030) - 800 No s Location: Approximate Bus Routes Approximate Cost: INR 400 Cr ; INR 400 Cr.

Detailed Description:

The b us f l e e t augmentation should focus on modern buses where choice of bus

technology is important, as it will strongly influence the system’s performance and

commuter perceptions. Vehicles have

direct impact on speed, capacity, environmental friendliness and comfort.

Implementation

Period 2010-2030

Potential Benefits:

Increase Transit share Reduce Pollution

Affordable, environment-friendly mobility measure

Project No: 2 Project Title: Bus Rapid Transit Systems

Project Type: Public Transport Improvement

Quantity - (2010-2020) – 100 kms (2020-2030) – 50 kms

Location: As shown in figure Approximate Cost: INR 1200 Cr ; INR 600 Cr. Detailed Description:

The b us f l e e t augmentation should focus

on modern buses where choice of bus technology is important, as it will strongly

influence the system’s performance and commuter perceptions. Vehicles have

direct impact on speed, capacity, environmental friendliness and comfort.

Implementation Period

2010-2030

Potential Benefits: Increase Transit share

Reduce Pollution Affordable, environment-friendly mobility measure

Project No: 4 Off street - Parking Facilities

Project Type: Traffic Management Measure Locations - 4

Location: As shown in figure Approximate Cost: INR 16 Cr.

Detailed Description: it is envisaged that strategic parking plazas would be developed and integrated with the other CMP elements. The parking structures, either isolated or integrated with the public transport terminals, should meet some or all of the following requirements before implementation:

The parking plaza must discourage other commercial uses in the same premises

The parking plaza must facilitate public transport

The parking plaza must facilitate non-motorized transport

The parking plaza should off-set removal of on-street parking

The parking plaza should improve the traffic circulation of the vicinity

Implementation

Period 2010-2020

Potential Benefits:

• Regulate parking. • Discourage parking on roads, thereby increasing effective capacity.



159

Project No: 5 Bus shelters and Bus bays Project Type: Traffic Management

Measure Quantity: 100 (2015-2021) ; 80 (2021-2031)

Location: All major corridors and activity

centres Approximate Cost: INR 15Cr ; INR 12 Cr.


The Bus shelters are planned to provide at every 0.5 km throughout the mobility

corridors.

Implementation Period 2010-2030

Potential Benefits: It provides shelter and transfer point for bus

commuters.

Project No: 5 One-way Street Measures

Project Type: Traffic management

Measures, Core area development. Quantity: 2 locations

Location: City Core Area, Lahori Gate, Arya samaj Chowk. Anardhana

Chowk, Dharamupua Bazar, Dwakoli

Bazar.

Approximate Cost: INR 5 cr


To ease the roads from the snarls of the burgeoning traffic the traffic

circulation plan with one way system has been proposed.

Implementation Period

2010-2012

Potential Benefits:

Control of both vehicular and pedestrian traffic.

They assign the right-of-way to the various traffic movements and thereby ensure smooth traffic flow.



160

ANNEXURE 7: DETAILS OF STAKEHOLDER’S WORKSHOP

The Consultant have organised a detailed workshop to interact with various project

stakeholders including functionaries of municipal corporation, nodal officers of various line

departments, representatives form commercial agencies, NGOs and trade unions to brief them about

the project and to understand the existing daily traffic problems faced by them that need to be

addressed.

The first Stakeholder workshop at Patiala was organised at Municipal Corporation meeting

hall on December 29, 2010. The participants included Municipal Corporation Mayor, Municipal

Corporation Commissioner, Municipal Corporation Superintending Engineer; Municipal Councillors; Mr.

K Murali Krishna, Team Leader; Mr. K J V Ramana Rao, Project Coordinator; Mr. J Chaitanya, Patiala

Field coordinators.

Consultant’s Representative and Municipal Corporation Commissioner

addressing the audience

Project Coordinator Mr. Rao welcomed the gathering which included, citizens, officers from

various line departments, Corporation Engineers and ward councillors, truck operators, Auto rickshaw

union members representatives from general public. Mr. Rao presented the study objectives,

objectives of the workshop and methodology of their study to the participants and asked stakeholders

to describe the daily traffic problems faced by them. The participants presented the general traffic

problem faced by them which are listed below:

Mr. Shaminder singh, Govt Girls School pointed out that:



161

When near YPS School when there is School timing and at the time of closing of the school

Cars are parked in 2-3 lanes to pick the students. It is suggested that for that half an hour

some parking should be provided within the school premises.

