Professional Documents
Culture Documents
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Central Institute of Road Transport
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
This study is part of the Clean Air Initiative for Asian Cities' (CAI-Asia) pilot
program Partnership for Sustainable Urban Transport in Asia (PSUTA). The
program is supported by the Swedish International Development Cooperation
Agency (Sida) through the Asian Development Bank (ADB) and jointly
implemented with EMBARQ, the World Resources Institute (WRI) Center for
Transport and the Environment.
The views expressed in this study are those of the authors and do not
necessarily reflect the views and policies of the Clean Air Initiative for Asian
Cities or EMBARQ or the Swedish International Development Cooperation
Agency or the Asian Development Bank.
The Clean Air Initiative for Asian Cities or EMBARQ or the Swedish
International Development Cooperation Agency or the Asian Development
Bank do not guarantee the accuracy of the data included in this publication
and accept no responsibility for any consequence of their use.
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CONTENTS
Page
1 INTRODUCTION 1-1
Background………………………………………………. 1-1
Terms of Reference……………………………………… 1-3
Approach………………………………………………….. 1-3
Pune City Profile………………………………………….. 1-5
The Report ……………………………………………… 1-9
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7 ALTERNATIVES FOR BRIDGING GAP 7-1
Evolving Alternatives for Bridging the Data Gap……………. 7-1
9 SUMMING UP 9-1
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LIST OF TABLES
Page
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LIST OF FIGURES
Page
1.1 Location of Pune in Maharashtra 1-6
8.1 Ratio of canceled km. to scheduled km 8-2
8.2 Average passenger load factor in % 8-3
8.3 No. of breakdowns per 10,000 km 8-4
8.4 Fare/passenger km. Vs. petrol cost for two-wheelers 8-5
8.5 Loss through subsidized fare vs. subsidy provided 8-6
8.6 Capital expenditure on transport to total budgeted 8-7
expenditure
8.7 Fare/km Vs. Cost/km 8-8
8.8 Investment vis-à-vis requirement in PT per annum 8-8
8.9 Rate of return on cumulative investment 8-9
8.10 Operating fuel intensity 8-10
8.11 Expenditure to revenue realized through transport 8.11
infrastructure (PMC)
8.12 Expenditure to revenue realized through transport 8-11
infrastructure (PCMC)
8.13 Tax collection from transport sector to total tax 8-12
collection (PMC)
8.14 Tax collection from transport sector to total tax 8-13
collection (PCMC)
8.15 Trends in daily levels of PM10 at Karve Road Station 8-15
8.16 Trends in daily levels of NOx at Karve Road Station 8-17
8.17 Monthly average SPM and NO2 levels at Nal-Stop 8-18
monitoring station over the years
8.18 Monthly average SPM, SO2 and NO2 levels at Nal- 8-19
Stop, Bhosari, and Swargate monitoring stations
8.19 Average SPM, SO2 and NO2 levels at Pune 8-20
8.20 Levels of ambient noise at Mahatma Phule Mandai 8-22
8.21 Relative percentage of PM10 emissions in Pune Region 8-24
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2 ABBREVIATIONS
CB Cantonment Board
CSO Central Statistical Organisation
CNG compressed natural gas
CPCB Central Pollution Control Board
DALY disability adjusted life years
dB decibel
EMU Electric Multiple Unit
Fig. figure
GDP gross domestic product
Govt. government
ha hectare
HC hydrocarbon
HCV heavy commercial vehicle
HIG high-income group
IPT intermediate public transport
km kilometer
LCV light commercial vehicle
LIG low-income group
LPG liquefied petroleum gas
MIG middle-income group
MPCB Maharashtra Pollution Control Board
MCCIA Maratha Chamber of Commerce Industries and Agriculture
MVI motor vehicles inspector
NAAQS National Ambient Air Quality Standards
NMT non-motorized transport
NGO non-governmental organization
NH national highway
Nos numbers
NOx oxides of Nitrogen
NSS national sample survey
PCMC Pimpri-Chinchwad Municipal Corporation
PCMT Pimpri-Chinchwad Municipal Transport
PM particulate matter
PMA Pune Metropolitan Area
PMC Pune Municipal Corporation
PMT Pune Municipal Transport
PT public transport
PUC pollution under control
PWD person with disability
Rs Rupees
RSPM respirable suspended particulate matter
RTO Regional Transport Office
SPM suspended particulate matter
STS sustainable transport system
STU State Transport Undertaking
SN serial number
USD United States Dollar
USEPA United States Environmental Protection Agency
VED vital, essential, and desirable
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Notes
1 lac =100,000
1 crore = 10 million
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1. INTRODUCTION
BACKGROUND
1.1 Many cities in Asian countries are growing by leaps and bounds both
physically and demographically. The rapid growth of cities is putting
tremendous pressure on urban infrastructure—including housing,
transportation, power supply, water supply, and sewerage systems.
Transport, which is demand-driven, plays a very important role in the
overall growth of the economy. Despite having direct influence on
economic growth, transport systems in many cities in Asia—especially
in India—require much higher levels of attention in terms of their
growth and sustainability.
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1.5 It is in this context that the Clean Air Initiatives (CIA)–Asia Secretariat,
in consultation with the local government (Pune Municipal Corporation-
PMC), agreed to participate in the “partnership for sustainable urban
transport in Asia (PSUTA).” The Asian Development Bank (ADB)
received support for this project from the Swedish International
Development Agency (SIDA). ADB, working with local organizations
with expertise in transport and EMBARQ (World Resources Institute,
Washington, D.C.) initiated the PSUTA project in three cities in Asia,
namely Pune in India, Hanoi in Vietnam, and Xi’an in China.
1.6 The PSUTA project in Pune was managed by the Central Institute of
Road Transport (CIRT), an institute of national standing in the road
transport sector with a focus on research and consultancy in the
transport field, the training of transport system executives and
managers, and testing and certification of the quality of automobile
components and accessories. CIRT is an ISO 9001 and ISO 14001-
certified and NABL-accredited Institute.
1.7 The terms of reference (TOR) and the project’s approach and
methodology are described in the following paragraphs.
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TERMS OF REFERENCE
APPROACH
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Brief History
1.10 Pune has always been an important region, from the ancient Hindu
period to the British regime. It attained glory during the Maratha period,
when it was a bastion of the powerful Maratha empire. The location of
Pune in Maharashtra is shown in Fig. 1.1.
1.11 Presently, Pune is the seventh largest industrial city in India and the
second most important city in Maharashtra after Mumbai. Pune is
known for its cultural heritage, educational activities, and heavy
industrialization. It is identified as a growing metropolis. Over the past
three decades, Pune has witnessed remarkable development,
particularly along the Mumbai-Pune highway (NH-4)/Mumbai-Pune
expressway, and in most regions in the hinterland.
1.12 The pleasant, cool climate of Pune is to a great extent responsible for
its development as a center of education. It has some of the finest and
most prestigious educational institutions in India. Two charming hill
stations—Lonavala and Khandala—are located about 65 kms and 70
kms northwest of Pune on the Mumbai-Pune highway (NH-4)/ Mumbai-
Pune expressway. Important historic sites in Pune include
Shaniwarwada (the palace of the Peshwa rulers, built by Bajirao in
1736), Parvati hills and temples (built by Nanasaheb Peshwa in 1749),
Saras Baug (a tidy garden in the southern part of the city, built by
Nanasaheb Peshwa), Chatusrungi Mandir, and Osho International
Commune.
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Figure1.1 to be inserted
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Table 1.1
Pune MA Demographic and Area Details
Area Population*
SN Area jurisdiction
(sq km) in (in lacs)
1991 2001
1 Pune Municipal Corporation 244.00 15.67 25.38
(PMC)
2 Pune Cantonment Board 13.88 0.82 0.80
3 Khadki Cantonment Board 13.23 0.78 0.77
Pimpri-Chinchwad
4 Municipal Corporation 104.37 5.17 10.12
(PCMC)
Total area 375.48 22.44 37.07
Decennial population growth (PMA)
1991-2001 in % 65.19
Source: *Census of India 1991 & 2001
Land-Use Distribution
1.15 Table 1.2 presents existing land-use distribution patterns for the PMC
area.
Table 1.2
Land-use Distribution Pattern in PMC
SN Land-use category %
1 Mixed land use 0.5
2 Residential 21.1
3 Commercial 0.1
4 Industrial 1.5
5 Public/ semi-public 1.7
6 Public Utility 7.5
7 Transport & communication 3.9
8 Agriculture 43.2
9 Hilltop and hill slope 6.8
10 Reserve forest 5.3
11 Other 1.9
Total 100%
Registered Vehicles
1.16 The total registered vehicle population (transport and non-transport) in
Pune city in 2002 was 658,313, out of which 537,956 were non-
transport vehicles such as two-wheelers, cars, and jeeps.
Two- wheelers constitute the highest among non-transport vehicles
(491,747, or 74.6 percent of total vehicles), followed by cars (63,489,
or 9.6 percent of total vehicles) in 2002. Growth of vehicles in Pune is
about 8 percent per annum.
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Transport Linkages
1.17 The total road length in the Pune metropolitan area is about 1,250 kms.
This area includes Pune Municipal Corporation (PMC), Pimpri-
Chinchwad Municipal Corporation (PCMC), Pune Cantonment Board,
Khadki Cantonment Board, and some villages around the city.
Mumbai, India’s financial hub, is just 3–4 hours away from Pune and
can be accessed by the Mumbai-Pune expressway/Mumbai-Pune
highway (National Highway-NH-4), as well as by rail and air. With the
significant reduction in travel time (about 2–3 hrs) between Mumbai
and Pune by road via the expressway, there is growing passenger
travel demand between Pune and Mumbai. Similarly, there is also an
increase in passenger travel demand between Pune and other regional
centers. Some of the other cities that are well-connected with Pune are
Nagpur, Nasik, Satara, Sholapur, Kolhapur, Aurangabad, Nanded,
Hyderabad, Bangalore, Panaji, Kolkata, Chennai, and Delhi by
road/rail/air. Important major arterials in Pune city are old NH-4, Pune-
Nasik road, Pune-Ahmednagar Road, Jangli Maharaj road, Gokhale
road, Shankarsheth road, Satara road, and Sholapur road. The Pune
city (including Pune CB and Khadki CB) and Pimpri-Chinchwad city
road network plan are described in Annexes 1.1 and 1.2, respectively.
Public Transport
1.19 Inter-city travel needs are managed by the Maharashtra State Road
Transport Corporation (MSRTC) buses, private buses, rail, and air. The
inter-city bus routes offer services between Pune and other major cities
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THE REPORT
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2.1 The Sustainable Transport System (STS) for Pune Metropolitan Area is
defined according to the expectations of the concerned stakeholders
for STS, particularly in the context of the following elements:
• Social acceptability
• Ecological appropriateness
• Political participation
• Economic productivity
• Energy Efficiency
• Safety
• Cultural appropriateness
2.2 Any transport system could be considered reasonably sustainable if it
adequately fulfils the expectations of the concerned stakeholders on a
continual and equitable basis.
DEFINITION
2.3 Considering the above, the STS is defined as follows:
KEY ATTRIBUTES
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2.4 While defining STS, we considered the following six key attributes,
which focus on the most important themes of the STS.
a. Dynamic. The term “dynamic” in the STS context highlights the
changing needs of the transport industry with respect to
innovation(s) in vehicle technology, information systems, traffic
and transportation engineering, and management techniques. A
dynamic STS tends to ensure that it caters to changing
transportation needs with reference to various aspects of the
transport sector.
b. Eco-friendly. This signifies the importance of developing an
environmentally friendly transportation system. It focuses on
harnessing the full potential of those transport modes that require
minimal energy resources and do not pollute the environment.
Such modes include pedestrians, bicycles, cycle-rickshaws,
horse-carts (popularly called tongas in India), electric trolley
buses, trams, battery-operated buses, electric multiple unit (EMU)
trains, and CNG/LPG/hybrid/fuel cell vehicles.
c. Energy efficient. The term “energy efficient” highlights the
importance of using transport modes that cater to larger numbers
of trips with the least consumption of energy, such as high-
capacity road/rail-based public transport (PT) modes. Maximum
usage of energy efficient modes will eventfully lead to lower
consumption of fuel, as well as lower pollution.
d. Safe. Considering the large number of road accidents and
mounting social costs of accidents in Indian cities, it is essential to
look toward transport modes that provide higher safety levels to
the transport system, such as bus and rail systems.
e. Affordable. Since affordability plays an extremely important role
in improved patronage of the transport system—especially the
public transport (PT) and intermediate public transport (IPT)
systems—and in obtaining a sustainable transport system, the
fare structure of the PT/IPT needs to be fixed at a reasonable
level.
f. Operationally viable. The operational viability of a transport
system—relative to city land-use characteristics and the existing
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IDENTIFICATION OF STAKEHOLDERS
3.1 Having defined a sustainable transport system (STS) for Pune city, the
next task of the study is to identify concerned stakeholders, along with
their expectations for sustainable transport. The sustainability of the
transport system depends on effectively and adequately fulfilling the
expectations of the concerned stakeholders.
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CITIZENS
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SERVICE PROVIDERS
3.5 The road-based service providers, as stakeholder of STS, include bus
operators/owners, taxi owners/operators, and operators of three-
wheelers, 6-seaters, and auto-rickshaws, as well as railway service
providers. Some of the expectations of service providers are as
follows:
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ENERGY PROVIDERS
3.6 The role of energy providers as a stakeholder of sustainable transport
is to ensure an adequate supply of energy (fuel) for public transport,
intermediate public transport (IPT), and users of the personalized
modes. Some of the notable expectations of energy providers are as
follows:
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INFRASTRUCTURE PROVIDERS
3.7 Infrastructure providers are one of the important stakeholders of
sustainable transport. They plan, design, and execute projects
pertaining to transport infrastructure, such as roads, bus shelters,
parking bays, sidewalks, and traffic signals. The important expectations
of infrastructure providers as stakeholders are:
REGULATORS
3.8 Regulators are one of the stakeholders of the sustainable transport
system. They regulate implementation of various rules and regulations
pertaining to transport systems and subsystems. Some of the
expectations of the regulator are as follows:
VEHICLE MANUFACTURERS
3.9 The role of vehicle manufacturers as a stakeholder of a sustainable
transport system is to supply an adequate number of vehicles in
response to consumer demand and to promote technological
innovation in vehicles. Some of the expectations of the vehicle
manufacturers are as follows:
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o Consumer satisfaction.
o Adequate, efficient, and transparent system of statutory
approvals.
