DPR FOR PROCUREMENT OF BUSES SHILLONG - ASRTU€¦ · DPR for Procurement of Buses, Shillong Urban Affairs Department, Govt. of Meghalaya Central Institute of Road Transport, Pune

DPR FOR PROCUREMENT OF BUSES

SHILLONG

March 2009

Urban Affairs Department Government of Meghalaya

Consultant Central Institute of Road Transport

http://www.pdfcomplete.com/cms/hppl/tabid/108/Default.aspx?r=q8b3uige22

DPR for Procurement of Buses, Shillong

Urban Affairs Department, Govt. of Meghalaya Central Institute of Road Transport, Pune

2

DPR for Procurement of Buses

SHILLONG

Project Team

N. Ramasaamy - Team Leader

C. Vijayagopal - Team Member

G. Subhashini - Team Member




3

Acknowledgements

We are grateful to the Principal Secretary, Urban Affairs Department,

Government of Meghalaya and Shri H L Pyruth, Managing Director,

Meghalaya Transport Corporation for appointing CIRT as the consultant to

prepare the Detailed Project Report for Procurement of Buses under

JnNURM for Shillong. We are thankful to our Director, Shri R

Balasubramanian for his valuable guidance in shaping project report.

We are grateful to Mr. Anthony Pariot, Assistant General Manager, MTC for

his overwhelming support and extensive co-operation for collecting the

relevant data and giving valuable inputs for preparing the project report.

We are also thankful to all the officials of MTC and other departments of

Government of Meghalaya for their timely help in providing required

information. We also want to acknowledge the valuable contribution

made by the CIRT staff Mrs. Prabha Thyagarajan and Mr. R. P. Mote in

preparing and printing the project report.




4

Contents

Executive Summary Abbreviations Part I : Current Scenario 1.1 Introduction ........................................ .................................. 1 1.2 Regional Settings ............................... .................................. 2 1.3 Demographics ................................... .................................. 2 1.4 Population Growth Trends............... .................................. 3 1.5 Population Density ............................ .................................. 4 1.6 Population Projection ....................... .................................. 4 1.7 Climate and Rainfall ........................ .................................. 5 1.8 City Economy .................................... .................................. 5 1.9 Industrial Estate .................................. .................................. 6 1.10 Land Use ............................................. .................................. 6 1.11 Existing Land Use ............................... .................................. 8 1.12 Urban Growth Management ......... .................................. 9 1.13 Proposed Land Use ........................... .................................. 10 1.14 Constraints for Future Development ................................ 11 1.15 Direction of Physical Growth .......... .................................. 11 1.16 Transport Infrastructure .................... .................................. 12 1.17 Road Network .................................... .................................. 12 1.18 Road Classification ........................... .................................. 14 1.19 Registered Motor Vehicles .............. .................................. 15 1.20 Vehicular Growth .............................. .................................. 16 1.21 Road Accidents ................................ .................................. 17 1.22 Major Traffic Nodes........................... .................................. 18 1.23 Traffic and Transportation Characteristics ..................... 19




5

1.24 Existing Traffic Management Schemes ........................... 20 1.25 Critical Roads ..................................... .................................. 20 1.26 Traffic Movement at Junctions ...... .................................. 21 1.27 Parking Demand and Characteristics ............................. 23 1.28 Critical Parking Stretches................. .................................. 25 1.29 Major Issues......................................... .................................. 27 1.30 Public Transport Characteristics .... .................................. 27 1.31 Details of Existing Routes ................. .................................. 28 1.32 Present Bus Station and Bus Stops . .................................. 29 1.33 Summary of Strengths and Weaknesses ......................... 29 Part II : Public Transport Introduction Plan 2.1 Computation of Fleet Requirements for

Base Year 2009 .................................. .................................. 32 2.2 Details of Proposed Routes ............. .................................. 33 2.3 Vehicle Specifications ..................... .................................. 34 2.4 Cost of Buses ...................................... .................................. 39 2.5 Infrastructure Arrangements and Cost of Bus Depot ... 39 2.6 Infrastructure Requirement for New Bus Terminals ....... 41 2.7 ITS Facilities – Electronic Ticketing Machine ................... 43 2.8 Passes................................................... .................................. 46 2.9 Digital Route Display ........................ .................................. 46 2.10 Total Project Cost .............................. .................................. 48 2.11 Net Present Value of Residual and

Internal Rate of Return ..................... .................................. 55 2.12 Institutional Arrangements .............. .................................. 56 2.13 Human Resource Development .... .................................. 58 2.14 Maintenance Plan ............................ .................................. 58 2.15 Integration with Other Transport Modes ......................... 60 2.16 Feedback and Performance Evaluation........................ 61 2.17 Phasing ................................................ .................................. 62 2.18 Fund Flow Statement ....................... .................................. 64




6

Part III : Proposed Reforms 3.1 Unified Metropolitan Transport Authority ........................ 66 3.2 Urban Transport Fund .................................. 67 3.3 Advertisement Policy .................................. 67 3.4 Parking Policy Statement ............... .................................. 70 3.5 Transit Oriented Development ....... .................................. 73 3.6 Inter Departmental Co-ordination in

State Government ............................ .................................. 75 3.7 Traffic Information and

Management Control Centre ........ .................................. 77 3.8 Regulatory Mechanism for Periodic Revision of Fare .. 78 3.9 Waiving of State Taxes and Duties .................................. 79 References




7

List of Tables

Part I : Current Scenario 1-1 Population of GSPA Components . .................................. 3 1-2 Density among the various components of

GSPA Components........................... .................................. 4 1-3 Population Projections ..................... .................................. 4 1-4 Number of Industries......................... .................................. 6 1-5 Land Resource in GSPA ................... .................................. 7 1-6 Land Use in the City of Shillong, 1991 ............................. 8 1-7 Proposed Land use, 2011 ................ .................................. 10 1-8 Road length and density................. .................................. 12 1-9 Road Classification ........................... .................................. 14 1-10 Classification of Road by Type ...... .................................. 14 1-11 Vehicles Registered in Shillong ....... .................................. 15 1-12 Category wise Vehicle Growth Rates ............................. 17 1-13 Injuries and Fatalities Details due to

road accidents .................................. .................................. 17 1-14 Road fatalities in Shillong................. .................................. 18 1-15 Daily Traffic Volume on various Regional Roads .......... 19 1-16 Network adequacy – Volume to Capacity Ratio ........ 19 1-17 List of Critical Road Stretches ......... .................................. 21 1-18 Traffic volume on major intersections .............................. 22 1-19 List of Critical Intersections .............. .................................. 22 1-20 Existing Parking Areas including Bus and truck terminals.................................... .................................. 24 1-21 List of Critical Parking Areas ............ .................................. 26 1-22 Bus Routes operated by Shillong City Bus Syndicate ... 29




8

Part II : Public Transport Introduction Plan 2-1 Details of Proposed Routes ........... .................................. 33 2-2 Vehicle Specifications ..................... .................................. 35 2-3 Category of Buses Proposed for Purchase.................... 39 2-4 Infrastructure Requirement for New Depots .................. 40 2-5 Projection for new Terminals ........... .................................. 42 2-6 Cost of ETM ......................................... .................................. 46 2-7 Cost of Digital Route Display Units . .................................. 48 2-8 Cost of Components ........................ .................................. 49 2-9 IRR Analysis ......................................... .................................. 55 2-10 Fund Flow Statement ....................... .................................. 64 2-11 Item-wise Fund Flow Statement ..... .................................. 65