ROB should be constructed at 20 level crossing because of traffic chaos during gate closures

Representative of Vyapar Mandal, Patiala asked out for the following:

Bypass should be constructed on four sides of the Patiala city

Traffic police is only challenging the vehicles to earn money. At some places due to

on-street parking roads are congested and traffic police should use tow vehicle to

tow off the violating vehicle. This is done with 2-3 vehicles daily.

Parking at Dharampura, Sheranwala Gate, Gurbaksh colony should be augmented by

providing organised parking lots

Corporation while issuing licence to hand carts should indicate their parking place.

There is no provision of pedestrians at red lights.

At Badian Wala Chowk there is a cremation ground, it is a major bottleneck resulting

in frequent jams and accidents

There should be traffic signals at choti nadi chowk

Encroachment should be cleared and for this regular committee is to be selected and

fine the shopkeepers with little amount.

Loading and unloading of goods at Adalat Bazaar and at all other congested Bazaars

should be provided

Thikriwala to 22 no. Phatak road should be 6 lane

At 23 no. Phatak there should be underpass

Rajpura road should be widened to 6 lane divided carriageway configuration.

There are 42 no. Of poles which are hindering in Patiala..they should be removed

immediately

Narrow bridges on river should be widened immediately

Others reiterated the following:

From Fountain to Railway Station many Rallies and Dharnas are being organised

causing traffic blockade, Corporation should provide alternate location for such

activities

Congested Markets should be pedestrianised restricting entry of vehicular traffic

Richshaws should follow each other in single lane in stead of overtaking one another.

Dukhniwaran intersection should be improved

Buses does not stop at demand stops and at few locations it was observed to be

stopping at a distance prior to the bus stop near the intersections causing traffic

jams at intersection. The situation need to be improved immediately by instructing

the Bus Drivers and Operators to avoid traffic jams at intersections.

School students are using bikes illegally and they parked them outside the school at

some places there are 2-3 schools are adjacent so due to this congestion takes place

One way should be properly used so no business is effected and there should be

proper coordination between corporation and traffic police



162

Ambulance and First aid should be provided immediately at accident site

Students, rickshaw pullers and two wheeler Drivers should have road sense and they

Should be regularly taught by teachers, Principals and Traffic officers

There are lots of cuts in dividers in Patiala..they should be closed

Inspector Mr. Hardeep Singh highlighted the traffic management and infrastructure

improvement. Main points of his speech are listed below:

Everyone is in hurry road users should have patience.

Shop keepers are creating problems by encroaching the roads to display their

commodities.

Underpasses are already suggested at all critical locations

Cross section of stakeholders

Municipal Corporation Commissioner and Mayor in sitting in the audience

Mr. Murali Krishna, Consultant’s Team Leader proposed vote of thanks and assured the

stakeholders to address all the traffic problems highlighted in the workshop.



163



164



165

The Second Stakeholder workshop at Patiala was organised at Municipal Corporation

meeting hall on August 1, 2011. The participants included, Municipal Corporation

Superintending Engineer; Municipal Councillors; Representatives from PUDA, Traffic

Police Dept, Pollution Control Board, Schools, NGOs, Vypar Mandal and Press.



166

Cross section of stakeholder’s Workshop-2

Most of the Points Which pointed out was repated in the second workshop also.. some Points

Which not covered in First Workshops are listed below

It is iterated the early usage of Bypass which connects Rajpura road and Sangrur Road which

is in under construction so that traffic can be bypassed without entering city.

Building bylaws for new commercial buildings has to be strictly followed. So that new

commercial buildings will have their own parking facilities in their buildings.

Traffic markings like yellow lines for parking in Commercial areas and signal has to be

followed properly

There is huge parking problem in CBD Areas like Adalat Bazar, Arnabarna chowk, Books

Market, Anardhana Chowk, AC Market, Dharampura Bazar.

Pubilc following the traffic rules only in the presence of Traffic Police.. Nature of Public should

be changed.

More Pedestrian movements near Kalimata Mandir In Mall Road especially in festival days.. So

Pedestrian Underpass/ Overbridge should be provided.