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IDENTIFICATION OF INDICATORS
4.1 In order to meet expectation(s) of the concerned stakeholders for a
sustainable transport system (STS), we identified all possible indicators
that directly or indirectly reflect a measure of the expectations of
stakeholders. An indicator is a quantifiable and measurable parameter
that describes a certain activity, objective, or performance. In some
cases, it is qualitative.
4.2 All possible indicators are compiled and listed in Annex 4.1.
Subsequently, a VED (Vital, Essential and Desirable) analysis of
indicators was carried out. While vital signifies critical indicators for
STS, essential refers to the next level of criticality (less importance) of
indicators of STS, and desirable refers to indicators meeting basic
expectations of stakeholders from a sustainable transport system.
Following VED analysis, we identified a total of 52 indicators
representing critical expectations of stakeholders in the STS, which are
shown in Table 4.1.
Table 4.1
Stakeholders, Expectations, and Indicators for STS
SN Stake- Expectation Indicators Gro- Hierarchy
holder up
1 People/ 1.1 clean 1.1.1 No. of days pollution level En M
citizens environ exceeded national ambient air
-ment quality standards (NAAQS)
1.1.2 air quality trends for last 5 En H
years
(concentration of pollutants in
ambient air)
1.1.3 % of green area to total city En H
area
1.1.4 Pollution contribution from En M
transport sector as a fraction
of total pollution load (%)
1.1.5 Total fuel consumed (by type: En L
petrol, diesel) / 10,000 vehicle
population (fuel-wise)
1.1.6 Disability adjusted life years En M
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bus
3.1.3 Investment vis a vis Ec H
requirement in PT per annum
3.1.4 Rate of return on cumulative Ec M
capital investment trend
analysis
3.2 integrati 3.2.1 no. of buses connected with Ac M
on of railway stations within 0.5 km
rail with distance to 10,000 rail
road commuters vis a vis
transpo requirement as per travel
rt demand (trend analysis)
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ks,
parking
lots,
bus
shelters
, etc
6 Regula- 6.1 enforce 6.1.1 no. of MVIs /10,000 vehicles S L
tors -ment vis a vis existing norms
capacit
y&
capabili
ty
6.1.2 No. of traffic police deployed/ Gov L
lac vehicles
7 Vehicle 7.1 healthy 7.1 .1 vehicles ownership/household Ac L
manufa- growth (trend analysis)
cturers of
transpo
rt
sector
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GROUPING OF INDICATORS
4.3 The indicators were then placed in the following broad groups:
- Access
- Economics
- Environment and Health
- Safety
- Governance
Table 4.2
Group Indicators with their Hierarchy and Stakeholders
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4.7 The indicators falling in the high hierarchical level signify that for
achieving STS, these indicators should be used for making policy-level
decisions by the highest level of officials, such as the mayor of the city,
the municipal commissioner, and other senior officials. Medium
hierarchy indicators refer to those that should be used for analyzing, or
establishing trends. by the concerned executive-level officials of the
respective departments. Low hierarchy indicators refer to the raw data
level; these indicators are of low significance in STS. The indicators
arranged by hierarchy, along with corresponding groups and
stakeholders of STS, are shown in Table 4.3.
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Table 4.3
Hierarchy wise Indicators with Group and Stakeholders
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(available/not available)
qualitative
2 road map with adequate lead time for Gov VM
implementation of regulations
(available/not available)
qualitative
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4.8 As shown in Table 4.3, eight indicators fall under the high-level
category, 21 indicators in the middle level, and 21 indicators in the low
level.
Table 4.4
Distribution of Indicators with Hierarchy
by Group of STS
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INTRODUCTION
5.1 Having identified indicators for each functional group of STS (access,
economic, environment, safety and governance) in Chapter 4, we now
turn to the requirements and availability of key data for indicators. The
key data values will help in quantifying the respective indicator value.
5.3 The details are available in Tables 5.1 to 5.5. The quality of data is split
into sections (acceptable and available). The quality of data is
examined with respect to the data accuracy level and is marked as
“high”, “good” and “average.” The quality of data ranked “high” signifies
the highest accuracy level in data; “good” signifies the next lower
accuracy level in data quality, and “average” signifies the lowest
accuracy level in data.
5.4 The frequency of data compilation is again split into sections (desired
and available). The regularity of data collection is marked as “regular”
and “irregular.” Regular signifies that at fixed intervals
(daily/monthly/yearly) the required data is collected by the concerned
department in PMA; irregular signifies that data is not collected at fixed
intervals.
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Access
5.4 Data accessibility is examined in Table 5.1. As shown in Table 5.1, for
the majority of the indicators, the quality and frequency of data
compilation is acceptable. For data compiled through primary surveys,
the required frequency for data compilation is indicated as 5 years.
Economic
5.5 Regarding the economic aspect of STS, key data requirements and
availability are shown in Table 5.2. The required high-quality data is
collected regularly by the concerned departments.
5.6 The data requirements and availability for indicators reflecting air
quality and public health is shown Table 5.3. In the case of the
environment and health group, for some indicators data is not collected
—for example, data on noise levels and detailed data on pollutant
sources—and for some data frequency of data collection is observed to
be irregular.
Safety
5.7 The key data requirements for safety of operations/ safety of transport
systems are presented in Table 5.4. For safety-related indicators, high-
quality data is compiled regularly by the concerned departments. For
the majority of indicators in safety area, data is available from the
Traffic Police and the RTO in PMA.
Governance
5.8 Table 5.5 presents key data requirements and availability for the
governance aspects of a sustainable transport system. There are three
indicators in this group, which includes two qualitative-type indicators.
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Table 5.1
Key Data Requirements & Availability for Access Group of Indicators
SN Indicator Key data required Quality of data Frequency of data Possible source
compilation or ownership
(regular/irregular) of data
2 no. of buses connected with -rail commuters travel demand good good regular irregular Indian Railways
railway station(s) within 0.5 -no. of buses connected to
km distance to 10,000 rail railway station(s) within 0.5 km high high regular regular PMT, PCMT
commuters vis a vis as distance
requirement per travel
demand
3 %age of area reserved for -total area reserved for high high regular regular PMC, PCMC, CBs
transport use transport use
-total area (PMA) high high regular regular PMC, PCMC, CBs
4 number of bus shelters to -no. of bus shelters high high regular regular PMT, PCMT
total road length -total road length high high regular regular PMC, PCMC, CBs
5 number of bus -no. of bus shelters PWDs high - regular - PMT, PCMT
stops/shelters for persons friendly
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with disabilities (PWDs) to -total bus shelters in PMA high high regular regular PMT, PCMT
total bus stops/shelters
6 number of buses PWDs -no. of buses PWDs friendly high high regular irregular PMT, PCMT
friendly to total buses -total buses* high high regular regular PMT, PCMT
7 travel time per unit distance -travel time per unit distance good average Regular irregular PMC, PCMC, CBs
for each transport mode (by mode) @
8 travel demand and transport -per capita trip (for bus) good good regular irregular PMC, PCMC, CBs
supply ratio (PT related) -total no. of bus trips high high regular regular PMT, PCMT
-average occupancy ratio in high high regular regular PMT, PCMT
bus*
9 no. of breakdowns per -no. of breakdowns vis a vis high average# regular regular PMT, PCMT
10,000 km operated* (for km operated for buses
buses)
10 no. of canceled -no. of canceled km for buses high high regular regular PMT, PCMT
km/scheduled km (for -no. of scheduled km for buses high high regular regular PMT, PCMT
buses)*
11 average waiting time at bus -average waiting time at bus good average regular@ irregular PMT, PCMT,
stops/shelters stops/shelters PMC, PCMC
12 average passenger load -average passenger load factor high good regular regular PMT, PCMT
factor (for buses)* for buses
13 number of zebra crossing to -total no. of zebra crossings high high regular regular PMC, PCMC, CBs,
total traffic signals Traffic Police
-total traffic signals high high regular regular PMC, PCMC, CBs,
Traffic Police
14 number of walk signals to -no. of walk signals high High regular regular PMC, PCMC, CBs
total traffic signals
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Table 5.2
Key Data Requirements & Availability for Economic Group of Indicators
SN Indicator Key data required Quality of data Frequency of data Possible
compilation source or
(regular/irregular) ownership
of data
accep- actual desired available
table
(1) (2) (3) (4) (5) (6) (7) (8)
1 capital investment in -capital investment in high good regular regular PMC, PCMC,
transport sector to GDP transport sector by local & CBs
government
-GDP of PMA (available good good regular regular Directorate of
at district level) Economics and
Statistics,
Mumbai
2 expenditure on transport as -% of average good - regular - Not available
% of household expenditure on transport
expenditure (income group- -average household good - regular - Not available
wise) expenditure or income (income
group-wise)
3 marginal cost per km for -marginal cost per km for good average# regular @ irregular PMT, PCMT
two-wheeler to fare per two-wheeler
passenger km (only fuel efficiency is
taken on assumption of
60 km per liter and petrol
prices 40 Rupees @ liter)
high high regular regular PMT, PCMT
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Final Report
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Central Institute of Road Transport 6-2
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
budget
11 ratio of expenditure to - % revenue from High good regular regular PMC , PCMC,
revenue realized through transport infrastructure CBs
transport infrastructure - % expenditure on high good regular regular PMC , PCMC,
(road tax, fuel tax, etc) transport infrastructure of CBs
total local government
budget
12 tax collection from -octroi collection and high high regular regular PMC , PCMC,
transport sector to total tax other taxes such as road CBs
collection tax etc.
* data published by Central Institute of Road Transport, Pune # through primary survey @ 5 year interval
Table 5.3
Key Data Requirement & Availability for Environment Group of Indicators
SN Indicator Key data required Quality of data Frequency of data Possible
compilation source or
(regular/irregular) ownership
of data
accep- actual desired available
table
(1) (2) (3) (4) (5) (6) (7) (8)
1 no. of days pollution - ambient air pollutant concentrations for high good regular regular MPCB*
level exceeded various pollutants such as PM10, NO2,
national ambient air SO2, measured at various locations in good good regular@ regular PMC
quality the PMA area (spatial distribution)
2 standards(NAAQS) - ambient air pollutant concentrations at
air quality trends for traffic hotspots
last 5 years
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
6 % of green area to distribution of green spaces in PMA (by high high regular regular PMC, PCMC,
total city area (PMA: ward) CBs
green space)
7 number of LPG, -no. of LPG, CNG, battery operated, high high regular regular RTO
CNG, battery hybrid electric vehicles
operated, hybrid - no. of registered vehicles high high regular regular RTO
electric vehicles per
lac vehicles
(by category)
8 pollution contribution -distribution of vehicle population high high regular regular RTO
from transport sector (by vehicle category/ vintage)
as a fraction of total -emission factors (by vehicle category good good regular irregular CPCB
pollution load (%) and vintage)
--utilization factors (km/day) or (km/year good good regular irregular CPCB
-percentage of old vehicles not in use or
phased out good - regular - NONE
-percentage of old vehicles upgraded,
retrofitted with emission control devices, good - regular - NONE
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Central Institute of Road Transport 6-4
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 6-5
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 5.4
Key Data Requirements & Availability for Safety Group of Indicators
SN Indicator Key data required Quality of data Frequency of data Possible
compilation source or
(regular/irregular) ownership
accep- actual desired available of data
table
(1) (2) (3) (4) (5) (6) (7) (8)
1 Transport-caused fatalities -no. of fatalities high high regular regular Traffic Police
per 10,000 vehicles (by (by vehicle category)*
vehicle category) including -no. of vehicles good high regular regular RTO
NMT & pedestrians registered (5 year
interval)
4 no. of cases of violation of - no. of cases violating high high regular regular Traffic Police
traffic rules per 10,000 traffic rules
vehicles - no. of vehicles high high regular regular RTO
5 no. of MVIs /10,000 vehicles -no. of MVIs high high regular regular RTO
vis a vis existing norms -no. of vehicles high high regular regular RTO
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Central Institute of Road Transport 6-6
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 6-7
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 5.5
Key Data Requirement & Availability for Governance Group of Indicators
SN Indicator Key data required Quality of data Frequency of data Possible
compilation source or
(regular/irregular) ownership
of data
accept- actual desired available
able
(1) (2) (3) (4) (5) (6) (7) (8)
1 no. of traffic police -No. of traffic police high high regular regular Traffic Police
deployed/ lac vehicles deployed
-no. of vehicles registered high high regular regular RTO
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
6.1 Having identified key data requirements and availability for indicators of
STS in Chapter 5, we now turn to considering data gaps for indicators,
such as:
6.2 During the course of the research, we identified some areas that
indicated gaps in the currently available basic data. In this section, a
more detailed assessment of the gaps has been carried out in terms of:
6.3 In Tables 5.1 to Table 5.5 (Chapter 5), columns 6 and 7 (regular or
irregular) have been filled for all cases, irrespective of whether the data
for an indicator is available or not. Where “regular” is mentioned in
case of indicator gaps—for example, “column 6 of above mentioned
tables”—it is meant to emphasize that the data for the indicator needs
to be monitored on a regular basis. We then discuss the “availability” of
required data with its “quality,” and the “desired frequency of data
compilation” for indicators.
Access
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
6.4 The accessibility of key data is shown in Table 5.1 in Chapter 5. It can
be observed from Table 5.1 that for the majority of the indicators, data
is available at the local-government level
(PMC/PCMC/CBs/PMT/PCMT), and that data for various indicators are
compiled at regular intervals. For some indicators—such as travel
demand, average waiting time, etc—data is not collected periodically,
and hence for these indicators sample studies at periodic intervals are
indicated.
Economic
6.5 Table 5.3 of Chapter 5 indicates that the data for many indicators
reflecting the status of air quality and health of citizens—that is, the
“environment and health” related aspects of STS—are not
available/collected or not collected at the desired frequency of data
collection. For this area, Table 6.1 presents the availability of data,
missing data (and whether it can be borrowed), and desired frequency
of data compilation. For many of the indicators, data is available at the
local-government level with data gaps.
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 6.1
Environment Group Indicators with Availability of Data
Indicator Available Missing Desired
(at what level) (can it be borrowed) frequency
of data
collection
(regular or
irregular)
1. number of days pollution level Local, state, and regular
exceeded national ambient air central governments
quality standards (NAAQS)
2. air quality trends for last 5 years Local, state, and regular
(concentration of pollutants in air) central governments
-ambient air pollutant Local, state, and regular
concentrations for various central governments
pollutants such as PM10, NO2,
SO2, measured at various
locations in the PMA area (spatial
distribution)
-ambient air pollutant Local government Data at several locations not available regular
concentrations at traffic hotspots
3. disability adjusted life Not available No data for Pune available. Can be barrowed from limited regular
years(DALY) per 10,000 data for other cities like Delhi.
population due to transport
component of air pollution
4. number of days noise level Local government Data at traffic hotspots with respect to transport-generated regular
exceeded normal level noise
5. noise level trends for last 5 Local government Data not available regular
years
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Central Institute of Road Transport 6-4
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
-emission factors (by category and Central government Data available not based on actual measurements. regular
vintage) It is derived from the emission levels of vehicles obtained (The ‘ICAP’
during Type Approval and using certain assumed programme
deterioration factors to reflect actual conditions. is envisaged
Can be used in the absence of any other data. as a one
A project called “Indian Clean Air Programme - ICAP” time
sponsored by the oil companies is currently under way and exercise.
is likely to provide more accurate data.