9

List of Figures Part I : Current Scenario 1-1 Percentage Literacy in 2001 ........... .................................. 2 1-2 Growth Rate of Various Urban Components ................ 3 1-3 Land Use Pattern in Shillong ............ .................................. 7 1-4 Existing Land Use, 1991..................... .................................. 8 1-5 Proposed Land Use, 2011 ................ .................................. 10 1-6 Road Network in Shillong ................ .................................. 13 1-7 Type-wise Distribution of Vehicles in Shillong ................. 15 1-8 Vehicular Growth .............................. .................................. 16 1-9 Garikhana (Bara Bazaar) ................ .................................. 23 1-10 Bimola Point (Bara Bazaar) ............. .................................. 24 Part II : Public Transport Introduction Plan 2-1 Digital Route Display ........................ .................................. 47 Part III : Proposed Reforms 3-1 Advertisement on Wind Screen ..... .................................. 68 3-2 Advertisement on Passenger Seats ................................. 69 3-3 Advertisement on Inside Bus ........... .................................. 69 3-4 Advertisement on View Glass ........ .................................. 69




10

Executive Summary




11

Executive Summary

The Detailed Project Report on procurement of buses for Shillong consists

of three parts viz., Part 1: Current Scenario, Part II : Public Transport

Introduction Plan and Part III : Proposed Reforms. The Current Scenario

deals with population growth, population density, city economy, existing

land use, proposed land use, constraints for future development, direction

of physical growth, transport infrastructure, road network, registered motor

vehicles, road accidents, traffic & transportation characteristics, details of

existing bus routes, bus stops, bus stations, etc. The Public Transport

Introduction Plan covers computation of fleet requirement, details of

proposed routes, vehicle specifications, electronic ticketing machine

specification, project cost and revenue estimation, institutional

arrangement, etc. The Proposed Reforms deals with Unified Metropolitan

Transport Authority, Urban Transport Fund, advertisement policy, parking

policy, inter-model transfer facilities, transit oriented development, inter-

departmental co-ordination, traffic information and management

control, regulatory mechanism for fare revision, etc.

The total project cost for the introduction of city bus service in Shillong is

estimated as Rs. 38.97 crores. It includes procurement of buses, electronic

ticketing machines, digital route display boards, infrastructure cost for

three depots & four terminals and working capital. Additional revenue

sources such as advertisement on buses have also been identified. Of the

total project cost, the central Government share would be Rs. 35.07 crores

and the State Government of Meghalaya would be Rs. 3.90 crores as per

the Guidelines of JnNURM. It is estimated that the project will achieve self

sustenance in three years with an Internal Rate of Return of 7.92%.




12

The Meghalaya Transport Corporation (MTC) would set up a separate

division to run the city bus services in Shillong. The Managing Director of

MTC would appoint a Deputy General Manager for heading the division

and manage the city bus operations. This division will have experts from

Traffic & Operations, Maintenance and Finance function. A Project Plan is

chalked out with time frame and milestones for implementation of the

project.

This Detailed Project Report will facilitate the management of Meghalaya

Transport Corporation to proceed further in finalizing tender documents

for procurement of buses with latest technology and other related

infrastructure facilities.




13

DPR for Procurement of Buses

SHILLONG

Abbreviations

GSPA - Greater Shillong Planning Area

SMB - Shillong Municipal Board

SUA - Shillong Urban Agglomeration

ADT - Average Daily Traffic

PCU - Passenger Car Unit

VCR - Volume Capacity Ratio

MUDA - Meghalaya Urban Development Authority

TOD - Transit Oriented Development




14

Part I

Current Scenario




15

Part I

Current Scenario

1.1 Introduction

Shillong, the capital of Meghalaya occupies the northern slopes and foothills of Shillong peak at an altitude of 1496 metres above mean sea level. The city derived its name from a deity named Shillong, whose dwelling place is known as Shillong Peak. During the British rule, it consisted of a few clusters of hamlets which were scattered. The British Administration shifted the headquarters of United Khasi and Jaintia Hills District from Cherrapunjee to Shillong. In 1874, when the State of Assam was created out of Bengal, the city became its provincial capital. Later, in 1972, when the State of Meghalaya became a separate State, the city became its capital.




16

Percentage literates in 2001

52%48%

MaleFemale

1.2 Regional settings

1.2.1 The city is situated in the East Khasi Hills district and is also the district headquarters. It is well connected by a network of roads within the State and with all important cities in the neighboring States. It is connected with the rest of the country through Guwahati by road, rail and by air. Helicopter service is also available between Shillong-Guwahati- Shillong and Shillong-Tura. There is a minor airport at Umroi, 35 kms from Shillong.

1.2.2 One of the main important features of Shillong is that, all the State Government Offices and important Central Government Offices are located in the city. Some of the important institutions located are the headquarter of the North Eastern Council, North- Eastern Hill University, Eastern\Air Command, 101 Communication Zone of the Army and other Para military organizations. The schools, colleges and other educational institutions attract students of the North Eastern Region.

1.3 Demographics

Out of the State’s total urban population of 452612 persons, as per 2001 Census, the SUA has a population of 267662 which represents nearly 59% of the State’s urban population. Out of a total urban population of East Khasi Hills district which is 277967, nearly 97% are residing in SUA. The total study area( GSPA) population is 331373, which is 1.4% of the state and 50.1% of East Khasi Hills District which consists of 7 urban centres and 32 villages as per the Master Plan of Shillong 1991-2011. It may be interesting to note that the literacy rate in GSPA is 86%, which is much higher than state and district literacy rate. The level of literacy in the city is given in the following figure. It can be seen that the female literacy is higher than that of males.

Figure 1-1: Percentage Literacy in 2001




17

1.4 Population growth trends

1.4.1 The following table gives details of population in Shillong Municipality and other constituent units of SUA from 1971-81 to 1991-2001 along with decadal growth rate.

Table 1-1 : Population of GSPA Components

Sr. No.

GSPA Components Population Growth rate %

1971 1981 1991 2001 1971-81 1981-91 1991-01

1 Shillong Municipality 87659 109244 131719 132867 24.6 20.6 0.9 2 Shillong Cantonment 4730 6520 11076 12396 37.8 69.9 11.9 3 Nongthymmai 16103 21558 26938 34292 33.9 25.0 27.3 4 Mawlai 14260 20405 30964 38303 43.1 51.8 23.7 5 Madanrting 0 6165 8987 16318 0.00 45.8 81.6 6 Pynthorumkhrah 0 10711 13682 22115 0.00 27.7 61.6 7 Nongmynsong 0 0 0 11371 0.00 0.00 0.00 Shillong Urban Agglomeration 122752 174703 223366 267662 42.3 27.9 19.8 8 32 Villages 32848 42571 47747 63711 29.6 12.2 33.4 GSPA 155600 217274 271113 331373 39.6 24.8 22.2

(Source: Master Plan of Shillong, and Reports of Census of India 1991, 2001)

1.4.2 The population growth is represented in graphical form in the following figure 1-2. It can be seen that there has been a decline in the growth rate over the decades.