One way Plan is required for the CBD area to avoid congestions In CBD area (Lohri Gate,

Arya Samaj Chowk, Sherawala Gate chowk, Anardhana Chowk, Adalat Bazaar, Dharampura

Bazaar, Moti College, Nabha gate) Problem in Crossing the Rajpura road for the while

accessing the Bir Ji Cremation Ground from the other side since continuous vehicles plying on

the road.



167



168



169



170

DISTRICT LEVEL CONSULTANTION:

Consultant has organized a district level consultant in the office of Deputy Commissioner, Patiala on 25 June 2012. Consultant made a detailed presentation of the project including the consultants

working methodology, surveys location selection methodology, data analysis, travel demand modeling, demand forecasting and arriving of short term, medium term and long term proposals for

improvement of traffic and transportation needs of the city commuters.

Consultant made modifications in the report based on the feedback received in the meeting and

accordingly submitting the Final Report.

News paper clippings on the consultations on 21 June 2012 are given below:



171

ANNEXURE 8: COMPLIANCE TO GUIDELINES OF NATIONAL

DISASTER MANAGEMENT AUTHORITY NDMA

In Compliance to MoUD Letter No.K-14011/107/2009-UT dated 18th November, 2011

communicated to us by PMIDC, the consultant has prepared following write up on the above aspect.

Highway Disaster Management Planning

The highways and selected other routes where the POL traffic is very high, should be mapped

for provision of first aid boxes and reliable communication facilities. The available study material and

information for the specific highways stretches that carry high traffic density of HAZCHEM carriers

shall be replicated for other national/state highways. The highway disaster management plan should

delineate preparedness, mitigation and prevention strategies for accidents of POL tankers as

recommended by National disaster management guidelines for Chemical (Industrial) disasters.

Authorized Parking Spaces

The central and state governments should approve parking places in their respective areas of

control for safe and secure parking of POL Tankers PESO should be provided with appropriate man

power to critically re-evaluate its approvals with regard to submissions made by the industries as well

as transporters. RTOs in various states, who have also been working overtime in discharge of

responsibilities with regard to all sorts of vehicles engaged in commercial activities and for personal

use, should be sensitized towards this important responsibility of managing POL tankers.

Suggested Mechanism for Implementation

A single window approach should be adopted for implementation of existing regulations and

suggested new rules and regulations.

Single Window Approach

It is an opinion of experts that transportation of POL tankers requires single window control

mechanism which can only be provided by a defined regulator. Petroleum and Natural Gas Regulatory

Board (PNGRB) based on their existing mandate and statutory backup shall act as a regulator. PNGRB

shall coordinate, monitor and ensure the implementation of rules, regulations and SOPs for POL

tankers. It shall develop an adequate mechanism to put up a check on functioning of various



172

stakeholders / service providers with respect to safety and security aspects of POL Tankers.

Transportation Disaster Management Planning is very important and should be formulated under

ERDMP (emergency response to disaster management planning) in the country. It shall cover

important transportation routes of hazardous chemical and dangerous goods including the

transportation of POL tankers. The implementation model should be undertaken in a phased manner

under defined timelines. It shall include the following:

a) Strategy to enhance the infrastructure requirement and capacity development by providing

adequate manpower to various existing stakeholders/ service providers;

b) Adoption of single window approach to facilitate the functioning and ensuring implementation of

various rules and regulations and;

c) State level emergency management planning for different types of transportation hazards and

special mechanisms to address linkages. The model needs to be implemented in a stipulated time

period using a consultative and participatory approach.

Existing Operational Mechanism of Transportation

There are number of regulations and different stakeholders operating / controlling the

operations of transportation of petroleum products from consigner place to consignee place. The

petroleum products, under the Petroleum Rules, 1976 are transported on road in a well National

Disaster Management Guidelines: Strengthening of Safety and Security of POL Tankers 17 designed

petroleum road tankers (as approved by the Chief Controller of Explosives as per in accordance with

third schedule of petroleum rules). POL tankers are arranged by a oil company from a fleet of

dedicated transport (self owned) or from a transporter who supplies the vehicle and enters into

obligatory contract with the oil company to take responsibilities of safe and secured transportation

from the consigners place (place of loading) –to the consignees place (destination). All safety

provisions/gadgets and compliances according to the CMV rules are the responsibility of the

consigner. It is obligatory on the part of consigner to check all the oil tankers before dispatch either

owned by consigner themselves or hired through the transporter under the contractual obligation.