-utilization factors (km/day) or Central government Data available not based on actual measurements but on irregular
(km/year) anecdotal information and certain old studies. Can be
adequate for the time being
-percentage of old vehicles not in Not available There is no system of de-registration of vehicles. Can be regular
use or phased out ascertained from some survey-based studies done in other
cities instituted by the Auto-Fuel Policy Committee by using
the distribution of vehicles on the road (by vintage).
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Safety
6.6 Table 5.4 in Chapter 5 presents data availability with acceptable data
quality, and desired frequency of data compilation for indicators dealing
with safety issues. For the majority of the indicators, data is available at
the local-government level; data for indicators are collected at regular
intervals.
Governance
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Central Institute of Road Transport 7-1
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
7.1 This part deals with options to bridge the data gaps identified in
Chapter 6. For this purpose, up to three options have been considered:
7.2 An attempt has been made to cost each of the above options and
formulate a plan of action for collection of the missing data, keeping in
view the trade-offs between accuracy, frequency of collection, and
cost. The accuracy requirement has been considered from the point of
view of the needs of the Pune Metropolitan Area to diagnose problems,
implement cures, evaluate progress, and rebalance policies that are
not meeting stakeholders’ expectations.
7.3 We also identified key public, private, and NGO experts, agencies, and
other stakeholders who could contribute toward the cost of the
development of these indicators.
7.4 For each indicator with data gaps, we present options for bridging
those gaps. The list also includes indicators with no apparent gaps, but
that may require further refinement.
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Access
7.5 Table 7.1 presents a list of access group indicators. For the majority of
access group indicators, data is generally available. However, for some
indicators, refining the process of data collection is required.
Economic
7.6 Table 7.2 presents a list of indicators on economic issues, and options
for bridging data gaps for these indicators. For the majority of
indicators, data is generally available. For one indicator, owing to
absence of city-level GDP data, options for bridging the data gap are
worked out and present in the table.
7.7 Table 7.3 presents a list of environment and health indicators and
suggested options for bridging data gaps for those indicators for which
data is not collected/available. In the environment group, we observed
data gaps for many indicators; options (low cost, medium cost, and
high cost) for bridging data gaps are given in Table 7.3.
Safety
7.8 Table 7.4 presents indicators reflecting safety issues. For indicators in
this group, the data are generally compiled at regular intervals.
Governance
7.9 Table 7.5 presents a list of governance indicators. The data for
indicators in this group are generally compiled at regular intervals. A
road map with lead time for implementation of regulations is presently
not available and needs to be developed.
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Central Institute of Road Transport 7-3
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 7.1
Bridging Data Gap for Access Group of Indicators
Indicator Data Gap Action plan Remarks
for bridging
data gap
1. total cycles track No apparent data gaps; however, refining the - Periodic assessment of
(by track-length-category) per data compilation process is necessary. bicycle-trips in PMA is
10,000 cycles-trips required.
trend analysis
2. no. of buses as per travel demand No apparent data gaps; however, refining the - Periodic assessment of
connected with railway stations data compilation process is necessary. commuter travel demand
within 0.5 km distance to 10,000 rail at respective railway
commuters station(s) to be carried
(trend analysis) out.
3. %age of area reserved for No data gaps. - -
transport use
4. number of bus shelters to total No apparent data gaps; however, refining the - Periodic assessment of
road length vis a vis requirement as data compilation process is necessary. commuter travel demand
per travel demand. in PMA to be carried out.
5. number of bus stops/shelters for No apparent data gaps. - Need to make bus
persons with disabilities (PWDs) to stops/shelters PWDs
total bus stops/shelters friendly in phases.
6. number of buses PWDs friendly to No apparent data gaps. - Need to procure buses
total buses PWDs friendly in phases.
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Central Institute of Road Transport 8-1
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
7. travel time per unit Data is not compiled periodically. Medium-cost option Cost : Rs. 3 lacs,
distance for each transport Data gap Periodic primary survey to USD : 6,900
mode assess travel time for each Stakeholder to
transport mode in PMA is to contribute to the cost
be carried out. - PMC, PCMC
-Traffic Police, RTO
8. travel demand and Periodic assessment of passenger travel Low-cost option: -
transport supply ratio demand through primary survey is required. Assessment of travel
(PT related) demand as per projections
made in secondary data.
Medium-cost option: Cost : Rs. 10 lacs
To carry out primary USD : 23,000
surveys on sample basis at Stakeholder likely to
periodic interval in PMA. contribute to the cost.
-PMC, PCMC
-Traffic Police, RTO
9. no. of breakdowns per No data gaps. - Reliability of the data
10,000 km operated needs to be
(for buses)- trend analysis improved.
10. no. of canceled km per No data gaps. - -
scheduled km for buses
trend analysis
11. average waiting time at Data gap. Medium-cost option: Cost : Rs. 3 lacs
bus stops To carry out primary survey USD : 6,900
(trend analysis) on sample basis at periodic Stakeholder likely to
interval in PMA. contribute to the cost.
-PMC, PCMC
-Traffic Police, RTO
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-3
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 7.2
Bridging Data Gap for Economic Group of Indicators
Indicator Data Gaps Action plan for bridging Remarks
data gap
1. capital investment in Data gap: Low-cost option -
transport sector to GDP As district level per capita
gross product is available,
same may be used to get
approximate gross product
for PMA.
High-cost option Cost: Rs. 5 lacs
Though currently there is no USD : 11,500
method for calculating city- Stakeholders likely
level GDP, it can be to contribute to the
formulated at the CSO or cost:
NSS level with the help of -PMC,PCMC, CBs
local government. -Central govt.
-Donor agencies
-Trade associations
2. expenditure on transport No data gaps. -
as % of household
expenditure (by income
group) (trend analysis)
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-5
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-6
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 7.3
Bridging Data Gap for Environment Group of Indicators
Indicator Data Gaps Action plan for bridging data gap Remarks
1. no. of days pollution level No apparent data gaps; - -ambient air pollutant
exceeded national ambient however, refining the concentrations for
air quality standards data compilation process various pollutants
(NAAQS) is necessary such as PM10, NO2,
SO2, measured at
2. air quality trends for last 5 various locations in
years the PMA area
(concentration of pollutants (spatial distribution)
in air) -ambient air pollutant
concentrations at
traffic hotspots (no
data gap)
3. disability adjusted life Data gap: Low-cost option Cost : Rs. 10 lacs
years (DALY) per 10,000 No data for Pune a) Improve coordination among the different USD : 23,000
population due to transport available. agencies that are monitoring air quality and
component of air pollution ensure that identical procedures are Stakeholders likely to
Analysis of data with followed contribute to the cost:
respect to air pollution b) Hold a single agency at the local level (1) PMC, PCMC,
responsible for consolidating all the data cantonment
from different stations and calculate the boards,
indicators and prepare maps showing (2) MPCB,
spatial distribution of pollutant levels (3) University of
c) Institute a system of independent audits of Pune,
the centers to ensure high levels of (4) Central govt.
accuracy and consistency budget
(5) Donor agencies
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-8
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
4. no. of days noise level Data gaps: no data Low-cost option Cost : Rs. 20 lacs
exceeded normal level a) Institute a one-time study over a month USD : 46,000
No program to monitor covering different traffic hot spots, different
5. noise level trends for this indicator. times of the day, different days of the week Stakeholders likely to
last 5 years b) Institute a one-time epidemiological study contribute to the cost
to ascertain the magnitude of the problem (1) University of
of hearing impairment caused by traffic Pune
noise (2) PMC, PCMC,
Cantonment
Boards,
(3) MPCB, CPCB
(4) private sector
(SIAM/SAFE)
High-cost option Cost : Rs. 50 lacs
a) build a full-fledged network for regular USD : 115,000
monitoring of traffic-induced noise
b) build institutional capacity to take up Stakeholders likely to
regular epidemiological studies related to contribute to the cost
noise (1) central govt.
(2) state govt.
(3) donor agencies
6. % of green area to total No data gap. - -
city area
(PMA: green space)
7. pollution contribution from Only one very - -
transport sector as a approximate study done
fraction of total pollution as a part of training and
load (%) capacity building project
assisted by USEPA
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Central Institute of Road Transport 8-9
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-10
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-11
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Central Institute of Road Transport 8-12
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 7.4
Bridging Data Gap for Safety Group of Indicators
Indicator Data Gaps Action plan for bridging data Remarks
gap
1. transport-caused fatalities No data gaps. - -
per 10,000 vehicles (by
vehicle category) including
NMT & pedestrians
2. transport-caused injuries No data gaps. - -
per 10,000 vehicles (by
vehicle category) including
NMT & pedestrians
3. no. of trauma care No data gaps. - Data pertaining to private trauma
centers/1 lac population care in PMA is to be compiled by
local NGOs or local government.
4. no. of cases of violation No data gaps. - -
of traffic rules per 10,000
vehicles
5. no. of MVI /10,000 No data gaps. - -
vehicle vis a vis existing
norms
6. no. driver training No data gaps.
schools/no. of new licenses
issued trend
analysis
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Central Institute of Road Transport 8-13
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 7.5
Bridging Gap for Governance Group of Indicators
Indicator Data Gaps Action plan for bridging data Remarks
gap
1. no. of traffic police No data gaps. - -
deployed/ lac vehicles
2. policy & regulations for - - -
safety, emissions,
performance etc. of vehicles
- available/not available
(qualitative)
3. road map with adequate Data gap: road map not Low-cost option: Cost : Rs. 10 lacs
lead time for implementation available There is a need to develop a UISD : 2,300
of regulations road map with adequate lead
-available/not available time for implementation of
(qualitative) regulations by a committee
comprising officials from the
concerned departments.
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Central Institute of Road Transport 8-14
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
4.8 Based on the availability of data for the past few years from the
concerned departments and organizations, we carried out a trend
analysis for each selected indicator for the Pune Metropolitan Area
(PMA). In this chapter, the analysis is presented in sequence by
group—namely access, economics, environment and health, safety,
and governance.
ACCESS
Indicator access 1
%age of area reserved for transport use
(refer Table 4.2, SN 1.3)
8.4 For this indicator, data for year 2004 was collected for Pune city (PMC
area) and is presented below. Given the existing land-use distribution
pattern in PMC, 3.9 percent of city area in Pune is for transport use
(refer Table 1.2, Page 1-7). According to planning norms, about 15 to
20 percent of the city area should be reserved for transport use; in this
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Central Institute of Road Transport 8-1
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Indicator access 2
No. of cancelled km/scheduled km (buses)
(refer Table 4.2, SN 1.9)
8.5 Data was collected for Pune Municipal Transport (PMT) from 1999 to
2004 and is given below:
8.6 Table 8.1 presents canceled kms, scheduled kms, and its ratio as an
indicator value for PMT buses from 1999 to 2004. Fig 8.1 shows that
the ratio of canceled kms to scheduled kms for PMT increased from
1999 through 2001–02 and then declined slightly. In order to increase
the reliability of PMT bus service among commuters, value of this
indicator should be as low as possible and preferably nil.
Table 8.1
No. of Canceled km/Scheduled km
*values are in lacs
Year 1999–00 2000–01 2001–02 2002–03 2003–04
Canceled kms (A)* 40.02 60.49 94.05 68.02 65.98
Scheduled kms (B)* 648.52 666.69 675.36 638.29 674.85
Ratio (A/B) 0.06 0.09 0.14 0.11 0.10
0.150
0.100
0.050
0.000
99-00 00-01 01-02 02-03 03-04
cancelled km/schedule km
Fig 8.1 Ratio of canceled km to schedule km
Indicator access 2
Average passenger load factor (buses)
(refer Table 4.2, SN 1.11)
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Central Institute of Road Transport 8-2
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.7 Table 8.2 presents the average passenger load factor for PMT buses
from 1999 to 2004. Fig 8.2 graphically shows the trend for this indicator
during last five years. It can be seen from Fig 8.2 that the average
passenger load factor for PMT has gradually increased. A high average
passenger load factor in bus operation helps meet operating costs of
buses and other expenditures by transport operators.
Table 8.2
Average Passenger Load Factor
60.00
Avg. Load Factor
50.00
40.00
30.00
20.00
10.00
0.00
99-00 00-01 01-02 02-03 03-04
Year load factor
Fig 8.2 Average passenger load factor in %
Indicator access 3
No. of breakdowns per 10,000 km (buses)
(refer Table 4.2, SN 1.17)
8.8 Table 8.3 presents the number of breakdowns per 10,000 effective km
operated by PMT buses from 1999 to 2004, and Fig 8.3 shows the
trend for this indicator. It can be seen from Fig 8.3 that in the last five
years, the number of breakdowns per 10,000 effective km operated
had remained about the same (i.e. 1 breakdown per 10,000 km
operated), except in 2000, when it declined to 0.80 breakdowns per
10,000 effective km. This indicator is directly linked with the reliability of
the bus service. Therefore, efforts need to be made by PMT to further
reduce the value of this indicator.
Table 8.3
No. of Breakdowns per 10,000 km
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Central Institute of Road Transport 8-3
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
04
No. of 0.99 0.80 1.01 0.97 1.04
breakdowns
per 10,000 km
1.2
Breakdowns/10000 kms
1
0.8
0.6
0.4
0.2
0
99-00 00-01 01-02 02-03 03-04
Indicator access 4
No. of zebra crossings/ total traffic signals
(refer Table 4.2, SN 1.12)
8.9 For this indicator, data for 2004 was collected for Pune city (PMC area)
and is presented below. As shown in Table 8.4, zebra crossings are
provided at the majority of traffic signals in Pune city. This trend needs
to be monitored in the future.
Table 8.4
No. of Zebra Crossings Vs Total Traffic Signals
Year 2004
No. of zebra crossings in Pune (A) 270
No. of traffic signals in Pune (B) 135
Ratio (A/B) 2
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Central Institute of Road Transport 8-4
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ECONOMIC
Indicator economic 1
Marginal cost per km for two-wheeler to bus fare passenger km
(refer Table 4.2, SN 2.3)
8.11 Fig. 8.4 shows gradual growth in the ratio, which is a positive sign that
PMT bus fare passenger km are getting marginally better vis a vis 2-
wheelersin Pune. This was largely due to a sudden rise in the ratio in
2002–03. The future trend for this indicator needs to be monitored.