Figure 1-2 : Growth Rate of various Urban Components

Growth rate of various urban components

0.0010.0020.0030.0040.0050.0060.0070.0080.00

1971-81 1981-91 1991-01

Decades

Gro

wth

Rat

e

Shillong Muncipality

Shillong Cantonment

Shillong UrbanAgglomerationGSPA




18

1.5 Population density

The density of population in the study area is presented in the following table. A look at the table reveals that density of population in SMB is highest followed by Nongthymmai and Pynthorumkhrah. However the overall density for the planning area is 1904.44 per sq.km.

Table 1-2 : Density among the various components of GSPA Components

Urban Components Area in sq. km.

Population (2001) Density per sq

km

Shillong Municipality 10.36 132867 12825 Shillong Cantonment 1.84 12396 6737 Nongthymmai 2.93 34292 11703 Mawlai 6.14 38303 6238 Madanrting 2.02 16318 8078 Pynthorumkhrah 2.11 22115 10481 Nongmynsong 2.00* 11371 5686 Shillong Urban Agglomeration 25.40 267662 10538 Villages 149 63711 428 GSPA 174 331373 1904

(Source : City Development Plan, Shillong)

1.6 Population projection

In the following table population projections of the GSPA have been made for the years 2011, 2021, 2031 and 2041. The population projection has been carried out using geometric progression method and the results are presented in Table below.

Table 1.3 : Population Projections

Year Population Growth rate 1971 155600 1981 217274 39.6 1991 271113 24.8 2001 331373 22.2 2011 427076

28.9 2021 550419 2031 709385 2041 914261

(Source: City Development Plan, Shillong)




19

1.7 Climate and Rainfall

The climate of East Khasi Hills District including Shillong city ranges from temperate in the plateau region to the warmer tropical and sub- tropical pockets on the Northern and Southern regions. The months of December and January seems to be the coldest month in the city and the hottest months are June to September when the temperature varies from 23-25 degrees centigrade. The city is influenced by the southwest monsoon, which begins generally from May and continues till September. The weather is humid for the major part of the year except for the relatively dry conditions between the months of December and March.

1.8 City economy

1.8.1 Since the State is land locked, industrialization is very slow and the industrial sector is under-developed. Majority of the population depends upon agriculture for their livelihood. The State has potential for developing horticulture. According to the Census Report, 2001, the distribution of work force in the city was 103291(31.2%) main workers, 8361(2.5%) marginal workers and 219721(66.3%) non- workers.

1.8.2 Work participation rate as per 2001 census in Meghalaya is 41.83%, East Khasi Hills district is 38.8% and the study region of GSPA is 33.7%, out of which 93% are in tertiary sector. The business activities, trade and transport have also assumed importance and presently employing nearly 27% of workforce in the city. It has shown prospects of trade and commerce during the last two decades. Besides acting as a gate way for commercial products for the remote and far flung areas of North Eastern states, foreign trade with Bangladesh has become major source of revenue for the State especially the two hills districts of East Khasi Hills and Jaintia Hills districts. Thus Shillong due to its location advantage and communication linkages attracted the entrepreneurs and commercial activity and is growing as regional commercial centre. Tourism is one of the major contributors to the city’s economy. According to the Directorate of tourism the total number of domestic and international tourists was 2, 71,720 in 2002.

1.8.3 According to the Master Plan, the administrative status of the city will remain as major function in the near future and being a major urban centre, it has been offering all higher educational and health facilities for the entire State which has given institutional character to the city. The situation shall continue to remain more or less the same.




20

1.8.4 Shillong, when compared with other cities in the North-East, due to its advantageous location coupled with other developments like the construction of the east-west and north-south corridors, proposed investments in the multimodal transport hub and revival of industries in the north-east region will stimulate rapid economic growth.

1.8.5 The region houses the North- East Hills University and a number of educational institutions which will render the city an attractive location for the IT based industry. Information Technology Enabled Services (ITES) and Business Process Outsourcing (BPO) units would consider the city of Shillong as a business destination, as they prefer locations with low cost of living, low labor cost and the availability of highly skilled manpower.

1.9 Industrial Estate

1.9.1 The Industrial Estate in Shillong was established in 1974 covering an area of 10.22 Acres. It is located at Short Round Road near Polo Ground. The status of the industrial units located at it is as shown in the table below.

Table 1-4 : Number of Industries

SR. No. Status (as on 01.03.04) No of units

I. Functioning Units 6

II. Existing but not Functioning 8

Total 14

1.9.2 The city has shown prospects of trade and commerce during the last two decades. Industrial development in the city has been in the form of small scale service, handicrafts, food and fruits products and wood products etc centre. The city, due to its location advantage and communication linkages, attracted the entrepreneurs and commercial activity and is growing as regional commercial centre.

1.10 Land use

The Shillong Master Plan covers an area of 17400 hectares. The following table gives the picture of the land resources in the city.




21

Table 1-5 : Land Resource in GSPA

Sr. No. Land use Area (hectares) % of total area

1 Developed area 5494.1 31.6

2 Undevelopable area 1573.88 9.1

3 Developable area 5077.02 29.2

4 Urban Agriculture 803.07 4.6

5 Forest & Water Bodies 4451.93 25.5

(Source: Master Plan-1991-2011)

Figure 1-3 : Land use Pattern in Shillong




22

Existing land use, 1991

14% 0%

6%

1%

5%

1%

0%

4%

0%

4%

37%

4%

24%

Residential

CommercialPublic and Semi Public(a) Administrative(b) Institutional

(c ) Organized open space(d) GraveyardsSecurity

IndustrialCirculationVacant

Urban AgricultureForests and water bodies

1.11 Existing Land use

1.11.1 The picture that emerged as a result of studies conducted during the preparation of the Master Plan is given in the following table.

Table 1-6 : Land Use in the City of Shillong, 1991

Land use Existing Land Use

Area in hectares

Percentage to total area

Percentage to total developed area

Residential 2662.8 15.3 48.5 Commercial 56.6 0.3 1 Public and Semi Public 1202 6.9 21.9 (a) Administrative 177.9 0.7 2.2 (b) Institutional 903.2 5.2 16.4 (c) Organized open space 118.1 0.7 2.2 (d) Graveyards 61.8 0.4 1.1 Security 779.3 4.5 14.2 Industrial 10 0.1 0.2 Circulation 783.4 4.5 14.3 Vacant 6650.9 38.2 0 Urban Agriculture 803.1 4.6 0 Forests and water bodies 4451.9 25.6 0 Total 17400 100 100

(Source: Master Plan of Shillong, 1991-2011)

Figure 1-4 : Existing Land use, 1991




23

1.11.2 Almost half the total developed area land use is for residential purposes followed by institutional, security and circulation uses. It is clear from the above table that industrially, the city has not made any headway notwithstanding the fact that enough scope exists for development of cottage and small scale industrial units. Though the land use for circulation appears to be significant, it is in fact inadequate as is evident from narrow roads, areas without vehicular roads, missing links and inadequate parking facilities.