The responsibilities of all the statutory authorities are well defined but in practice these are executed

by the consigner who owns the products until delivered. The consigner also has the overall

responsibility to ensure that POL tankers engaged in service meet all specified safety and security

norms besides making the driving crew fully conversant with the product safety data as well as safety

features conforming to CMV rules, 128 to 137, exclusively pertaining to transportation of goods of

hazardous nature to human life. The existing operational mechanism for transportation of petroleum

products is diagrammatically represented as follows



173

Transportation Disaster Management Planning is very important and should be formulated

under ERDMP (emergency response to disaster management planning) in the country. It shall cover

important transportation routes of hazardous chemical and dangerous goods including the

transportation of POL tankers. The implementation model should be undertaken in a phased manner

under defined timelines. It shall include the following:

a) Strategy to enhance the infrastructure requirement and capacity development by providing

adequate manpower to various existing stakeholders/service providers;

b) Adoption of single window approach to facilitate the functioning and ensuring implementation of

various rules and regulations and;

c) State level emergency management planning for different types of transportation hazards and

special mechanisms to address linkages. The model needs to be implemented in a stipulated time

period using a consultative and participatory approach.

Vehicle Tracking System (VTS)

Oil and Manufacturing Companies shall implement Vehicle Tracking System (VTS) on all tank

trucks for delivered POL supplies for overall monitoring through Global Positioning Satellites (GPS) as

per directives from MoP & NG. The vehicle tracking system facilitates tracking movement of the

vehicle. Following features are available in the vehicle tracking system: Live tracking and ascertaining

current position of TT Tracking deviation from the standard route tracking of en route unauthorized

stoppage tracking of tampering with dome cover and bottom fittings. Generation of exception reports

of all locations by e-mail on daily basis. The main parameters e.g. route deviation and unauthorized

halts shall be generated on daily basis by the consigner (IOC) and action taken as per Industry

Transport Discipline Guidelines (ITDG) Access to all transporters for tracking the vehicles plying in

their contract for better fleet management & effective controls over their tank truck crew Consignees

(Retail Outlet Dealers) shall have password access to VTS website to monitor the movement of their

TTs Necessary amendments in the Petroleum Rules, 2002 and CMV rules, 2009 are required to be

made to ensure that all tank trucks shall mandatorily be fitted with VTS.

Regional Transport Officers (RTOs)

The primary responsibility of RTOs is to ensure compliance status of rules under CMV from

129-137 for which a check list should be duly signed by officer on duty and also signed by driver for

ready reference. The other recommendations include:

a) Operationalising and harmonizing network responsibility during transportation by POL tankers with

the help of uninterrupted records of VTS and GPS available to them.

b) To organize safe parking areas in their jurisdiction regions which is very important from security

point-of-view as well



174

c) Possession and checking of transport approvals by transport authorities

d) Tracing of any loss of GPS /VTS signal based on notification by consigner to ensure that the vehicle

is safe and back to main route

RTOs shall remain nodal authorities

RTOs are nodal point for information exchange of any change in route due to natural hazards

or congestion of traffic. If the vehicle is not traceable for more than six hours, the primary responders

including police, fire and medicos should be alerted through emergency information and alert signals

as planned.

a) To ensure that vehicle passing through the district ‘A’ should be pre-informed to district ‘B’ in

Receiving or in point of crossing.

b) To coordinate with all the oil companies in their sectoral region such that during emergencies, their

emergency plan can be activated.

c) For activation, off-site emergency plan (notification of accident) should ideally be initiated at this

Juncture itself. The new amendments to develop a format for ‘Off-Site Link Plan’ for transportation

through POL tankers should be included in the given Petroleum rules.

General on Disaster Management

India is vulnerable to a variety of natural and man-made disasters that hinder the country’s

growth. The management of response in disasters requires the existing administrative set up, civil

society and its various institutions to carry out a large number of tasks. The activities involved in

response management would depend on the nature and type of disaster. It has been observed that in

times of disaster, apart from lack of resources, lack of coordination among various agencies and an

absence of role clarity amongst various stakeholders pose serious challenges. If the response is

planned and the stakeholders are trained, there will be no scope for ad-hoc measures and the

response will be smooth and effective. The objective of these Guidelines is to pre-designate officers

to perform various duties as well as train them in their respective roles.

Realisation of certain shortcomings in response and a desire to address the critical gaps led

Government of India (GoI) to look at the world’s best practices and adopt the Incident Command

System (ICS).