Table 8.5
Fare/passenger km Vs Petrol Cost for two-wheelers
Petrol Cost
Year Fare/passenger km (maximum in the year) Ratio
(paise @ km) (paise @ km*)
1999–00 70 47 0.67
2000–01 70 51 0.73
2001–02 70 53 0.76
2002–03 70 63 0.90
2003–04 70 64 0.91
* petrol cost worked out assuming average speed 60 km @liter for two-wheelers
y = 0.0639x + 0.5996
1.000
0.895 0.910
0.800 0.752
0.677 0.722
0.600 Ratio
ratio
Indicator economic 2
Loss of revenue on account of subsidized fare to subsidy
provided by government
(refer Table 4.2, SN 2.4)
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Central Institute of Road Transport 8-5
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.12 Table 8.6 presents the loss of revenue on account of subsidized fares
by PMT as well as subsidies/grants provided by the local government
during the last five years. The trend line (Fig 8.5) shows a fall in the
ratio, which indicates that the local government is providing more aid to
sustain the burden of subsidies to public transport operators. Though it
is heading down, the ideal value will be a constant ratio of 1 that will
show no overprotection is provided to public transport operators.
Future trends need to be observed.
Table 8.6
Loss through Subsidized Fare Vs Subsidy Provided
y = -0.2035x + 1.6962
2
1.5
Ratio
Ratio
1
Linear (Ratio)
0.5
0
99-00 00-01 01-02 02-03 03-04
Year
Indicator economic 3
City capital expenditure on transport to total budgeted
expenditure
(refer Table 4.2, SN 2.5)
PCMC
8.13 The trend line (Fig 8.6) shows a rise in percentage, which indicates that
local government is making more and more provision every year for
transport needs. Though it is heading up, a further rise is required.
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Central Institute of Road Transport 8-6
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
15.00
Percentage
Year %
Linear (%)
Indicator economic 4
Fare per km/ cost per km (buses)
(refer Table 4.2, SN 2.6)
8.14 The trend line (Fig 8.7) is well below the ratio of 1, which shows that
costs are not being covered by the PMT bus fare. There was a decline
in the ratio in the year 2000–04. Ideally it should be nearing 1 to
achieve a sustainable transport system.
Table 8.8
Fare/km Vs Cost/km
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Central Institute of Road Transport 8-7
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
1.5
y = -0.054x + 1.28
1
operating
Feasibility PMT
0.5
Linear (operating
0 Feasibility PMT)
99-00 00-01 01-02 02-03 03-04 Year
Indicator economic 5
Investment vis a vis requirement in PT per annum
(Refer Table 4.2, SN 2.7)
8.15 The trend line (Fig 8.8) is heading up, a good indication that local
government is financing public transport operators in more numbers.
Though ideal variance will be zero, with the financial constraints of
local government it may not be feasible. But the overall reduction in
variance is a good indication.
Table 8.9
Investment vis a vis Requirement in PT per annum
All values are in Rs lacs
Finance
Year Requirement Sanctioned Amount Variance
1 2 3 4=3-2
1999–00 1527 450 -1077
2000–01 1212 250 -962
2001–02 1297 450 -847
2002–03 1268 675 -593
2003–04 1554 795 -759
Year
99-00 00-01 01-02 02-03 03-04
0
-200 Variance
Rs in lacs
-400 -593
-600 Linear (Variance)
-800 -1077 -759
-1000 -847 y = 100.5x - 1149.1
-1200 -962
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Central Institute of Road Transport 8-8
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Indicator economic 6
Rate of return on cumulative capital investment
(Refer Table 4.2, SN 2.8)
8.16 The trend line (Fig 8.9) heading up shows that negative returns are
falling with the given cumulative investment. There is a fall in
cumulative losses, with reduced cumulative capital investment.
Table 8.10
Rate of Return on Cumulative Investment
*Rs in lacs
Year Cumulative Cumulative Capital Ratio
Loss* Investment*
1 2 3 4=2/3
1999–00 -14787.64 6606.33 -2.2
2000–01 -12786.29 5048.10 -2.5
2001–02 -11232.08 5041.74 -2.2
2002–03 -9527.39 4028.17 -2.4
2003–04 -7523.04 4004.02 -1.9
y = 0.0887x - 2.5147
Year
0.0
99-00 00-01 01-02 02-03 03-04
-1.0
Ratio
Indicator economic 7
Operating fuel intensity in terms of passenger-km/liter for bus
(refer Table 4.2, SN 2.9)
8.17 Trend line (Fig 8.10) for PMT heading up is a good indicator. Further,
future trend observations are needed.
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Central Institute of Road Transport 8-9
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 8.11
Operating Fuel Intensity: passenger-km/liter (bus)
*values are in lacs
Year Passenger KM operated Fuel Consumed Ratio
(passenger km)* (liter)*
1999–00 18455 177.40 104.03
2000–01 16523 177.11 93.29
2001–02 16972 173.24 97.97
2002–03 18852 176.04 107.09
2003–04 21082 182.04 115.81
y = 3.7356x + 92.431
140.00
104.03
Passenger Km/Ltr
Indicator economic 8
Ratio of expenditure to revenue realized through transport
infrastructure (road tax, fuel tax, etc)
(refer Table 4.2, SN 2.11)
PMC
8.18 The trend line (Fig 8.11) is heading down, showing that local
government is putting back more of the revenue earned.
Table 8.12
Expenditure to Revenue Realized through
Transport Infrastructure (PMC)
*Rs in crore
Year Expenditure* Revenue* Ratio
1 2 3 4=3/2
2002–03 100.14 311.0 3.10
2003–04 120.78 314.6 2.60
2004–05 124.70 342.5 2.74
Note:1. Expenditure includes roads building maintenance and cleaning of roads
2.Revenue includes road tax and octroi
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Central Institute of Road Transport 8-10
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
y = -0.1795x + 3.1781
3.2
3
2.8 ratio
Ratio
2.6 Linear (ratio)
2.4
2.2
2002-03 2003-04 2004-05
Year
PCMC
8.19 The trend line (Fig 8.12) is heading down, showing that local
government is putting back more of the revenue earned. But there was
a sudden rise in the ratio in 2002–03, indicating a departure from
sustainability.
Table 8.13
Expenditure to Revenue Realized through
Transport Infrastructure (PCMC)
*Rs in crore
Year Expenditure* Revenue* Ratio
1 2 3 4=3/2
1999–00 16.79 154.69 9.21
2000–01 22.11 151.57 6.86
2001–02 20.79 153.81 7.40
2002–03 17.76 261.48 14.72
2003–04 30.5 279.74 9.17
y = -0.0077x + 0.1364
0.2
0.1
Linear (Ratio rev/
0.05 Exp)
0
00-01 01-02 02-03 03-04
Year
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Central Institute of Road Transport 8-11
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Indicator economic 9
Tax collection from transport sector to total tax collection
(refer Table 4.2, SN 2.12)
PMC
8.20 The trend line (Fig 8.13) shows a decline in the portion of tax collected
from the transport sector to the total tax collected. The trend line should
be observed with the other indicator titled “ratio of expenditure to
revenue realized through transport infrastructure.”
Table 8.14
Tax collection from transport sector to total tax collection (PMC)
Rs in crore
Year Taxes* Total taxes Ratio
1 2 3 4=2/3
2002–03 311.0 468.3 0.66
2003–04 314.6 486.6 0.65
2004–05 342.5 579.0 0.59
* Taxes include octroi and road tax
y = -0.0363x + 0.7066
0.70
0.65
0.65
0.60 0.66
0.59
0.55
ratio
2002-03 2003-04 2004-05
Linear
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Central Institute of Road Transport 8-12
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.22 In the environment and health group, 12 indicators were selected for
the sustainable transport system (STS). Based on the availability of
data for indicators, we carried out a trend analysis for seven indicators.
Indicator environment 1
Number of days pollution level exceeded national ambient air
quality standards (NAAQS)
(refer Table 4.2, SN 3.1)
8.23 There is a network of air quality monitoring stations in the Pune area.
These monitoring stations are operated by three different agencies.
The location of the monitors and the operating agencies are given in
Table 8.16.
Table 8.16
Details of Air Quality Monitoring Stations in PMA
Location Karve Road Swargate Nal-Stop Jog Bhosari
Centre
Address Yeshwantrao Crossing Crossing Mumbai- Pune-
Chavan of of Karve Pune Mumbai
Sabhagruha, Shankar Road and highway Road(old),
Karve Road, Sheth, Law (NH-4) Bhosari
Kothrud Satara, College industrial
and Road area
Shivaji
Roads
Operating MPCB University University MPCB University
agency of Pune of Pune of Pune
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Central Institute of Road Transport 8-13
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.24 The Pune Municipal Corporation (PMC) also monitors air quality at
select locations on select days and runs its own laboratory. Karve
Road and Swargate are locations that have a heavy movement of
vehicles. While Karve Road is predominantly residential, the Swargate
location is also a commercially busy area. It has a heavy movement of
goods transport vehicles and also buses entering and leaving an
important bus station nearby. Bhosari, on the other hand, is a
predominantly industrial area with relatively lower vehicle movement.
Most of the industries in the area, such as major automobile
manufacturers and their ancillaries, are low polluting.
8.25 The overall responsibility of recording and maintaining the air quality
data is that of the Maharashtra Pollution Control Board (MPCB). The
MPCB maintains a website that gives the data for various cities in the
state of Maharashtra, including Pune.
8.26 No attempts to analyze the data to study the trends of exceedance are
evident. Some raw data obtained from the MPCB, as well as some
that was downloaded from the MPCB website, were used to prepare
graphical representations of air quality status in Pune. These are
shown in Fig 8.15 for PM10 (also referred to as respiratory suspended
particulate matter, RSPM) and Fig 8.16 for NOx (oxides of nitrogen)
levels.
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Central Institute of Road Transport 8-14
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
PM10 LEVELS, KARVE ROAD, OCTOBER 2004, ug/ m3 PM10 LEVELS, KARVE ROAD, NOVEMBER 2004, ug/ m3 PM10 LEVELS, KARVE ROAD, APRIL 2005, ug/ m3 PM10 LEVELS, KARVE ROAD, MAY 2005, ug/ m3
Number of exceedances =12 (50%), Allowed <2%per year Number of exceedances = 14 (54%), Al l owed <2%per year Number of exccedances = 5 (23%), Al l owed = <2%per year Number of exceedances = 7 (50%) Al l owed = <2%per year
50 50 50 50
0 0 0
0
2 4 6 8 10 12 14 16 18 20 22 24 2 4 6 8 10 12 14 16 18 20 22 24 26 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Fig 8.15 Trends of daily levels of PM10 at Karve Road station, Pune
(during the months of October and November 2004 and April and May-partly, 2005)
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Central Institute of Road Transport 8-15
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.27 It can be seen from Fig 8.15 that the levels of PM10 measured at the
Karve road station are very high and exceeded the stipulated level of
100 ug/m3 (24 hourly limit) on several days. As per the National
Ambient Air Quality Standards (refer to Annex 4.3), pollution levels
should not exceed the stipulated level more than 2 percent of the time
in a whole year and not on two consecutive days. It is seen from the
data presented above that the PM10 levels at Karve Road in Pune
exceed the stipulated level more than 50 percent of the time, except in
the month of April 2005, in which it exceeded the limit 23 percent of the
days. Several of these exceedance days are consecutive. The levels
seem to have been exceptionally high and variable in the month of
November 2004. As opposed to this, the levels are relatively lower and
less variable in the month of May 2005 (only partial data is available,
since this is the current month). These trends may be due to various
factors, including climatic conditions. At this stage, it is difficult to
conclude whether the changes are influenced by various policy
decisions taken, such as the progressive introduction of stringent
emission standards (refer to Annex 4.9).
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Central Institute of Road Transport 8-15
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
NO2 LEVELS, KARVE ROAD, OCTOBER 2004, ug/ m3 NO2 LEVELS, KARVE ROAD, NOVEMBER 2004, ug/ m3 NO2 LEVELS, KARVE ROAD, APRIL 2005, ug/ m3 NO2 LEVELS, KARVE ROAD, MAY 2005, ug/ m3
Number of exceedances = none Number of exceedances = none Number of exceedances = none Number of exceedances = none
90 90
90 90
80 80
80 80
70 70 70
70
60 60 60 60
50 50 50 50
40 40 40 40
30 30 30 30
20 20 20
20
10 10 10 10
0
0 0 0
2 4 6 8 10 12 14 16 18 20 22 24 2 4 6 8 10 12 14 16 18 20 22 24 26 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Fig 8.16 Trends of daily levels of NOx at Karve Road station, Pune
(during the months of October and November 2004 and April and May-partly, 2005)
8.28 Fig 8.16 shows that the daily levels of NOx are considerably below the maximum stipulated level of 80 ug/m3 (24 hourly
limit). The levels in the month of May 2005 are, however, higher than those in the months of October and November 2004. A
mild tendency for an increase in the daily levels of NOx is visible. However, this cannot be taken as a trend unless data of
similar periods for several years are compared.
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Central Institute of Road Transport 8-15
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Indicator environment 2
Air quality trends for last 5 years
(concentration of pollutants in air) Ambient air pollutant concentrations for various pollutants such as PM10, NO2, SO2,
measured at various locations in the PMA area (spatial distribution)-ambient air pollutant concentrations at traffic hot spots.
(refer Table 4.2, SN 3.2)
8.29 The levels of two important pollutants, namely SPM and NOx over the last three years at one location, namely Nal Stop, are
shown in Fig 8.17. The levels of these pollutants (in addition to SO2) at two other important locations, namely Bhosari and
Swargate, on a comparative basis with those at Nal Stop, are shown in Fig 8.17. An overall picture, based on the averages
of the levels of pollutants at the three locations, is given in Fig 8.18.
140 700
120 600
100 500
80 400
60 300
40 200
20 100
0 0
0 12 24 36 0 12 24 36
2000-01 2001-02 2002-03 2000-01 2001-02 2002-03
Fig 8.17 Monthly average SPM and NO2 levels at Nal-Stop monitoring station over three years
[Notes: (1) Consolidated monthly data for the fiscal year 2003-04 could not be obtained. (2) The periods refer to the Indian fiscal years from April to
March, (3) Data for PM10 over the years could not be obtained since only SPM has been regularly monitored for a long time, (4) A rough assessment
of the PM 10 levels can be made by assuming that it is approximately 40% of the SPM level]
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Central Institute of Road Transport 8-16
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.30 Levels of both NO2 and SPM (suspended particulate matter) have increased in the year 2001–02 compared to 2000–01.