1.12 Urban Growth Management

1.12.1 The Directorate of Urban Affairs prepared the Master Plan for Shillong with a timeframe of 1991-2011. The Master Plan has been prepared to achieve the following objectives:

i. Integration of various areas within the Shillong city and its region through linkage development;

ii. development of transport and communication net work to discharge the regional functions with efficiency

iii. Functional disposition of urban areas so as to achieve: efficient and proper utilization of lands; coherent relationship between various uses and activities; functional distribution of work centers, administrative and residential areas for efficient functioning of activities; efficient transportation network and circulation system to provide for the growth of the city even after the plan period and restoration and development of areas of natural beauty and historic importance.

1.12.2 The basic considerations that have been kept in view while preparing the Plan are:

i. To develop town/regional market centers, wholesale market center to relieve congestion

ii. To provide local shopping centers

iii. Development of administrative area to accommodate various offices of the district, state, Central and local level;

iv. Development of truck terminus to relieve congestion in the central area;

v. Provision of proper circulation pattern to enable the thorough traffic to by-pass the city

vi. Earmark the land for industries in such a way that the future growth is possible without creating conflict in the land use pattern




24

Proposed Land Use, 2011

28%

1%7%

1%5%

1%0%4%0%5%4%

23%

21%

Residential

Commercial

Public and Semi Public

(a) Adminis trative

(b) Institutional

(c ) Organized open space

(d) Graveyards

Security

Industrial

CirculationVacant

Urban Agriculture

Forests and water bodies

vii. Provision of infrastructure, amenities, and services in an integrated manner for the whole of Master plan area

1.13 Proposed Land Use

Keeping the above mentioned objectives and basic considerations, the proposed the land use in the Master Plan for the GSPA is presented in the following table and figure.

Table 1-7 : Proposed Land use, 2011

Land use Proposed Land Use

Area in hectares

Percent to total area

Percent to total developed area

Residential 5095.3 29.3 60.9 Commercial 97.7 0.6 1.2 Public and Semi Public 1326 7.6 15.8 (a) Administrative 147.9 0.9 1.8 (b) Institutional 963.2 5.5 11.5 (c ) Organized open space 153.2 0.9 1.8 (d) Graveyards 61.8 0.4 0.7 Security 779.3 4.5 9.3 Industrial 60 0.3 0.7 Circulation 1013.4 5.8 12.1 Vacant 788.1 4.5 0 Urban Agriculture 4391.9 25.2 0 Forests and water bodies 3848.2 22.1 0

Total 17400 100 100 (Source: Master Plan of Shillong, 1991-2011)




25

Figure 1-5 : Proposed Land Use, 2011

1.14 Constraints for future development

i. Inadequate urban services/infrastructure.

ii. Lack of adequate provision of transportation infrastructure, affordable public transport and traffic orderliness.

iii. Shortage of parking areas, loading and unloading provision in most of the commercial / industrial areas.

iv. Acute shortage of open spaces in high density built up areas, especially inner city.

1.15 Direction of physical growth

1.15.1 The city of Shillong has been experiencing a high pace of urbanization. The Census of India of 1981 and 1991 indicated phenomenal growth rate of nearly 40% and 70% respectively. The 2001 Census revealed that during 1991-2001 population growth rate within the city came down to 10%. This is due to the fact that the growth of the city reached a saturation point. In the surrounding townships of Mawlai, Madanrting, Pynthorumkhrah, the growth was nearly double. This called for urgent remedial measures to diversify the future development to other parts of Shillong Metropolitan Region. Keeping these factors in view, the Master Plan for the City of Shillong provided for setting up a new township covering an area of nearly 2030 hectares.

1.15.2 The primary objectives of developing a New Township are:

• To absorb overspill population of Shillong and to facilitate the growth

• To prevent undesirable development in already congested area and urban fringe areas.

• To create a humane and desirable urban living environment with a view to improve the economic structure by facilitating expansion and providing necessary inputs to the economic activities for their promotion and growth.

1.15.3 The new township is located nearly 13 kms northeast of the present city and is accessible by a motor able road. Within the township, there are ten villages viz., Mawdiang-diang, Umroh, Mawlong, Diengiong, Umsawli, Mawkasiang, Madansaisiej, Mawpdang, Siejiong and Tynring.




26

1.16 Transport Infrastructure

Adequate transport infrastructure is one of the important needs of the people in order to facilitate various productive activities in any area and general well being of the society at large. It also plays a significant role in promoting city’s economy. Roads serve the accessibility and mobility needs hence it stimulates the spatial growth of the city by linking new expansion areas on the periphery of the city. In absence of rail and water transport, road transport plays a major role in Shillong. All movements, both for goods and passenger traffic, are met by roads only. Salient features and associated problems of Urban Transport and related infrastructure are discussed in this section.

1.17 Road network

The total road length of Shillong is about 356 kms with a road density of 2.05km/sq.km. The total road length in SUA is only 250 kms. The total length of the road network (classified as other district roads) within the city is constructed and maintained by PWD (roads). The following table indicates the length of roads in the city.

Table 1-8 : Road length and density

Urban component Length of road Area in sq. kms Density % length

SMB 111 10.36 10.71 31 SUA 139 17.04 8.16 39 PUA 106 146.6 0.72 30 Total GSPA 356 174 2.05 100





27

Figure 1-6 : Road Network in Shillong




28

1.18 Road classification

1.18.1 The following table indicates the road classification based on road width.

Table 1-9 : Road Classification

Classification of road

Single Lane Intermediate

lane Double Lane

Total

up to 3.75 3.75 to 6.9 above 7

NH 33 33

SH 0 0 0 0

ODR 66 10 0 76

VR 45 0 0 45

UR 140 35 24 199

Total road length 251 58 47 356

Percentage 70.5 16.3 13.2 100


1.18.2 The above table shows 70.5% of the roads in the GSPA are single lane i.e. upto 3.75 mts width, whereas only 13.2 % are double lane i.e. above 7 mts width, rest all are intermediate lanes. It shows that as mainly the roads in Shillong are single lane, not sufficient for the increasing growth of traffic in the city, thus needs to enhance the capacity. The following table gives details of road length surface quality. The table indicates that over 91% of the road length is black topped and nearly 8% is cement concrete pavement with footpaths.

Table 1-10 : Classification of Road by Type

Classification Black

topped Cement concrete

Gravel Kutcha Total

NH 33 0 0 0 33 SH 0 0 0 0 0 ODR 59.4 0 9.1 7.5 76 VR 37.4 0 0 7.6 45 UR 198.7 0.3 0 0 199 Total road length 331.5 0.3 9.1 15.1 356 Percentage 93.12 0.08 2.56 4.24 100





29

1.19 Registered Motor Vehicles

1.19.1 The following table shows the vehicle registration data in Shillong from April 2001 to March 2006. Personalized modes that include car and two-wheeler account for nearly 55% share of total vehicular population. In terms of composition of traffic, it is seen that cars account for largest share in the total registered vehicles and their share has steadily increased from 25% in 2001 to 29% in 2006.

Table 1-11 : Vehicles Registered in Shillong

Sr. No.