The ICS incorporates all the duties that may be performed in case of any disaster or event. It

envisages a complete team with various sections to attend to all possible requirements. If the ICS is

put in place and stakeholders trained in their respective duties and roles, it will help reduce chaos and

confusion during actual incident management and everyone involved will know what all needs to be

done, who will do it, where the resources are and who is in command, etc.



175

The ICS is a flexible system and all its Sections need not be activated in every situation at the

same time. Only required sections may be made operational as and when required. This system

envisages that the roles and duties shall be laid down in advance, the personnel earmarked and

trained in their respective roles and duties.

This system consists of a number of useful features like; 1) Management by Objectives, 2)

Unity and Chain of Command, 3) Transfer of Command, 4) Organisational Flexibility, 5) Manageable

Span of Control, 6) Area Command, 7) Unified Command, 8) Common Terminology, 9) Personnel

Accountability, 10) Integrated Communications, 11) Planning and Comprehensive Resource

Mobilisation, Deployment and Demobilisation, 12) Incident Action Plan, 13) Information Management,

14) Proper documentation of the entire response activities through forms and formats, 15)

Responder's Safety, 16) Media Management and 17) Agency Coordination.

For educating road users about traffic signs and making them aware of importance of

adhering to traffic rules, Traffic Safety Week is being observed in the first week of January every year

in India, through organising traffic awareness camps and rally. The event is marked by making people

aware of the traffic rules through meetings, role plays of carrying out first aid, importance of traffic

rules and safe driving practices and distribution of pamphlets regarding traffic signs and rule printed

in English and local dialect. Consultants during the field surveys in January 2011 have participated in

one such event at Patiala and pamphlet distributed is presented below for ready reference.

Pamphlets distributed at Patiala Traffic safety week celebrations on January 1, 2011

The road users should give special attention to emergency vehicles by giving way to

emergency vehicles like – fire tenders, ambulances and police vehicles. Road users should not ignore

any accident that they come across while commuting on road, should inform local police immediately

and, if possible, should make arrangements to take the victims to nearest hospital.

Hazards refer to “potential to cause injury” and risk is “probability of occurrence of such

event”. Due to unprecedented growth of industries since Independence the chemical risk contained

within the boundaries of industry has now reached the densely populated zones in the form of

“transportation vehicles”. The exponential increase in number of vehicles carrying petroleum goods

corresponds to the significant increase in industrial growth. Accordingly, a rapid increase in number of

incidences involving tankers has also increased.

With the advent of Disaster Management (DM) Act, 2005, a process of institutionalizing

disaster management framework was initiated. Chemical (Industrial) Disaster Management Guidelines

and Chemical (Terrorism) Disaster Management Guidelines were, thereafter developed and released.

The Environment Protection Act, the Petroleum Act, the Factories Act and Central Motor Vehicles

Rules provide significant regulations starting from design approval to safe/ secure transportation of



176

POL tankers. However, the major limitation is the multiplicity of regulations, stakeholder involved and

ineffective coordination amongst various emergency service providers. The existing mechanism of

operation of such vehicles starts from design approval by PESO to multiple authorized checks till

reaching consignee place. The increase in terrorist threat has also raised concerns on current safety

and security aspects. Consequently, NDMA has undertaken an initiative based on recommendations of

the regulators to a) discuss the vital issues with both all the regulators and important oil companies

and; b) to identify critical gaps to develop preparedness /mitigations strategies there upon. After

meeting with all the important stakeholders and service providers (Appendix I), a core group

(Appendix II) was constituted under the chairmanship of Lt Gen (Dr) JR Bhardwaj, Member, NDMA.

NDMA in its approach towards disaster management firmly believes that man-made disasters which

include the incidents involving POL tankers can be very well minimized, if prevention and

preparedness practices are adopted to a level that there is no chance left of slippage.

The important recommendations to be implemented include:

a) Regulatory frame work should address the roles of occupiers, transporters, drivers and

district and state authorities explicitly for fail safe transportation of POL tankers;

b) Response capabilities of hospitals, fire services and police on transportation routes especially

in mofussil towns should be strengthened;

c) More emphasis should be given to maintenance of safety features in POL tankers;

d) National tanker registry should be developed;

e) Tracking of POL tankers through GPS and VTS should be compulsorily adopted;

f) District Disaster Management Authority (DDMA) should have a cell for transportation of POL

Tankers;

g) Separate data base of petroleum products should be created;

h) Emergency response guide for transportation of POL tankers should be prepared;

i) Efforts should be made to designate and train community leaders on prominent highways for

down the line training of communities enroute and;

j) Safety documents should be prepared by the occupier/ transporter for vehicle, driver and

journey management for pre, during and post transportation phases.

k) Road users should keep in mind that pedestrian possesses the first right-of-way. Hence, they

should respect pedestrians by giving way. Special attention to be given in case of children,

disabled and senior citizens.