While the levels of SPM continued to rise in the following year 2002–03, NOx seems to be declining to levels even below the
2000–01 levels. Since Nal-Stop is a heavy vehicular traffic area, the influence of the introduction of cleaner vehicles with
lower NOx emission levels on this trend cannot be ruled out. The trend in the reduction in NOx levels continued in the
following year. A continued increase in the levels of SPM (and concomitantly PM10) could be explained by the fact that
vehicular emissions are perhaps not the predominant source of these pollutants.
AVERAGE ANNUAL LEVELS AT NAL STOP AVERAGE ANNUAL LEVELS AT BHOSARI AVERAGE ANNUAL LEVELS AT SWARGATE
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
2000-01
2001-02
2002-03
2003-04
NOx SPM SO2 NOx SPM SO2 NOx SPM SO2
Fig 8.18 Monthly average SPM, SO2 and NO2 levels at Nal-Stop, Bhosari, and Swargate monitoring stations
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Central Institute of Road Transport 8-17
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.31 It is evident from Fig 8.18 that the spatial variation of pollutants among the monitoring stations in Pune is extremely high.
Bhosari, an industrial area, has recorded the lowest levels of SPM, which are less than half of the levels recorded at
Swargate, a commercial and a transport-intensive area. The SPM (and concomitantly PM10) levels are the highest at
Swargate, though they are quite high at Nal-Stop as well. In all cases, SPM levels have steadily increased over the years.
The declining trend in the NO2 level is visible at all stations. There is also a distinct trend of reduction in SO2 levels.
300
250
200
150
100
50
0
2000-01 2001-02 2002-03 2003-04
NOx SPM SO2
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Central Institute of Road Transport 8-18
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.32 The data given in Fig 8.19 is derived by taking the mean of the annual
average levels of different pollutants at the three monitoring sites,
namely Nal-Stop, Swargate, and Bhosari. As shown, SPM has been
steadily rising over the years and is currently more than twice as high
as the permissible level of 140 ug/m3. Assuming that PM10 is
approximately 40 percent of the SPM level, the average annual PM10
level would be approximately 128 ug/m3, which is greater than twice
the permissible limit of 60 ug/m3.
8.33 In conclusion, it is evident that SPM and PM10 are the most important
pollutants of concern for Pune. The levels of these pollutants seem to
be extremely high and way beyond the permissible limits at major
traffic intersections compared to industrial areas. Levels of NOx are
somewhat below the allowed limits and seem to be declining. However,
further actions would be required to ensure that these are brought
down to very safe levels and in a sustainable manner.
Indicator environment 3
Number of days on which noise level exceeded normal level
(refer Table 4.2, SN 3.3)
8.35 The noise levels measured at the Mahatma Phule Mandai (an
important fruit and vegetable market situated in the middle of the old
city) as reported in the Environmental Status Report 2003-2004 are
given in Fig 8.20.
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Central Institute of Road Transport 8-21
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
04
04
04
04
04
04
00
20
20
4/
4/
5/
5/
5/
/2
/0
/0
/0
/0
/0
5/
6/
/5
16
27
13
17
20
7/
9/
10
Fig 8.20 Levels of ambient noise at Mahatma Phule Mandai
8.36 As shown in Fig 8.20, typically ambient noise levels in Pune are much
above the permissible limit of 65 dB(A) specified for commercial areas.
Table 8.17 summarizes the prevailing regulations for ambient noise
levels for various types of areas and different times of the day.
Table 8.17
Regulatory Standards for Ambient Noise Levels in India
Indicator environment 4
Noise level trends for last 5 years
(refer Table 4.2, SN 3.4)
8.37 There is no study or records available from which such data could be
derived. The limited study referred to above has shown the acuteness
of the problem. Since most of the noise is attributable to the
transportation activity, it is important to urgently institute a system to
monitor ambient noise levels at critical locations regularly and take up
stringent measures to control it to regulated levels.
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Central Institute of Road Transport 8-22
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Indicator environment 5
Percentage of green area to total city area
(refer Table 4.2, SN 3.5)
8.38 The basic data regarding the area of the city that is covered by gardens
and forests (this is only for the PMC area and not for PMA) is derived
from the Environmental Status Report 2003-2004 of PMC.
Total area of the city (PMC before merging of the villages) = 146 sq km
(14,600 ha)
Total area covered by gardens = 139 ha (0.95%)
Total area covered by forests = 338 ha (2.3%)
Total green area (gardens and forests) = 477 ha (3.27%)
Indicator environment 6
Pollution contribution from transport sector as a fraction of total
pollution load
(refer Table 4.2, SN 3.6)
8.40 Indicative data is available from the only approximate study done as a
part of training and capacity building project under USEPA assistance
and guidance. The report of this study clearly warns that the data is not
official and should not be used for any reference or analysis. However,
the main findings are given in Fig 8.21 as an indication.
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Central Institute of Road Transport 8-23
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.41 The contribution of on-road vehicles to the total PM10 in Pune is around
4 percent. The major contribution comes from agricultural burning and
dust from paved and unpaved roads. Brick kilns have a significant
share.
8.42 Although the actual figures could be quite inaccurate, the above study
clearly shows that there are many major sources of PM10 other than
automotive vehicles in Pune that need to be controlled to bring about a
significant improvement in air quality.
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Central Institute of Road Transport 8-24
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
1000000
900000 Total 2-W
800000 Cars (petrol)
700000
Cars (diesel)
600000
500000 3-wheelers
400000 LCV
300000
200000 Buses
100000 Trucks
0
1996 1999 2000 2001 2002 2003 2004
8.45 One problem that is common to all indicators involving the population
of vehicles is the difficulty in getting accurate data on the actual
number of vehicles moving on the road.
[Note: As per the vehicle registration system in India, all private
vehicles (two-wheelers, cars etc) are required to pay their registration
tax only once in a life time. A re-registration is required (to establish the
fitness of the vehicle) only after 15 years. The vehicles used for
commercial purposes, however, (buses, trucks, three-wheelers) are
required to obtain a fitness certificate every year. As a result, there is
no record of the vehicles that continue to operate on the road in a city
where it was first registered. The result is that the official records show
a higher number of vehicles than the numbers that are actually
operating on the road].
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Central Institute of Road Transport 8-25
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.49 Even though there have been significant reductions in the emission
levels of all types of vehicles over the years—mainly due to the
stringent emission standards and the introduction of new technologies
—the cumulative pollutant loads in the city contributed by vehicles has
continued to rise. Fig 8.24 shows that though there has been a decline
in the rate of increase of vehicular contribution of PM and NOx, the
total load has been steadily rising.
___________________________________________________________________
Central Institute of Road Transport 8-26
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
PM CONTRIBUTION OF VEHICLES OF DIFFERENT CATEGORIES AND NOx CONTRIBUTION OF VEHICLES OF DIFFERENT CATEGORIES
VINTAGES IN PUNE, TONNES AND VINTAGES IN PUNE, TONNES
900 6000
800
5000
700
600 4000
500
3000
400
300 2000
200 1000
100
0 0
2-W CARS 3-W LCV BUSES TRUCKS 2-W CARS 3-W LCV BUSES TRUCKS
Fig 8.23 PM and NOx contribution of vehicles of different categories and vintages of vehicles in Pune
PM loads (tonnes) of vehicles in Pune NOx loads (tonnes) of vehicles in Pune
20000
6000
15000
4000
10000
2000
5000
0 0
pre-92 1992-96 1996-2000 post-2000
pre-92 1992-96 1996-2000 post-2000
Fig 8.24 Period-wise and cumulative contribution of PM and NOx vehicles in Pune
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Central Institute of Road Transport 8-28
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
8.50 As per the current rule in India, the central government is responsible
for issuing standards for new vehicles and in-use vehicles. However, the
implementation of actions to control emission of in-use vehicles is the
responsibility of the state government and the local authorities. As such, the
local bodies would be more interested in knowing about the relative
contribution of existing old in-use vehicles. Periodic analysis of data in the
manner shown above can prove to be extremely useful to the local authorities
to decide on ways to control in-use vehicle emissions. The measures would
typically include improvement of the in-use inspection (PUC) system, phasing
out of old vehicles, encouraging retrofits for upgrades wherever possible, and
switching to alternative fuels.
Indicator environment 7
Total fuel consumed (by type: petrol, diesel, others)/10,000
vehicles population
(refer Table 4.2, SN 3.7)
8.51 Vehicles in Pune consume an estimated 1.8 million liters per day of
petrol and diesel fuel. It is also estimated that the consumption of
diesel and petrol would be equal.
Indicator environment 8
Number of fuel samples failed to meet specifications against total
number of samples tested
(refer Table 4.2, SN 3.8)
8.52 Though tests of fuel samples are carried out periodically, these are
mostly done by the oil companies for their internal purposes. At
present, no data is available in the public domain. However, in view of
the rampant practice of adulteration of fuel that adversely affects
emissions, it is important for this activity to be taken up on an urgent
basis and data made available to the authorities as well as the general
public.
Indicator environment 9
Percentage of vehicles meeting the latest emission standards
(Refer Table 4.2, SN 3.9)
8.53 This indicator does not form a part of any of the officially available
records or data. However, it can be calculated from the total number of
registered vehicles by year available with RTO. The percentage of
vehicles complying with the year 2000 emission standards (calculated
based on the vehicle registration statistics available from the Regional
Transport Office) is shown in Fig 8.25.
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Central Institute of Road Transport 8-28
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
40
35
30
25
20
15
10
5
0
Cars 2-W Buses 3-W LCV Cars Trucks TOTALS
(petr) (dies)
8.54 The data in Fig 8.25 show that the percentage of vehicles meeting the
(year 2000) emission standards is the highest for cars (38 percent)
followed by two-wheelers (29 percent). This can be explained by the
rapid increase in their numbers in the city in recent years. The lowest
percentage (7 percent) is for trucks.
8.55 The figures given above are not truly the latest. The applicability of
latest standards for different categories of vehicles is shown in Table
8.18. Since the latest vehicle registration statistics are not yet available,
it is not possible to calculate the percentage of vehicles meeting the
truly latest emission standards.
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Central Institute of Road Transport 8-29
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 8.18
Applicability of Latest Emission Standards for
Different Categories of Vehicles
Indicator environment 10
Number of LPG, CNG, battery operated, hybrid vehicles per
100,000 vehicles (by category)
(refer Table 4.2, SN 3.10)
Indicator Environment 11
Number of PUC centers per 100,000 vehicle population
(Refer Table 4.2, S. No. 3.11)
8.58 The number of PUC (Pollution Under Control) centers in the PMA
region are shown in Table 8.19.
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Central Institute of Road Transport 8-30
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 8.19
Number of PUC centers in Pune Metropolitan Area
For petrol vehicles only 124
For diesel vehicles only 22
For petrol and diesel vehicles 69
Total number of centers 215
Total number of centers available for petrol 193
Total number of centers available for diesel 91
8.59 The calculation of the indicator, which represents the adequacy of the
number of centers to enable all the vehicles to get inspected and
certified for PUC, is presented in Table 8.20.
Table 8.20
Adequacy of the number of PUC centers in
Pune Metropolitan Area
Indicator environment 12
Disability adjusted life years (DALY) per 10,000 population due to
transport component of air pollution
(refer Table 4.2, SN 3.12)
___________________________________________________________________
Central Institute of Road Transport 8-31
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
SAFETY
8.63 In the safety group, six indicators were selected. Based on the
availability of data for indicators, the trend analysis for two indicators
was carried out and presented below.
8.64 To carry out trend analysis for the past few years for the above-
mentioned indicators, road accident data (fatalities and injuries) from
1998–2001 was collected and is presented in Table 8.21. The trend
analysis for both the indicators is graphically shown in Fig 8.26 and Fig
8.27. Trends in both fatalities and injuries per 10,000 vehicles in PMA
are decreasing, which is good for a sustainable transport system.
However, efforts are needed by the concerned departments to further
reduce the value of these indicators to achieve zero fatalities in Pune.
___________________________________________________________________
Central Institute of Road Transport 8-32
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table 8.21
Fatalities and Injuries /10,000 Vehicles in Pune
(Vehicle category-wise)
Vehicle
Year Fatalities Injuries
type
1998 43.80 37.93
1999 53.06 36.94
Trucks
2000 48.07 42.38
2001 38.57 34.97
1998 52.99 49.14
Buses and 1999 65.16 65.16
mini-buses 2000 64.73 58.38
2001 48.14 44.13
two- 1998 1.87 1.91
wheelers, 1999 1.65 1.82
three- 2000 1.36 1.34
wheelers,
cars, etc 2001 1.44 1.43
1998 55.39 46.43
1999 41.44 43.34
Others
2000 31.54 31.17
2001 29.94 28.87
180
160
140
120
VALUE OF THE INDICATOR
100 OTHERS
TWO/THREE WHEELERS,CARS etc
BUSES AND MINI BUSES
80 TRUCKS
60
40
20
0
1998 1999 2000 2001
YEAR
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Central Institute of Road Transport 8-33
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
160
140
120
VALUE OF THE INDICATOR
100
OTHER
TWO/THREE WHEELERS, CARS etc
80
BUSES & MINI BUSES
TRUCKS
60
40
20
0
1998 1999 2000 2001
YEAR
Indicator Safety 3
No. of trauma care centers/lac population
(refer Table 4.2, SN 4.3)
8.65 For this indicator, data on number of trauma care centers i.e. 35 in
Pimpri-Chinchwad Municipal area for year 2005, was collected
from PCMC. Owing to the absence of data for previous years,
trend analysis for this indicator could not be carried out.
Indicator Safety 4
No. of persons violating traffic rules/10,000 vehicles
(refer Table 4.2, SN 4.4)
8.66 Owing to absence of vehicle population data for Pune city from 2002
onwards, trend analysis could not be carried out for this indicator.
However, data pertaining to the number of persons violating traffic
rules in Pune from year 2000 to 2004 is indicated in Table 8.22.
Table 8.22
No. of Persons Violating Traffic Rules/10,000 Vehicles
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GOVERNANCE
Indicator Governance 1
No. of traffic police deployed/lac vehicles
(refer Table 4.2, SN 5.1)
8.67 Owing to absence of vehicle population data for Pune city from 2002
onwards, trend analysis could not be carried out for this indicator.
However, data pertaining to no. of traffic police deployed in Pune from
year 2001 to 2004 is indicated in Table 8.23:
Table 8.23
No. of Traffic Police Deployed/Lac Vehicles
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Table 8.24
ASSESSMENT OF SUSTAINABLE TRANSPORT SYSTEM (STS) IN PMA THROUGH INDICATORS
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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Final Report
Sustainable Urban Transport for Pune Metropolitan Area
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9 SUMMING UP
GENERAL
9.2 During the last decade or so, Pune Metropolitan Area, consisting of
PMC, PCMC and two Cantonment Boards (Pune and Khadki), has
witnessed phenomenal growth both demographically and in terms of
vehicular population. Growth of vehicles in Pune is given in Fig 9.1.