Particular Total Number of Registered Vehicle

April 01 April 02 April 03 April 04 April 05 March 06 1 Truck 3868 4203 4430 4747 5107 5662 2 Buses 734 776 797 834 934 1049 3 Car 7774 8566 9848 11492 13194 15223 4 Jeeps 4965 5256 5559 5932 6376 6824 5 2-wheeler 9013 9587 10331 11387 12663 13648 6 Three wheeler 190 265 375 487 787 787 7 Local taxi 3040 3186 3395 3881 4385 4928 8 Tourist taxi 671 805 933 1183 1322 1608 9 Ambulance 46 86 102 116 146 161

10 Trailor 151 156 161 166 178 187 11 Tractor 1120 1179 1226 1283 1378 1457 12 Others 270 327 357 570 695 816 Total 31842 34392 37514 42078 47165 52350


1.19.2 The category wise distribution of vehicles in Shillong is shown in the figure below.

Figure 1-7 : Type wise distribution of Vehicles in Shilling

Truck11%

Buses2%

Car29%

Jeeps13%

2-wheeler26%

Three wheeler2%

Local taxi9%

Tourist taxi3%

Ambulance0%

Trailor0% Tractor

3%

Others2%




30

1.19.3 The total number of cars registered in Shillong constitutes the highest single component amongst the different categories of vehicles. Cars (29%) followed by two wheelers (26%) and jeeps (13%) are the predominant modes of transport in Shillong. Also there is large number of local taxi (9.41%) and tourist taxis (3.07%) prevalent as IPT modes being used for intra city movement. These taxis are used as a substitute to the public transport, due to inadequate public transport system and lack of infrastructural facilities. Due to difficult terrain role of non-motorized transport is limited. The high percentage of trucks (10.8%) is attributed to large number of coal mining activity in the region, which calls for transportation of coal to various parts within Meghalaya as well to places outside Assam such as Guwahati and Silchar etc. Out of total number of vehicles 89.5% of the vehicles are private vehicles and the rest are Government owned vehicles.

1.20 Vehicular growth

The vehicular registration data shows that there has been an annual average increase of about 10.5% for a period between 2001- 2006. The graph shows that there is a rapid increase in the growth of vehicles from 2001 to 2006 and the similar trend can be seen in almost all categories of vehicles. There is 32% increase in the number of three wheelers; The Tourist Taxis have grown at rapid rate of over 19%. Cars have shown a rapid growth rate of 14.4% while the two wheelers have registered a rate of nearly 9%. Such a rapid growth in private vehicular ownership is an indicator of increase in the purchasing capacity of the people. Besides highlighting the fact that the public transport system in the city is inadequate.

Figure 1-8 : Vehicular Growth

0

10000

20000

30000

40000

50000

60000

1 2 3 4 5 6




31

Table 1-12 : Category wise Vehicle Growth Rates

Sr. No.

Vehicle Category

Annual Growth Rates

April 2002 April 2003 April 2004 April 2005 March 2006 1 Truck 8.7 5.4 7.2 7.6 10.9

2 Buses 5.7 2.7 4.6 12.0 12.3

3 Car 10.2 15.0 16.7 14.8 15.4

4 Jeeps 5.9 5.8 6.7 7.5 7.0

5 2-wheeler 6.4 7.8 10.2 11.2 7.8

6 Three wheeler 39.5 41.5 29.9 61.6 0.0

7 Local taxi 4.8 6.6 14.3 13.0 12.4

8 Tourist taxi 20.0 15.9 26.8 11.7 21.6

9 Ambulance 87.0 18.6 13.7 25.9 10.3

10 Trailor 3.3 3.2 3.1 7.2 5.1

11 Tractor 5.3 4.0 4.6 7.4 5.7

12 Others 21.1 9.2 59.7 21.9 17.4

Total 8.0 9.1 12.2 12.1 11.0 1.21 Road accidents

1.21.1 Road planning in Shillong has so far been highly automobile oriented that makes other Road users vulnerable who could not reap the benefits of such planning. High vehicular traffic compounded by heavy shares of commercial (heavy) traffic that make the congested road unsafe. Lack of respect for the smaller vehicles and pedestrians in the minds of the heavy motor vehicle driver’s worsens the situation further. On an average the city witnesses about 50 traffic fatalities every year, coupled with about 250 odd traffic injuries the road safety scenario in the city is very grim. It can be seen from the table that road traffic injuries and fatalities have shown a fluctuating trend during last five years with a decline in fatalities but increase in injury causing accidents.

Table 1-13 : Injuries and Fatalities Details due to road accidents

Year 2001 2002 2003 2004 2005

Person killed 70 41 49 48 49

Grevious Injury 72 85 42 41 84

Minor-injury 89 192 183 128 158

Non-injury 90 172 237 93 50





32

1.21.2 The data clearly indicates that there is decrease in the number of persons killed from 2001 to 2005, probably due to enforcement of better traffic management measures in the city such as one way restrictions, parking. High traffic congestion due to very high traffic volume and less space available leads to large number of accidents i.e. person injured. The Road Hierarchy wise accident analysis indicates that National Highways account for the largest share of fatalities caused by road accidents. The safety issue is further aggravated due to the National Highways (NH-40 & NH-44) passing through the heart of the city, results in the mixing of the local and regional traffic in core of city area. The table below presents the year wise fatalities on different category of roads.

Table 1-14 : Road fatalities in Shillong

Year 2001 2002 2003 2004 2005

National Highway 39 16 38 34 35

State Highway 5 10 9 7 8

Other road 12 15 2 7 6

Total Accidents 56 41 49 48 49


1.21.3 The table shows that out of the total number of accidents 60-70% accidents are happening on the National highway, as there is lot of mixing of regional and local city traffic due to the passing of the National Highway through the heart of the city. Due to the lack of the any alternative road network, here National Highways acts as the major connecting road for the various parts of the inter City as well as intra city purpose.

1.22 Major traffic nodes

As Shillong is an important centre of education, administration, tourism and distribution, distinct peaking characteristics are observed on many arterial and regional roads in Shillong. Traffic characteristics as presented in a recent study report in terms of average daily traffic, peak flow and peak hour share is presented in table below. The table shows a very high traffic volume on the roads, out of which 10-15% is at the time of peak hours.




33

Table 1-15 : Daily Traffic Volume on various Regional Roads

Sr. No.

Name of the Road Traffic Characteristics

Total Volume Peak Hour

volume Peak hour Share (%)

1 Dhankheti Road 30958(12 hour) 3450 11.0 2 Firebrigade Road 23017(12 hour) 2416 11.0 3 G.S Road (Near Centre Point) 22967(12 hour) 2535 11.0 4 G.S Road (Near IGP) 25853 (24 hour) 3201 12.0 5 G.S Road (Near NEDFI Office) 16539 (24 hour) 1712 10.0 6 Secretariat Road 37249 (24 hour) 5668 15.0 7 Polo Road 12204(12 hour) 1432 12.0 8 Rhino point 22320(12 hour) 2427 11.0


1.23 Traffic and transportation characteristics

1.23.1 The table shows the peak hour volume and the volume capacity ratio on the primary network looking to the capacity of road based on the actual available widths for the flow of traffic.

Table 1-16 : Network adequacy – Volume to Capacity Ratio

Sr. No.