177

Sl. No.

Type of Disaster Risks involved Mitigation measures

1 Terrorist Attack

In November 2004 a United Nations (UN) panel described terrorism as ‘an act intended to cause death or serious bodily harm to civilians or non-combatants with the purpose of intimidating a population, or compelling a government or an international organization to do or abstain from doing any act’. A terrorist attack involving chemical agents differs from other terrorist attacks as it presents specific health effects to a larger population in the shortest possible

period, hence creating great panic in the community.

The areas affected need to be cordoned off. Tariff to and from the affected areas need to be regulated under surveillance to check the suspects and nab the culprits.

Traffic to the affected areas need to regulated to allow free movement of rescue vehicles like ambulances, fire tenders, police vehicles etc.

2 Earth Quake

India’s high earthquake risk and vulnerability is evident from the fact that about 59 per cent of India’s land area could face moderate to severe earthquakes. During the period 1990 to 2006, more than 23,000 lives were lost due to 6 major earthquakes in India, which also caused enormous damage to property and public infrastructure. The occurrence of several devastating earthquakes in areas hitherto considered safe from earthquakes indicates that the built environment in the country is extremely fragile and our ability to prepare ourselves and effectively respond to earthquakes is inadequate.

All the buildings should be designed seismic resistant. Identification and networking of nodal agencies and partners at different levels for Implementation of the programme. Formation of City and Ward level Disaster

Management Teams [DMT] including the concerned Government Depts. Senior citizens, National Cadet Corps (NCC)/National Social Service (NSS), Rotary and Lions Clubs, Bhagidaris (Delhi)/City Nagarik Committees/resident welfare associations, elected members, NGOs and other civil society response groups.

Development of city and ward level earthquake preparedness and response plans.

Development of an inventory of resources at all levels for speedy response during emergencies and establishing linkages with the India Disaster Resources Network (IDRN) portal being commissioned by MHA.

3 Floods Being located in midst of five rivers the state of Punjab is more vulnerable for floods in monsoon

In case of flood prone areas, the storm water drains need to be de-silted and repaired well before monsoon.

Irrigation canal and river banks need to be repaired and regularly to keep them ready for monsoon.

River bunds need to be strengthened annually to reduce the chances of flooding

4 Fire Accidents

Fire accidents generally occur due to error like, industrial or chemical fire disasters, fires at social gatherings due to Electrical short circuit fires, accidental fire and kitchen-fires. Rural and urban

residential and non-residential structural fires are also largely manmade fires.

The Delhi Fire Service issues fire safety guidelines to the various agencies for which the cases are to be referred to Chief Fire Officer, Delhi Fire Service through the building authorities concerned or licensing authorities in line with the bldg. by laws/relevant code of practices. In case of high-rise buildings i.e. 15 meter or more in height a questionnaire has to be tilled & submitted by the architect along with the plans. In order to avoid inconvenience all the information required in the questionnaire should be properly indicated. The fire safety guidelines should ensure that the information is correctly provided.



178

Sl. No.

Type of Disaster Risks involved Mitigation measures

6 Building collapse due to dilapidation

This has been a major source of human loss in old settlements where centuries old building is being used for residential and other purposes.

All old buildings not worth living should be identified and vacated if being used for habitation. And reconstruction of such building should be taken up demolished them at the earliest possible.

In case of any such untoward incident happens, the rescue teams should be put in service to save any injured beneath the debris.

5 Road Accidents

In India, road accidents are major cause of deaths.

The road users need to strictly adhere to traffic rules while driving

Personal safety equipment like helmets, safety belts must be used by all road users.

All road users should follow road signages and signals.

Speeding near congested locations, schools and hospitals to be avoided.

Drivers should use dipper at night.

reports/CMP/Patiala.pdf · Final Report Punjab Municipal Infrastructure Development Company...

Documents

Transcript of reports/CMP/Patiala.pdf · Final Report Punjab Municipal Infrastructure Development Company...