1000000
Grow th of vehicle population in Pune
800000
600000
400000
200000
0
1996 1999 2000 2001 2002 2003 2004
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120
100
80
60
40
20
R S PM NO x
0
1995 1996 1998 1999 2000 2001
SUMMING UP
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9.14 Safety of operations also plays a key role for STS. To assess the
safety of the transport system, we identified six indicators, including no.
of transport-caused fatalities (injuries) per 10,000 vehicles, no. of
trauma care centers per lac population, etc.
9.17 We also organized the indicators according to their utility for policy
makers. We recognized three levels of decision making: (1) the policy
level, (2) the executive level, and (3) the working level. The indicators
were organized in a hierarchical fashion in three categories—high,
middle, and low level.
9.18 The indicators falling in the high hierarchical level signified that for
achieving STS, these indicators should be used for taking policy level
decisions by the highest level of officials, such as the mayor of the city,
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9.19 Key data requirements/availability for each of the indicators was then
examined, particularly with respect to the following:
-what data is required
-what data is available
-quality of data
-regularity of data compilation
-source/ownership of data.
The details are available Tables 5.1 to Table 5.5 in Chapter 5.
9.21 A detailed assessment of data gaps was carried out in terms of data
availability, data that was missing and could be borrowed, and desired
frequency of data collection (regular basis or just one-time basis). Key
data requirements were discussed in Chapter 6. In the economic
group, GDP for PMA was not available. In the environment & health
group, we found data gaps in noise level trends, and distribution of
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9.22 Chapter 7 discussed bridging these data gaps, either through the
simplest option of using information that was locally, regionally, or
globally available, a middle-level option, or the most complex option
involving developing specialized models.
9.23 For bridging data gaps, we worked out an action plan with low-cost,
medium-cost, and high-cost options. A low-cost option to bridge data
gaps for the access group indicator pertaining to travel demand is
suggested by using demand forecasting techniques; a medium-cost
option for this group is indicated by carrying out primary surveys. In the
economic group, a low-cost option for working out GDP for PMA is
mentioned by using GDP for district level and multiplying with PMA
population; a high-cost option is to formulate a method for calculating
city-level GDP. In the environment group, for various indicators we
suggested low-cost options, include improving coordination among
different agencies, formulating a program for monitoring of pollutants,
use of emission inventory data, use of utilization factors, etc. Some of
the medium-cost options included carrying out an emission inventory
exercise, and conducting a survey for utilization certification. Some
high-cost options included revamping the air quality monitoring network
as per international standards, operating the system through a public-
private partnership, building capacity to conduct epidemiological
studies related to air and noise on a regular basis, and developing the
institutional capacity to carry out emission inventory controls.
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Final Report
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Annex 4.1
List of Stakeholders, their Expectations and Indicators
(Indicators relating to movement of people)
SN Stakeholders Expectations Indicators
1 Citizens/People 1-Clean environment Land-use distribution
1.1 % of green area to total city area
(by PMA ward: green space)
Pollution/emission
1.2 a No. of days pollution level
exceeded ambient air quality
standards
1.2 b air quality trends
1.3 Pollution contribution from
transport sector as a fraction of
total pollution load (%)
(by veh. category / vintage &
**fuel consumed-basic data)
1.4 Transport pollution specific cases
of morbidity/mortality per 10,000
vehicles
1.5 Transport pollution specific cases
of morbidity/mortality per 10,000
population
1.6 Total fuel consumed (by type
petrol, diesel)/10,000 veh pop (fuel-
wise)
1.7 %age of vehicle meeting emission
standards. (in-use vehicle
standards)
by veh. category & vintage
1.8 no. of PUC centers per lac veh pop
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tests
3.7 no. of vehicles tested per lac
vehicles
General
3.8 no. of persons violating traffic
rules per 10,000 vehicles
economic
3.9 total cost to society due to
accidents /GDP of the city
safety
3.10 % of persons (2 wheeler) wearing
helmets
3.11 % of persons (cars) wearing seat
belts
4-fulfillment of 4.1 no. of traffic police deployed/ 1 lac
corporate social vehicles
responsibility
2 Civic society -protection of -SAME INDICATORS AS IN PEOPLE-
environment from
degradation
-adequate awareness To be covered in recommendation
-equity in availability of
services for
disadvantaged group
3 Commuter/ 1.safe travel* (people) -SAME INDCATORS AS IN PEOPLE
traveler check with 3.1-people
(by mode) & trend
no. of accidents/total veh or traveler
–Road based 2-easy access to tpt 2.1 no. of bus stand to total road
facility length
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facility
three-wheeler 2.2 no. of integrated interchange
autorickshaw points to total no. of interchange
& six seater auto- points
rickshaw
Taxi 2.3 no. of busbays/total bus shelters
Passenger 2.4 no. of bus stops/terminals Persons
car/jeeps/MUVs With Disabilities(PWDs) friendly to
total bus stops
trend analysis
Two-wheeler, 2.5 no. buses PWDs friendly/total
Cyclist buses
trend analysis
Pedestrian, 2.6 no. of veh designed PWDs
Animal driven, friendly/total no. veh by category
Human driven (tricycles, two- wheeler, three-wheeler,
car, bus)
–Rail based 3-minimum travel time 3.1 total travel time/distance mode-
wise (O–D, walk, cycle, bus, etc)
3.2 travel time per unit distance for
each transport mode (sample study-
peak-non peak)
trend analysis
3.3 waiting time at intersections
(sample)-peak-non peak to average
journey time
4-adequacy of tpt 4.1 travel demand/transport supply
services ratio (PT related)
4.2 no. of veh by type (buses-all
categories, etc) per lac population (by
income group)
4.3 capital investment made by govt.
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signals
trend analysis
13-cycle tracks 13.1 total cycles track (by length-
category) per 10,000 cycles-trips
(survey)
13.2 cyclist fatalities per 10,000
vehicles & per one lac population
14-parking areas 14.1 parking demand in sq km-hr /
available parking space (on-street/off-
street) per
10, 000 vehicles (by mode)
trend
analysis
14.2 % of road area lost due to on-
street parking to total road area
15-no. encroachment -
4 Service 1-operational/financial 1.1 fare per km/cost per km
provider viability
(payback period, rate of return, social
cost, growth)
1.2 Loss of revenue on account of
subsidized fare to subsidy provided by
govt.
1.3 Investment vis a vis requirement in PT
per annum
1.4 Rate of return
1.5 Payback period
3-energy efficient 3.1 fuel efficiency in terms of km per liter
vehicle trend analysis
3.2 operating fuel intensity in terms of
passenger-km/liter
3.3 (Per capita income) to avg.
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commuters
(trend analysis)
12-integration rail with 12.1 no. of buses connected with
road transport railway stations within 0.5 km distance
to 10,000 rail commuters
(trend analysis)
12.2 no. of IPT stands (3wh auto/6-
seater/taxi) connected with railway
stations within 0.5 km to 10,000 rail
commuters (trend analysis)
5 Energy provider 1-adequate demand & 1.1 total fuel demand (category-wise)
growth per annum (trend
analysis)
1.2 transport fuel consumption per 1 lac
population (total & category)
(trend analysis)
1.3 relationship between per capita
income & per capita fuel consumption by
fuel category
2-financial viability 2.1 total subsidy on kerosene per
eligible house hold through public
distribution system (PDS)- (Rs /
person)
2.2 total sales of kerosene through
PDS & total sales of kerosene in open
market
3-operational feasibility COVERED IN 2 & 3
4-space for fuel stations 4.1. no. of dispensing stations per 1 lac
vehicles
(trend analysis)
5-consumer satisfaction 5.1 no. of fuel samples failed to meet
specifications against total no. of
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fuels (CNG/LPG)
7- Adequate availability 7.1 No. of authorized workshop per
of quality workshop 10,000 veh (by category) vis a vis
requirement
8- Elimination of -
spurious spares.
9- Good quality roads 9.1 No. of potholes /km of road length
trend analysis
10- Good quality drivers 10.1 no. driver training schools/no. of
new licenses issued trend
analysis
9 Govt. (central, 1-a continual tech up- 1.1 %age of vehicles meeting the latest
gradation of vehicles emission standards trend analysis
State)/local 1.2 road length meeting Indian Roads
1-b roads, information
govt. (Planning & Congress standards (with reference to
policy formulation,
systems, street furniture,
other related facilities street furniture)/total road length
trend analysis
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SN Basic data
1 Population distribution income/expenditure by group
2 Income (by group) expenditure on transport
3 Congestion index (no. of Passenger Car Units per km road length per
lane or Volume/Capacity ratio)
4 Poverty line level for Pune city
5 Cost per passenger km
6 Fare per passenger km
7 Passenger Load Factor
8 Kms operated per bus per day
9 Revenue per bus per year
10 Cost per bus per year
11 Life of bus
12 Investment per bus
13 Per capita growth in GDP
14 Per capita absolute or growth investment in transport sector
15 Price of transport fuel & tax component with breakup (state & city) over a
period of time
16 Distribution of travelers (by distance) from their O-D points to bus stop
17 no. of daily rail commuters (trend analysis)
18 No. of fuel samples tested /fuel station (trend analysis)
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4 •user 1. safe delivery of goods 1.1 no. of claims made for damaged goods/10,000
(goods services) goods vehicles (LCV&HCV)
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5. consumer satisfaction
6 •Infrastructure 1. availability of integrated
provider land use & transport plan
–Road including within master plan
traffic island, 2. availability of space for
speed breaker, road construction for side
road divider, walks, parking lots,
flyover railway infrastructure,
–Sidewalk traffic signal, information
–Parking lots signs
-goods terminal (land acquisition)
–LCV/MCV stand 3. adequate funds
–three-wheeler 4. financial viability
goods carrier 5. operational feasibility
stand (BOT-private)
–Cycle stand 6.easy statutory
–Cycle track clearances
–Information
provider
–Basic services
(street light, storm
water drainage)
–traffic signals
–Railway
infrastructure
7 •Regulator 1.Strict rules and 1.7 quality of PUC checking in city area
–Driving license regulations 1.8 quality of veh fitness certification
–Veh registration 2. enforcement capacity & 1.9 strictness of control on speed
–Veh permits capability 1.10 strict on curbing overloading
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–Veh insurance 3.improved credibility 2.1 no. of traffic policemen per 1,000 veh
–Parking fee 4.adequate infrastructure 2.2 no. of MVI /per lac pop
–Veh fitness 5.adequate funds for 2.3 no. of PUC centers per 10,000 veh
–Pollution check enhancing & upgrading 2.4 no. of testing tracks per 10,000 new licenses
–Tariff regulation enforcement system
–Tariff fixation 6. adequate credible 3.1 -
(public tpt/IPT) information 4.1 covered in 2.3-2.4
–Fuel quality 7.public cooperation 5.1 -
check
–safety 6.1 -
7.1 trend of traffic offenses (yearly
8 •Vehicle 1. healthy growth of 7.3 covered in passenger transport
manufacturers transport sector 1.2 veh ownership/capita
2. consumer satisfaction
3. clear policy & 2.1 fuel efficient
regulations for safety,
emissions, performance
etc. of vehicles
4. Clear road map with
adequate lead time for
implementation of
regulation
5. Adequate, efficient and
transparent system of
statutory approvals 7.1 No. of authorized WS per 1000 veh (LCV/HCV)
6. Assured supply of
quality fuels/lubes. 9.1 No. of potholes/km
7. Adequate availability of
quality workshop
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Annex 4.2
DETAILED EVALUATION OF INDICATORS
Access Group
Table Ac-4.1
Indicator
Length of cycle-track vis a vis cycle trips
Description
Describes total length of cycle tracks (by category) available per 10,000 cycle trips.
Why is this indicator important to meet expectation(s) of the stakeholder?
The provision of cycle tracks enhances safety of cyclists on roads. It will encourage
as well as promote high usage of bicycles, i.e. eco-friendly modes in Pune.
Therefore, it becomes an important indicator to meet expectations of commuter as
stakeholders.
How may it be used to assess sustainability of transport system?
Higher the ratio of this indicator shall indicate movement toward sustainability.
Table Ac-4.2
Indicator
Number of buses connected with railway stations within 0.5 km distance per 10,000
rail commuters
Description
Number of buses connected with railway station(s) within 0.5 km distance per 10,000
rail commuters in Pune MA.
Why is this indicator important to meet expectation(s) of the stakeholder?
Integration of modes is important for providing a comfortable journey for users,
preferably from their actual origin to actual destination. This indicator will assess
adequacy of buses connected with rail commuter travel demand at each railway
station.
How may it be used to assess sustainability of transport system?
For sustainability of transport system in PMA, proper integration of modes, especially
PT, is highly desired. Therefore, adequacy of bus connection with rail commuter
travel demand’s positive trend will lead toward STS in PMA.
Table Ac-4.3
Indicator
% of area reserved for transport use
Description: It describes percentage of Pune city area reserved for transport use.
Transport use includes space used for roads, walkways, bus terminals, railway
stations, etc.
Why is this indicator important to meet expectation(s) of stakeholders?
Allocation of land in city for transport use as per planning norms will enable planners
to plan better road network, and other facilities for city commuters and other
stakeholders of sustainable transport system.
How may it be used to assess sustainability of transport system?
To have smooth traffic flow in city, adequate percentage of city area is to be allocated
toward transport use.
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Table Ac-4.4
Indicator
Number of bus shelters to total road length vis a vis requirement as per travel
demand.
Description
It describes number of bus shelters vis a vis total road length (km) in the Pune.
Why is this indicator important to meet expectation(s) of the stakeholders?
A commuter using public transport expects a well-designed bus shelter to save him
from the vagaries of weather while he/she waits for the bus to arrive. Therefore, this
indicator is important from easy accessibility to bus transport commuters’ and their
comfort point of view.
Table Ac-4.5
Indicator
Number of bus stops/shelters for persons with disabilities (PWDs) to total bus
stops/shelters
Description
It describes out of total bus shelters/terminals in Pune city, how many bus
stops/terminals are PWDs friendly.
Why is this indicator important to meet expectation(s) of the stakeholder?
Since PWDs forms an important part of the society, their mobility and accessibility
needs have to be addressed in a sustainable transport system. The public transport
system is obliged to address their accessibility needs in the design of their bus stops.
This indicator fulfills easy accessibility to bus transport, expectation of one of most
important but neglected group of bus commuters viz. PWDs in Pune city.
How may it be used to assess sustainability of transport system?