Name of the road Width in

mts. ADT

(PCUs) Capacity

(PCUs) V/C ratio

1 Dhankheti road 7.5 31590 18200 1.7 2 Fire brigade road 8 29471 18200 1.6 3 G.S road (near center point) 8.5 32877 18200 1.8 4 G.S road (near IGP) 10 25853 25200 1.0 5 G.S road (near NEDFI office) 10 16539 42000 0.4 6 Secretariat road 10 37249 42000 0.9 7 Polo road 4.7 18876 12600 1.5


1.23.2 The above table shows that many prominent urban stretches in the city namely Dhankheti road, Fire Brigade road, G.S road (near center point) and polo road are operating under forced traffic flow conditions. “Volume by Capacity” ratios have crossed the acceptable levels on many of these stretches. The peak flow conditions are even worse on almost all the stretches in the town. There is an immediate requirement to augment the capacity and recommend other solutions ensuring safety to traffic and pedestrians.




34

1.24 Existing Traffic Management Schemes

In spite of such high traffic levels, the city has no signalized intersections. The traffic is controlled manually at each intersection. Continuous and rapid increase in the number of vehicles without any significant capacity augmentation in the road network has resulted in a chaotic traffic situation. For management of the traffic, the city is divided into 7 zones. Three zones have headquarters in Shillong Sardar traffic branch, Laitumkhrah traffic branch, Lumdiengjri traffic branch and the rest of the zones are operated by the officials of these zones only. Salient features of the traffic management schemes adopted in the city are as under.

i. Creation of one way on most of the road, ii. Using cones to divide the road. iii. Marking of lanes and creation of footpaths and barricades/ fencing. iv. Enforcement of Parking restriction on certain road stretches v. Provision of on street/ off street parking lots for private cars and taxi stands

1.25 Critical Roads

As discussed above majority of road corridors in the city suffer from several inadequacies, such as capacity constraints in the road network, poor definition of road hierarchy, encroachments, on street parking, mixed traffic, poor traffic management, slow journey speeds, poor safety situation, inadequate enforcement of traffic rules, lack of pedestrian facilities and other street furniture. The problem is further aggravated due to the National Highways (NH-40 & NH-44) passing through the heart of the city, resulting in the mixing of the local and regional traffic in core of city area. To worsen the situation further many new activity centers and shopping centers have been constructed on already congested roads without any traffic and parking impact study or taking other planning considerations into account. These new sites, in order to fulfill their access and parking needs, are putting additional pressure on these congested roads. The problem of encroachment, hawking and unauthorized on street parking is severe, majority of the road corridors are operating at 50% of their capacities The following table presents different critical road stretches in Shillong.




35

Table 1-17 : List of Critical Road Stretches

Sr. No. Critical Road Stretches 1 Police Bazar(Down from Center Point Hotel G.S.Road) 2 Civil Hospital(P.W.D. Road main Highway) 3 Police Bazar(Hotel Pegasus Crown Road) 4 Police Bazar(7th way to Jail Road) 5 Keating Road to Police Bazar(Center Point Hotel) 6 Dhankheti(Main N.H. Road) 7 Nongmynsong(3rd way Road to Nongmynsong) 8 Anjalee Road(Anjalee Petrol Pump to Mawlonghat) 9 Bara Bazar(Syndicate Stand Road to Bimola Road

10 Bimola Road to Motphran Road(Motphran Bridge) 11 Motphran Bridge to Garikhana Road 12 Garikhana Road to Jhalupara Road 13 Jhalupara Road to Military Hospital Road 14 Military Hospital Road to Garison Ground Road 15 Barik Point Junction Road to Malki Point 16 Malki Point Road to Dhankheti Road(Till Woodland Hospital) 17 Dhankheti Road going to Laitumkhrah Road 18 Laitumkhrah Road going to Fire Brigade Road 19 N.H. fire Brigade Road to Nongthymmai Road 20 N.H. Road Nongthymmai Road to Madanrting 21 Polo Road going to 4th furlong 22 Polo Road going to Golf Club 23 Mawlai Nongkwar Road to Sonapani Road 24 Jaiaw Road (Robert Hospital to Motphran) 25 Secretariat Road to Police Bazar (D.C. Office Road going to Police

Bazar) (Source: City Development Plan, Shillong)

1.26 Traffic movement at junctions

1.26.1 The City Development Plan, Shillong indicates that the peak hour traffic volume on the major intersections varies from around 16800 PCUs to 74500 PCUs. Peak flows at major intersections vary from 10 to 12 % of the total traffic. Details of intersection counts and peak flows are presented in the following table.




36

Table 1-18 : Traffic volume on major intersections

Sr. No

Name of Junction Traffic Volume at junction (in PCU) 12 hrs Total Peak Hour % Peak

1 Police Bazaar Intersection 32224 3463 11.0 2 Rhino Point Intersection 32341 3481 11.0 3 IGP Intersection 74423 7695 10.0 4 Dhankheti Intersection 46500 4790 10.0 5 Mawkhar Point Intersection 17702 2071 12.0 6 Bimola Medicine Intersection 16873 2011 12.0 7 Fire Brigade Intersection 27426 3279 12.0 8 Barik Point 50609 5926 12.0


1.26.2 The above table shows that the 12 hours traffic volume is highest at the IGP intersection followed by the Barik point and Dhankheti Junction. The City Development Plan, Shillong identifies 14 intersections in the city along with the various problems experienced at each location. The details are presented in the table below.

Table 1-19 : List of Critical Intersections

Sr. No.

Intersection Associated Issues

1 Fire Brigade Traffic due to regional trucks, Local taxis, tourist buses and taxis. 2 Dhankheti Poor geometrics, Traffic due to School and Offices in the morning and

after peak hours due regional trucks traffic, Improper channelliser and island.

3 Don Bosco High traffic at the school hours, 4 arm junction catering traffic majorly of taxis, poor geometrics.

4 Laitumkhrah Major traffic of local taxis due to school and offices.

5 Malki Traffic due to School and Offices in the morning and after that due regional trucks traffic. No Island.

6 Barik Traffic due to School and Offices in the morning and after that due regional trucks traffic.

7 IGP Heavy traffic at the time of school and offices.

8 Civil hospital Major regional traffic of truck, buses and taxis. Improper geometry of junction

9 MES Major regional traffic of truck, buses and taxis, less road capacity.




37

10 District Council

Four road intersection, on street parking of Tourist buses and taxis for picking the passengers.

11 Nazareth Hospital

On-street parking due to local taxis stand, taking passengers.

12 Police Bazaar High pedestrianized traffic, 9 roads meet together

13 Motphran High pedestrianized traffic, encroached by hawkers, On street parking.

14 Rhino Heavy motorized traffic due to regional trucks and buses. 15 Anjali Heavy truck, buses and taxi traffic, encroached by hawkers, taxi stand,

on-street parking. (Source: City Development Plan, Shillong)

1.27 Parking demand and characteristics

1.27.1 Parking problem is off late a major problem in almost all the cities, and Shillong is no exception. There is lack of on-street parking facilities, due to the less available width of the roads. And illegal on-street parking further reduces the road space available for traffic movement. So there is an urgent need of providing an alternative solution for parking problems.