By trend analysis, this indicator will be used to assess percentage of bus
shelters/terminals PWDs friendly in Pune city. Higher percent will lead toward
sustainability of transport.
Table Ac-4.6
Indicator
Number of buses PWDs friendly to total buses
Description
It describes ratio of PWDs-friendly buses to total buses (PMT& PCMT).
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator is very important for PWDs to meet easy accessibility to bus(es) in
Pune city. Bus transport being relatively cheaper than other modes of transport also
attract significant per cent of PWDs to cater to their travel needs and eventually it
also helps in providing universal accessibility.
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Table Ac-4.7
Indicator
Travel time per unit distance for each transport mode
Description
Travel time per unit distance for each transport mode in Pune city.
Why is this indicator important to meet expectation(s) of the stakeholders?
Commuters as stakeholders of sustainable transport expect to spend minimum travel
time during their trip. Assessment of travel time per unit distance by each mode will
suggest concerned authorities to take suitable remedial measures to tackle traffic
congestion in the city.
How may it be used to assess sustainability of transport system?
By trend analysis, it may be used to assess average travel time by public
transport(PT), intermediate public transport (IPT) and personalized mode. By
reducing travel time for PT with priority signals or dedicated bus lanes, it may lead
toward sustainability.
Table Ac-4.8
Indicator
Travel demand and transport supply ratio (PT related)
Description
Ratio of passenger travel demand to transport supply in Pune MA.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator is important to assess adequacy of PT services in PMA. Adequacy in
transport supply is an important expectation of city commuters. For working out
adequacy of transport supply, average occupancy ratio in buses and total number of
bus trips per day shall be assessed. Similarly for travel demand, per capita trip rate
for buses shall be used.
How may it be used to assess sustainability of transport system?
By trend analysis, it may be used to assess adequacy of public transport services in
PMA. In an ideal scenario, travel demand and transport supply ratio should be unity.
Table Ac-4.9
Indicator
No. of canceled km/scheduled km for buses
Description
Same as above
Why is this indicator important to meet expectation(s) of the stakeholder?
A schedule is made for public transport buses, keeping in view the demand for such
services. The reliability and punctuality of these services are a primary concern for
the commuter. A bus transport service that is not reliable and punctual would result
in cancellation of scheduled km. The extent of cancellation can be used to judge the
quality in terms of reliability and punctuality.
How may it be used to assess sustainability of transport system?
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Table Ac-4.10
Indicator
Average waiting time at bus stops/shelters
Unit: minutes
Description
Same as above
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator is important to assess average frequency of buses (by route).
How may it be used to assess sustainability of transport system?
Lower waiting time for buses will increase patronage among bus commuters and
eventually will help in achieving a sustainable transport system.
Table Ac-4.11
Indicator
Average passenger load factor (for buses)
Formula: (Total passenger-km x 100) / (total carrying capacity-km)
Unit : %
Description
This indicator may be used to assess the comfort level for passengers in a public
transport bus. Since it is cumbersome to assess the crowding levels in individual
trips, a benchmarking of 70% load factor on an average basis for all services can be
done. An average load factor of above 70% would indicate overcrowding. A micro-
level study could be done to identify corridors where additional services are required.
Why is this indicator important to meet expectation(s) of the stakeholders?
The indicator tries to identify whether comfort-level expectations of commuters are
being fulfilled.
How may it be used to assess sustainability of transport system?
The indicator prompts the public transport planner to assess the adequacy of the
services and provision of appropriate comfort level in the bus-based public transport
service.
Table Ac-4.12
Indicator
Number of zebra crossing to total traffic signals
Description
Number of zebra crossing to total traffic signals in Pune.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator meets expectations of one of the most vulnerable stakeholders of
transport mode—pedestrians—by providing safe pedestrian crossings.
How may it be used to assess sustainability of transport system?
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Table Ac-4.13
Indicator
Number of walk signals to total traffic signals
Description
Number of walk signals to total traffic signals in Pune.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator again meets expectations of one of the most vulnerable stakeholder of
transport mode—pedestrians—by providing walk signals in Pune.
How may it be used to assess sustainability of transport system?
By trend analysis, increase in ratio will lead toward meeting expectations of
pedestrians and thus lead toward sustainability.
Table Ac-4.14
Indicator
Parking demand to available parking space per 10,000 vehicles
Description
Parking demand (in sq km-hr) to available parking space per 10,000 vehicles in
Pune.
Why is this indicator important to meet expectation(s) of the stakeholders?
Vehicular parking has become a very serious problem, especially in central business
districts (CBDs) and commercial areas of Pune city. This indicator fulfills expectations
of personalized vehicle users.
How may it be used to assess sustainability of transport system?
Lower ratio of parking demand and available parking space per 10,000 vehicles will
lead toward sustainability of transport.
Table Ac-4.15
Indicator
Total area for vehicle parking space at railway station(s) to requirement as per
norms.
Description
Total area for vehicle parking space at railway station(s) to requirement as per
norms.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator will fulfill rail commuters’ expectations as far as their vehicles parking
space is concerned. Adequate parking space at railway stations will encourage
commuters to use suburban rail.
How may it be used to assess sustainability of transport system?
Ratio between supply of vehicle parking space as per norms (by station) will lead
toward sustainability.
Table Ac-4.16
Indicator
Vehicle ownership per household
Description
Same as above
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator is meeting healthy growth of transport sector expectation of vehicle
manufacturer as stakeholder of STS.
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Table Ac-4.17
Indicator
No. of breakdowns per 10,000 km operated (for buses)
Description
Same as above
Why is this indicator important to meet expectation(s) of the stakeholders?
To fulfill the mobility expectations of all stakeholders and provide a timely and
breakdown-free public transport service is essential.
This indicator gives an indication of the reliability of the public transport system.
How may it be used to assess sustainability of transport system?
A reducing trend indicates a more reliable service and may result in increased usage
and loyalty to the public bus transport service.
Table Ac-4.18
Indicator
No. of dispensing stations per lac vehicles.
Description
Same as above.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator will meet space for fuel station(s) requirement of energy provider.
How may it be used to assess sustainability of transport system?
This will be used assess the sustainability of the transport system with respect to
adequacy of fuel stations vis a vis vehicle population in PMA.
Table Ac-4.19
Indicator
Planned parking bays capacity (goods vehicles) to 10,000 heavy commercial
vehicles (HCVs) and light commercial vehicles (LCVs)
Description
Number of planned parking bays(goods vehicles) to 10,000 heavy commercial
vehicles (HCVs) and light commercial vehicles (LCVs)
Why is this indicator important to meet expectation(s) of the stakeholder?
This indicator will fulfill goods transporters expectations to have planned parking bays
for their vehicles. Adequate number of planned parking bays in city will reduce on-
street parking of goods vehicles and help smooth traffic flow on roads used for goods
vehicles parking.
How may it be used to assess sustainability of transport system?
Higher ratio of planned parking bays capacity for goods vehicles to 10,000 HCV &
LCV will lead toward sustainability.
___________________________________________________________________
Central Institute of Road Transport 8-42
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Economic Group
Table Ec-4.1
Indicator
Capital investment in transport sector to Gross Domestic Product (GDP)
Description
% growth in capital investment in transport sector by local government to % growth in
GDP
Why is this indicator important to meet expectation(s) of the stakeholders?
Transport is a key element of an economy. The manufacture use/reuse, and disposal
of vehicles, fuels, and infrastructure comprise major sectors of modern economies.
The more transport that is available, and the more spent on transport, the greater the
contribution to gross domestic product and perhaps to other indices of general
economic well-being.
But the real focus is this sector can be boosted with investing efficiently with the
growth of GDP to make transport services adequate to people.
This indicator will spot whether capital investment in the transport sector is keeping
pace with GDP growth or not.
Table Ec-4.2
Indicator
% Expenditure on transport by household out of total expenditure
Description
Trend lines for % expenditure on transport by household out of total expenditure by
low-income group and higher income group
Why is this indicator important to meet expectation(s) of the stakeholder?
A sustainable transportation system is by definition “affordable.”
___________________________________________________________________
Central Institute of Road Transport 8-43
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table Ec-4.3
Indicator
Marginal cost of two-wheeler per kilometer to per kilometer fare of public transport
service
Description
Marginal cost of two-wheeler is taken fuel required for 60 km per ltr vehicle and
average fare per km is taken from PMT and PCMT.
Why is this indicator important to meet expectation(s) of the stakeholders?
For sustainable transport, a good public transit system and its increasing use is
required. For commuters, affordability is a major factor in choosing public transport
instead of personalized modes.
The reason people prefer a two-wheeler is that the operating cost of driving is less
than the cost of the urban transport system.
How may it be used to assess sustainability of transport system?
If the trend shows indicative decline in line, then increasing preference of
personalized mode usage can be deduced, showing movement away from
sustainability.
Table Ec 4.4
Indicator
Subsidies in public transport
Description
Loss of revenue on account of subsidized fare to subsidy provided by local
government (PMC and PCMC)
Why is this indicator important to meet expectation(s) of the stakeholders?
Public Transport in many economies is considered al social good primarily provided
by local governments. As any social good, public transport also follows social welfare
pricing, allowing subsidies in financial structure—since for commuters the need is
affordability and as a government maximizing social benefit is the goal. But as a
service provider making public transport financially viable is the most important task.
Many times this contrast in expectations make a public system financially weak. So
this indicator will try to spot pitfalls of social welfare putting burden on public transport
service provider.
How may it be used to assess sustainability of transport system?
If the trend shows indicative augment in the line, then the local government is not
extending support to make public transport financially sustainable on social welfare
grounds.
___________________________________________________________________
Central Institute of Road Transport 8-44
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table Ec-4.5
Indicator
Financial flows from transport sector
Description
% revenue from transport sector to % expenditure on transport sector of total local
government budget.
Why is this indicator important to meet expectation(s) of the stakeholders?
In the economy there are inefficient uses of aging infrastructure; hidden subsidies
and accounting systems that ignore external (environmental, social) costs, thus
sending the wrong market signals to public decision makers and travelers; and deficit
fighting government budget cuts, which mean the old ways of doing things are no
longer affordable.
Table Ec-4.6
Indicator
Operating feasibility of public transport system
Description
Fare per kilometer to cost per kilometer.
Why is this indicator important to meet expectation(s) of the stakeholders?
As a service provider, financial viability and operating feasibility are two major
expectations. This indicator focuses on operating feasibility. Any business runs
perpetually but soundly if it is able to sell at least to cover the cost. In case of public
transport fare should cover the cost of the service provided.
How may it be used to assess sustainability of transport system?
If the trend shows indicative augment in the line showing ratio more than one, then
the public transport system is financially moving nearer to sustainability.
Table Ec-4.7
Indicator
Investment sufficiency in public transport
Description
Investment per annum made by local government in public transport/requirement per
annum given by public transport provider.
Why is this indicator important to meet expectation(s) of the stakeholders?
As a service provider, fresh capital inflow is necessary to cater to ever growing public
demand. To sustain as a public good, local government provides these inflows. But
are they really sufficient? This indicator tracks this trend.
How may it be used to assess sustainability of transport system?
If the trend over a period is showing ratio below one and falling, then investment will
___________________________________________________________________
Central Institute of Road Transport 8-45
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table Ec-4.8
Indicator
Returns from public transport service to provider
Description
Net profit of public transport provider / Total capital investment
Why is this indicator important to meet expectation(s) of the stakeholders?
As a service provider, positive returns from the business are desired to plow back the
profit for further capital investment.
As an investor, local government is also interested in getting better returns from
investment. This indicator focuses on how the service is being performed over the
period and whether it is getting positive returns.
How may it be used to assess sustainability of transport system?
If the trend shows indicative augment in the line, then the public transport system is
financially moving nearer to sustainability.
Table Ec-4.9
Indicator
Operating fuel intensity of public transport
Description
Number of passenger kilometer operated / liter of fuel consumed (per annum)
Why is this indicator important to meet expectation(s) of the stakeholders?
As a service provider, it is the utmost priority to check that operating efficiency will
cut down the costs and service will sustain with stagnant inflows.
How may it be used to assess sustainability of transport system?
If the trend shows indicative augment in the line, then the public transport system is
moving nearer to sustainability.
Table Ec-4.10
Indicator
improvement in road infrastructure
Description
% revenue from transport infrastructure to % expenditure on transport infrastructure
of total local government budget
Why is this indicator important to meet expectation(s) of the stakeholders?
Transport infrastructure is a vital element of the transport system in the local
economy. Sufficient investment is desired by each stakeholder. Usage of this
infrastructure generates substantial revenue to the local government. It is expected
that this revenue is re-invested again back to road infrastructure to strengthen it.
How may it be used to assess sustainability of transport system?
If the trend shows indicative heave in the line and the ratio is moving toward unity,
then the strengthening of road infrastructure is moving in a positive direction.
___________________________________________________________________
Central Institute of Road Transport 8-46
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table Ec-4.11
Indicator
revenue to local government from transport system
Description
% of tax collected from transport sector out of total tax collection.
Why is this indicator important to meet expectation(s) of the stakeholders?
As a governing body, local government is keen to get more funds for their
developmental activities. Taxation is only major source for them. If local government
is spending on road development then they expect revenue from the usage of these
public assets. Local government impose taxes on road usage, fuel, and on goods
entering into the limits.
This indicator will show how much local government is earning from these assets.
How may it be used to assess sustainability of transport system?
If trend goes upward, then local government is taking benefits from assets. Other
things being constant, their investment capacity to develop roads and road
infrastructure will increase to make the transportation system sustainable.
___________________________________________________________________
Central Institute of Road Transport 8-47
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table En-4.1
Indicator
Air quality trends for past 5 years
Description
Daily (24 hourly) average concentration of PM10, NO2, SO2 in µg/m3.
Why is this indicator important to meet expectation(s) of the stakeholders?
This data is monitored at various locations on a regular basis. It is important to know
whether the level of each of the pollutants is within the limits specified in the NAAQS
and to determine the number of days in a month the levels exceed the limits.
How may it be used to assess sustainability of transport system?
The air quality trend analysis for the last few years will indicate the number of days in
a year the air quality level in PMA was above the normal level. It will also enable the
concerned department(s) to establish monthly/daily air quality patterns and to work
out suitable remedial measures to curb high air pollution. It will eventually help in
achieving STS in PMA.
Table En-4.2
Indicator
Number of days pollution level exceeded National Ambient Air Quality Standards
(NAAQS)
Description
Number of days in a month the ambient concentrations of PM10 and NO2 exceeded
the maximum levels specified in the National Ambient Air Quality Standards
(NAAQS).
Why is this indicator important to meet expectation(s) of the stakeholders?