Figure 1-9 : Garikhana (Bara Bazaar)




38

Figure 1-10 : Bimola Point (Bara Bazaar)

1.27.2 The MUDA and SMB are responsible for providing parking facilities in the city. The following table gives the details of the parking lots along with the agency responsible.

Table 1-20 : Existing Parking Areas including Bus and truck terminals

Sr. No. Name Location No. of floors

Area in sq.km

Capacity (ECS)

Agency responsible for operation and maintenance

1 Near Polo Towers Polo 11 SMB

2 Opp. Apex Bank Apex Bank 79 SMB

3 Boucher Road Boucher Road 221 NA

4 SCERT Compound Mawkhar 47 SMB

5 Old civil hospital Police bazaar 3 6405.3 215 LMV MUDA

6 Mahavir Park Luckier Road 1 864.12 20 trucks, 45 ECS

MUDA

7 Opp. Anjali Cinema Mawlonghat 68 Under Construction




39

Sr. No. Name Location No. of floors

Area in sq.km

Capacity (ECS)

Agency responsible for operation and maintenance

8 Bus Terminus Polo 160 TRUST

9 Mawlonghat I (23 / 17)

Mawlonghat 97 MUDA

10 Mawlonghat II Mawlonghat 35 MUDA

11 Laitumukhrah Market Laitumukhrah 62 SMB

12 Stoney Land Dhankheti 30 SMB

13 Khlieh Iewduh Parking 4 9193 25 LMV, 60 Sumo, 35 Buses, 35

trucks

MUDA

14 Garikhana parking 2 1383 MUDA

15 Barabazaar bus terminus SMB

16 Mawlonghat bus terminus Under Construction

17 Lumdiengjri bus stand cum Sumo stand MUDA


1.27.3 Above are some of the authorized parking spaces proposed and provided by urban affairs and transferred to various other agencies like SMB and MUDA for operation and maintenance. It has been observed that the Bara-bazaar Sumo parking space on the street reducing the actual width available for the flow of traffic. Also due to large number of bus and truck (10.68%) inflow the terminal capacity is inadequate.

1.28 Critical Parking Stretches

The city is facing problems due to inadequate parking facilities. On most of these stretches, the root cause of the congestion on the street is caused due to on street parking. There is lack of space for on-street parking, due to the inadequate carriageway width and R O W availability for expansion with most of the important roads. Hence there is an urgent need for solving the problem of parking. List of such areas with severe parking problems is furnished in the table below as identified in the City Development Plan, Shillong.




40

Table 1-21 : List of Critical Parking Areas

SR. No. Critical Parking Locations

1 Police bazaar 2 Mawkhar point to Garikhana point 3 Anjali point to barabazar road 4 IGP to center point 5 Keating road 6 Mawlong hat road 7 Pegasus Ground hotel stretch 8 Laban (Red cross road) 9 Laban (Pine Mount Road)

10 Laban(Masjid Road) 11 Laban(Batti Bazar) 12 Kench’s Trace Road to Bishnupur 13 Jail Road(From M.T.C. to J.R. Petrol Pump) 14 Laitumkhrah(Upland Road) 15 Laitumkhrah(Taxi Stand Laitumkhrah Point) 16 Laitumkhrah(Bazar Road going to new S.B.I) 17 Polo(C.R.P.F camp Road going to Golf link) 18 Malki(Road going to Seven set School) 19 Polo Bazar Road(Taxi Stand) 20 Nongmynsong Road to Ishyrwat Road 21 Anjali Road going down to Mawlonghat 22 Mawkhar Road 23 Jaiaw Road going to Mawlai 24 Umpling,Rynjah Road(Near Bazar) 25 Madanrting Road to Mawblei 26 Golf link Road to Sanker 27 Mawlai Mawdatbaki Road(Road going to Meter Factory) 28 Garikhana Road 29 Keating Road(Road to Mi-casa Hotel) 30 Keating Road(Near S.P. Office) 31 Governor House Road to Camel Road(Nanpalok Lake) 32 Director of Health Services Road(D.H.S Road near D.T.O. Office)





41

1.29 Major Issues

i. Encroachments by vehicles and commercial activities.

ii. Low operating speeds and environmental pollution.

iii. On street parking due to inadequate parking space.

iv. Improper intersection design and traffic management.

v. Inadequate capacity of road.

vi. Intermixing of regional traffic and intra urban traffic.

vii. Poor public transport system operated by private owners.

viii. Overcrowding and increased waiting time.

ix. Lack of pedestrian facilities making safety an issue

1.30 Public transport characteristics

1.30.1 The city is primarily driven by private modes; role of public transport is limited because of inadequate road network, poor infrastructure and scattered demand. Shared Taxi and other IPT modes such as buses are plying in the city for intracity movement mainly on 4 routes being operated by various private operators. Besides the taxis which are used for the intracity public transport, passengers travel to and from various places connecting the city mostly by buses, outside the state and far of places i.e. as inter city transport facility. 46 buses are plied by the Meghalaya Transport Corporation (MTC) from Shillong to Guwahati, Tura, Williamnagar, Phulbari, Silchar, Karimganj, and Hahim. Other than inter city buses which start from core of the city, called police bazaar, passes through various other parts of the city, 15 school buses are also operated by MTC in Shillong city.

1.30.2 It is estimated that about 10 -12% of the total trips in the city are performed by public transportation modes which is far below the desired share (25%) of public transport as recommended by the Traffic and Transportation Policies in Urban Area in India by the Ministry of Urban Development. Thus, the share of urban transport in the city is far less than the optimum level when compared with the recommendations of the Ministry of Urban Development, highlighting the importance of introduction of an efficient urban transportation system.

1.30.3 The Shillong City Bus Syndicate has been providing city bus services for generations in the city. This was a syndicate formulated by a handful of private bus operators and has been the only public transport service provider available since then to the public. This has been going on for several years till the advent of




42

other competitors like Government bus service or Taxi service. Later on, the state owned Meghalaya Transport Corporation has commenced city bus operations exclusively for Shillong Town which lasted for only a few years. Hence, only the Shillong City Bus Syndicate has continued its services till the advent of Shillong Mini Bus Operators who came into existence during the late eighties. Currently about 142 Mini Buses have been given permits for operation in the City of Shillong along with the existing Syndicate Buses of which only 121 of them are reported to be running. But a vast majority of these mini buses are being operated as chartered services hired by organizations like Assam Rifles, ICAR, NEHU, NEIGRMS, NIFT, ARMY, SCHOOLS and MSEB.

1.30.4 Since 2000, the influx of taxis has been very sharp, the whole Public Transport Scenario has overturned crushing the Private bus network. The main cause of the shift of passengers from the buses to the Taxis has been reduction in the waiting time of passengers owing to their very high level of frequencies. This paved the way for conversion of taxi services into an IPT service thus posing a serious threat to the Public Transport system. This has resulted in high congestion of roads, pollution, accidents, wastage of fuel and a very unhealthy competition wasting the resources.