The records of air quality monitoring done so far show that the levels of PM10 in Pune
are way above the NAAQS limits. The NO2 levels, though below the NAAQS limits,
are showing an increasing trend. It is, therefore, extremely important to monitor this
indicator on a monthly basis. This will help to assess the effectiveness of various
actions that are taken to reduce the concentrations of these pollutants.
How may it be used to assess sustainability of transport system?
Same as given in Table 4.19
Table En-4.3
Indicator
Disability adjusted life years (DALY) per 10,000 population due to transport
component of air population
Description
To be given
Why is this indicator important to meet expectation(s) of the stakeholders?
To be given
How may it be used to assess sustainability of transport system?
To be given
___________________________________________________________________
Central Institute of Road Transport 8-48
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table En-4.4
Indicator
Number of days noise level exceeded stipulated level
Description
Number of days in a month the ambient level of noise (measured in dBA) at critical
traffic hotspots exceeds the maximum level stipulated.
Why is this indicator important to meet expectation(s) of the stakeholders?
High noise generated by vehicular traffic is a very serious problem in Pune. Though
the permissible noise levels of new vehicles have been progressively tightened, the
noise emitted by old vehicles is high. Indiscriminate use of horns is also common.
How may it be used to assess sustainability of transport system?
Assessment of days noise level is higher than stipulated at traffic hotspots in PMA
will be highly useful to establish noise level pattern in PMA. Analysis of noise level
data will enable the concerned department to take corrective action(s) to keep noise
level under control in PMA throughout the year. Trend analysis of this indicator will
facilitate in assessment of sustainability of transport system in PMA.
Table En-4.5
Indicator
noise level trends for last 5 years
Description
Number of days in a month the ambient level of noise (measured in dBA) at critical
traffic hotspots exceeds the maximum level stipulated.
Why is this indicator important to meet expectation(s) of the stakeholders?
People of PMA expect noise-free environment from STS and hence regular
monitoring of noise level and establishing its trends for past few years in PMA will
help the concerned departments in PMA to fulfill public expectations.
How may it be used to assess sustainability of transport system?
Assessment of noise level trends in PMA will help the high level officials in PMA to
develop suitable action plan or policy(ies) for PMA to keep noise level within the
permissible limits in PMA.
Table En-4.6
Indicator
Percentage of green area to total city area
Description
Hectares of green space as a percentage of total area in Ha
Why is this indicator important to meet expectation(s) of the stakeholders?
Green space helps to mitigate the ill effects of air and noise pollution. This indicator
meets both clean environment and noise-free environment expectations of people as
stakeholders of STS in PMA.
How may it be used to assess sustainability of transport system?
By trend analysis, assessment is to be made about the sustainability of transport
system in PMA. A higher percentage of green space to city area will lead toward
sustainability.
___________________________________________________________________
Central Institute of Road Transport 8-49
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table En-4.7
Indicator
Pollution contribution from transport as a fraction of total pollution load
(Emission Inventory)
Description
Load of PM10 in terms of tons/day contributed by transport as a fraction of the total
PM10 load from various other sources
Why is this indicator important to meet expectation(s) of the stakeholders?
Though transport is believed to be a significant contributor to the PM10 pollution load
in Pune, there are likely to be many other sources contributing PM10 in significant
quantities. For instance, re-suspended road dust and agricultural refuse burning were
identified as major contributors in a limited exercise recently carried out in Pune.
How may it be used to assess sustainability of transport system?
This trend analysis of this indicator will provide increase/decrease of pollution
contribution from transport and will facilitate remedial measures to curb growth of
pollution contribution (if any) from transport.
Table En-4.8
Indicator
Total fuel consumed (by type: petrol, diesel, others)/10,000 vehicle population
Description
Total fuel (petrol, diesel, LPG, CNG etc) consumed by the transport activity in kilo
liter/ month
Why is this indicator important to meet expectation(s) of the stakeholders?
The total energy consumption is an important indicator of the transport activity and its
efficiency.
How may it be used to assess sustainability of transport system?
As the degradation in air quality is linked with consumption of fuel, hence the higher
trend for usage of fuel especially petrol, diesel, etc will lead to degradation in air
quality as well as STS.
Table En-4.9
Indicator
Number of PUC centers per 10,000 vehicle population
Description
Number of PUC centers per 10,000 vehicles over actual requirement to cover actual
requirement of testing all vehicles every six months
Why is this indicator important to meet expectation(s) of the stakeholders?
It indicates the level of measures to check environmental degradation from vehicular
emissions.
How may it be used to assess sustainability of transport system?
An adequate no. of PUC centers required for specific no. of vehicles is a benchmark.
This indicator may be used to judge the adequacy of efforts toward control of
vehicular emissions.
___________________________________________________________________
Central Institute of Road Transport 8-50
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table En-4.10
Indicator
Number of LPG, CNG, battery operated, hybrid electric vehicles per 100,000 vehicles
(by category)
Description
Numbers of each (LPG, CNG etc) over 100,000 vehicles in each category (two-
wheelers, cars, buses etc)
Why is this indicator important to meet expectation(s) of the stakeholders?
To achieve better ambient air quality by reducing vehicular emission through
introduction of clean fuel technology.
How may it be used to assess sustainability of transport system?
Higher no. of clean fuel vehicles would indicate less degradation of environment and
movement toward sustainability.
Table En-4.11
Indicator
Number of fuel samples failed to meet specifications against total number of samples
tested.
Description
Numbers of each (LPG, CNG etc) over 100,000 vehicles in each category (two-
wheelers, cars, buses etc)
Why is this indicator important to meet expectation(s) of the stakeholders?
It gives indication of quality of fuel being used in the city and extent of adulteration in
fuel.
How may it be used to assess sustainability of transport system?
A lower percentage of deviation would indicate the dispensing of quality fuel to
vehicles and thereby reduce harmful emissions.
Table En-4.12
Indicator
percentage of vehicles meeting the latest emission standards.
Description
Same as above
Why is this indicator important to meet expectation(s) of the stakeholders?
The objective of STS is to facilitate adoption of more environmentally friendly engine
technology. Percentage of vehicles meeting the latest emission standards would have
direct bearing on total vehicle emission load in the city.
___________________________________________________________________
Central Institute of Road Transport 8-51
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
___________________________________________________________________
Central Institute of Road Transport 8-52
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Safety
Table S-4.1
Indicator
Transport cost fatalities per 10000 vehicle (category wise) including NMT and
pedestrian
Description
The indicator “Transport caused fatalities” per 10,000 vehicles reflects the severity of
accident proneness of vehicles. This ratio is worked out between total number of
transport-caused fatalities and total number of vehicles registered in the city.
However, the floating population of vehicles in the city is missed in this ratio.
Table S-4.2
Indicator
Transport-caused injuries per 10,000 vehicle (category wise) including NMT and
pedestrian
Description
The indicator “transport-caused injuries” per 10,000 vehicles reflects the severity of
accident proneness of vehicles and users. This ratio is worked out between total
number of injuries caused and total number of vehicles registered in the city.
Why is this indicator important to meet expectation(s) of the stakeholders?
This indicator measures the expectations of people as a stakeholder in the
sustainable transport system. Transport-caused injury risk is quantified as a ratio
and helps measure the sustainability of the transport system.
How may it be used to assess sustainability of transport system?
The decline in transport-caused injuries would indicate a reduction of accident risk to
all categories of road users and provide lead in target group for road safety
management measures.
Table S-4.3
Indicator
No. of cases of violation of traffic rules per 10000 vehicles
Description
The trend on no. of cases of violation of traffic rules per 10000 vehicles will be
worked out using data on no. of cases of violation of traffic rules as booked by the
traffic police and total no. of registered vehicles with the motor vehicle department.
Why is this indicator important to meet expectation(s) of the stakeholders?
The local government being one of the stakeholders in ST expects that all the users
in the city need to comply with the traffic rules to ensure seamless flow of traffic
without congestion and road accidents so as to reduce travel time.
___________________________________________________________________
Central Institute of Road Transport 8-53
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
Table S-4.4
Indicator
No. of trauma care centers per 100,000 lac population
Description
No. of trauma care centers per 100,000 lac population is worked out based on
trauma care centers established and population in Pune city. The trend analysis will
indicate the growth of medical infrastructure facilities in Pune.
Why is this indicator important to meet expectation(s) of the stakeholders?
The increase in trend of trauma care units per lac population will reduce the chance
of death due to transport-caused injuries.
How may it be used to assess sustainability of transport system?
This indicator will enable the local government to gauge the adequacy of trauma care
centers in Pune.
Table S-4.5
Indicator
No. of MVIs per 10000 vehicles vis a vis existing norms.
Description
Driving licensing, regulation of M.V. registration, maintenance and operation of
vehicles etc. are performed within the framework of M.V. Act by M. V. Department.
The requirement of MVIs is fixed as per norm by the M. V. Department and the
existing number of MVIs against the set norms will lead to access the gap between
the actual and required M.V.I. strength.
Why is this indicator important to meet expectation(s) of the stakeholders?
MVIs of M.V. Department are key officers responsible for enforcement of M.V. Act
and Central / State M.V. Rules. The adequate no. of MVIs as against the prescribed
norm would strengthen the enforcement level by M.V. Department. Therefore this
indicator on no. of MVIs per 10000 vehicles vis a vis the existing norm is important
and will lead toward ST.
How may it be used to assess sustainability of transport system?
The reduction of gap between actual no. of MVIs per 10000 vehicles and the existing
norms would indicate the adequacy level of regulating forces in the field.
Table S-4.6
Indicator
number of driver training schools per no. of new licenses issued
Description
Number of driver training schools per no. of new licenses issued is worked out based
on the total number of driver training schools available and the total number of new
licenses issued in Pune Metropolitan Area.
Why is this indicator important to meet expectation(s) of the stakeholders?
The trend analysis on the number of driver training schools per new licenses issued
will enable the regulator in the sustainable transport system to assess the adequacy
of driver training infrastructure to promote sustainable transportation system in Pune
Metropolitan Area.
How may it be used to assess sustainability of transport system?
___________________________________________________________________
Central Institute of Road Transport 8-54
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
The increase in the trend of number of driver training schools per new licenses would
move toward provision of training for quality and safe driving and thereby tend toward
a sustainable transportation system in the Pune Metropolitan Area.
ANNEX 4.3
ANNEX 1 National Ambient Air Quality Standards
Standards
Time Residential,
Weighted Industrial Rural and Sensitive
Pollutant Average Area other Areas Area Unit
Annual
Sulphur
Average* 80 60 15 µg/m
3
dioxide
(SO2) 24 Hours
3
Average** 120 80 30 µg/m
Annual
Nitrogen
Average* 80 60 15 µg/m
3
dioxide
(NO2) 24 Hours
3
Average** 120 80 30 µg/m
Annual
Suspended
Average*
Particulate 3
360 140 70 µg/m
Matter
24 Hours
(SPM) 3
Average** 500 200 100 µg/m
Annual
Respirable
Average*
Suspended
Particulate 3
120 60 50 µg/m
Matter
24 Hours
(PM10) 3
Average** 150 100 75 µg/m
Annual
3
Lead Average* 1 0.75 0.5 µg/m
(Pb) 24 Hours
3
Average** 1.5 1 0.75 µg/m
8 Hours
Carbon Average**
3
monoxide 5 2 1 mg/m
(CO) 1 Hour
3
Average 10 4 2 mg/m
Note:
* Annual Arithmetic mean of minimum 104 measurements in a year twice a week 24 hourly at uniform interval
** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time,
it may exceed but not on two consecutive days
Source :
Central Pollution Control Board, Delhi
<http://www.rrcap.unep.org/issues/air/maledec/baseline/Baseline/India/INCH4.htm>
___________________________________________________________________
Central Institute of Road Transport 8-55
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ANNEX 4.4
___________________________________________________________________
Central Institute of Road Transport 8-56
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ANNEX 4.5
Source: “Transport Fuel Quality for the Year 2005”, Central Pollution Control
Board, December 2000.
___________________________________________________________________
Central Institute of Road Transport 8-57
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ANNEX 4.6
Vehicle Utilization
category km/year
Two-wheelers 10,000
Cars, petrol 15,000
Cars, diesel 15,000
Three-wheelers 40,000
LCV 40,000
Bus 60,000
Trucks 30,000
Source: “Transport Fuel Quality for the Year 2005”, Central Pollution Control
Board, December 2000.
___________________________________________________________________
Central Institute of Road Transport 8-58
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
30
25
20
15
10
0
On W indb Const
A gri Land Unpv d Pav ed Unpv d Brick Other
road low n ructio
bu rn prep rd(na) rd rd(a) kilns s
v ehi dust n
PM10, t/d 25.3 16.6 16 13.4 9.6 7.7 4.1 4.1 2.2 3.5
ANNEX 4.7
___________________________________________________________________
Central Institute of Road Transport 8-59
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ANNEX 4.8
• INITIAL STAGE:
• NOTIFIED TEST AGENCY TESTS A PROTOTYPE SUBMITTED BY
THE MANUFACTURER TO VERIFY COMPLIANCE TO THE
SPECIFIED NORM AND ISSUES A TYPE APPROVAL (TA)
• ONGOING PRODUCTION:
• NOTIFIED TEST AGENCY, AS PER A PLAN, PERIODICALLY
TESTS VEHICLES RANDOMLY SELECTED FROM PRODUCTION
LOTS AND TESTS THEM FOR COMPLIANCE TO THE
CONFORMITY OF PRODUCTION (COP) LIMIT
___________________________________________________________________
Central Institute of Road Transport 8-60
Final Report
Sustainable Urban Transport for Pune Metropolitan Area
ANNEX 4.9
YEAR REGULATION
1989 Idle emission regulations
1991 Mass emission regulations for all petrol vehicles
1992 Mass emission regulations for diesel vehicles
1995 Fitment of catalytic converters for petrol cars in four metro cities
1996 Tighter emission regulations for all categories of vehicles
2000 • Indian 2000 (Euro I equivalent) regulations for all 4-wheelers
• Bharat Stage II (Euro II equivalent) regulations in NCR of Delhi for
cars and MUVs
• Bharat Stage II extended to Mumbai, Kolkata and Chennai in year
2001
• Tightest emission regulations in the world for two and three
wheelers
2001 Bharat Stage II regulations for commercial vehicles in Delhi and
Kolkata and Chennai
2003 Bharat Stage II for all four wheelers in Hyderabad & Secundarabad,
Ahmedabad, Pune, Surat, Bangalore, Kanpur, Agra, Lucknow and
Solapur
2005 • Bharat Stage III (Euro III equivalent) for above thirteen cities
• Bharat Stage II (Euro II equivalent) extended to entire country
• Further stringent regulations for two and three wheelers
___________________________________________________________________
Central Institute of Road Transport 8-61