1.30.5 The consequent creation of several wayside garages to cater to the needs of these Taxis have further caused roadside congestion. The total fleet of Taxis on road is around 5516, which is almost twenty times the Public Transport Buses and the Mini Buses put together. This is probably the reason why the buses found it difficult to make both ends meet and could not be replaced for long and the quality of services remained bad. On the other hand, Taxis are exploiting the people by collecting excess fares and running as a stage carriage service. The common man has to shell out more for transport.

1.30.6 The other major hardship is that the buses don’t run on their routes given and restrict themselves to a limited potential sector leaving the passengers to the mercy of Taxis. Hence there is an imminent urgency for the Government to commence a meaningful Public Transport Service, to develop the socio economic conditions of the common man and to eliminate these exploitations.

1.31 Details of Existing Routes

Presently, 15 routes are granted to the Shillong City Bus Syndicate as listed in the table below and the Mini buses are also authorized to run in the same routes in parallel to the Syndicate. The total number of buses permitted to operate includes 142 Mini Buses apart from the 92 Shillong City Bus Syndicate totaling to 234. As of now, though 92 buses were given permits for the City Bus Syndicate, only 57 services are operational.




43

Table 1-22 : Bus Routes operated by Shillong City Bus Syndicate

ROUTE ORIGIN DESTINATION ROUTE LENGTH (ROUND)

NO.OF BUSES

1 Iewduh Mylliem 30 6 2 Iewduh Mawgap 44 2 3 Iewduh Mawphlang 50 4 4 Iewduh Smit 30 8 5 Iewduh Pomnakrai 30 2 6 Iewduh Nongkrem 36 4 7 Iewduh Laitkor Peak 30 4 8 Iewduh Sohryngkham 50 4 9 Iewduh Tynring 60 6 10 Iewduh Mawpat 30 3 11 Iewduh Barapani 40 3 12 Iewduh Lawbyrwa 50 2 13 Iewduh Umroi 70 3 14 Iewduh Bhoi Lymbong 80 4 15 Iewduh Kydemkulai 90 2 Total 57

1.32 Present bus station and bus stops

The MTC has its bus station in Shillong City for the inter-city buses. There is no separate bus station for urban transport buses in Shillong city. New bus stations with all modern facilities are to be built for easy parking and easy flow of traffic with all passenger amenities like bus bays, toilets, waiting hall, refreshments and adequate bus information’s. Bus stops at present are very dirty and not adequate.

1.33 Summary of strengths and weaknesses

1.33.1 Government Perspective

a) Strengths

The strength from Government perspective in the current system is the absence of financial commitment towards this sector. Moreover, as there is no efficient transport in place currently, the Government can start the best possible urban transport system in Shillong incorporating state of art technologies and best urban transport practices




44

b) Weaknesses

i. The general public is deprived of legitimate right of access to reliable, safe, affordable and properly coordinated bus transport system.

ii. In the absence of an effective regulatory mechanism, the buses are run in an unregulated manner and queuing on the roadside waiting for the passengers. The way side parking of buses waiting for the passengers reduces the road space available for a smooth traffic flow and increases congestion. It adds woes to the already existing complexities in traffic management.

iii. The present public transport supply is fully in the hands of the private owners operating on permits. This has given the operators full freedom to operate as they like on profitable routes in high density areas depriving bus service to the public commuting from far flung areas of the city outskirts.

iv. The Public Transport system currently depends on buses with outdated technology which run without any concern for pollution levels, road safety and passenger comfort due to bad maintenance.

1.33.2 Operator Perspective

a) Strengths

i. The bus operators enjoy monopoly of bus operation and thus there are no challenges to them. There is no restriction on the operators with respect to time/ reliability.

ii. No hurdles of regulatory mechanism. iii. No adherence on fare structure and hence exploiting the commuters

economically. iv. Being the Capital of the State, Shillong is the main administrative centre of

Meghalaya and home to several activities and this has a good business potential for bus operators.

v. No commitment towards regularity, reliability or safety of the passengers since the system is fully owned by unorganized private operators. They exploit the public by irregular trips and non-reliable schedules.

vi. Since the buses are fully owned by private operators they do not care for the comforts or conveniences of passengers.

vii. They operate without any social responsibility like concern on elderly and physically handicapped, running on non-profitable routes and road safety,




45

b) Weaknesses

i. Bad road network and poor road infrastructure in terms of both geometry and surface quality leads to increase in operating costs.

ii. Too many buses operating on few profitable corridors lead to competition which adversely affects the financial viability.

iii. Time schedules are absent and the buses are parked all around the main corridors creating chaos waiting for passengers due to lack of properly designed bus terminal.

iv. Absence of workshops for regular maintenance of buses.

1.33.3 Users Perspective

a) Strengths

There are no strengths from the Users perspective in the present public transport system.

b) Weaknesses

i. The worst affected stakeholder in the present system is the travelling public. ii. Passengers are subjected to financial and mental exploitation. iii. The public is deprived of reliable, regular, safe, comfortable, affordable and

properly co-ordinated public transport system; compelling them to depend on personalized modes which result in additional traffic hazards, congestion and pollution.

iv. Buses are waiting in queue for the passengers. But the passengers aren’t aware of the exact departure time of the buses. There are buses but not following any schedule. The reliability of bus service is very poor leaving passengers to the mercy of taxi operators who collect exorbitant fare even for very short distances.

v. The buses run only on profitable routes since social obligatory operations aren’t their concern.

vi. Certain sections of the society like the students, elderly and physically handicapped do not enjoy any special concessions in fares.

vii. Since the city operators do not run services upto North Eastern Hill University and NEIGRIMS area, students end up shelling out huge amount of money for their daily trips by availing taxi services.

viii. No road discipline especially amongst two-wheelers and taxis ix. Congestion of roads due to on-street parking of mini buses waiting for the

passengers increasing the travel time of commuters and frustration. x. Bus operators in connivance with the taxis share the sector exploiting the

passengers.




46

Part II Public Transport Introduction Plan




47

Part II

Public Transport Introduction Plan

2.1 Computation of Fleet Requirements for Base year 2009

2.1.1 It is estimated that about 233 buses are required to serve the entire population residing in Greater Shillong Planning Area. There are already some 57 buses in Shillong run by private operators under the umbrella of the Shillong Bus Syndicate. Hence, an additional fleet of 176 buses are to be procured by MTC to run city bus services in Shillong as indicated below.

Population of GSPA as on 2001 - 3,31,373

CAGR - 2.9%

Population of GSPA as on 2009 - 4,16,200

Buses required per lakh of population - 40 *(with a seating capacity of 52)

*Assumption based on CIRT’s recommendation

Number of buses required in SUA - 216 (with a seating capacity of 40)

Spare Buses - 8%

Number of spare buses - 17

Total buses required - 233

Private buses presently operating - 57

Total number of buses required - 176 (= 233 – 57)

2.1.2 Apart from the 57 Nos. of city buses now operating in Shillong, there are also some minibuses run by private operators. But these mini buses are mostly being operated as chartered services as mentioned in Part I earlier. Hence those mini buses can be discounted from the number of buses to be procured by MTC and the final buses to be procured in Shillong for running city services is arrived without taking into account the minibuses. Hence, the total number of buses required to be procured is estimated at 176 including the spare buses.




48

2.2 Details of proposed routes

2.2.1 At present, the private buses have been given permits on 15 routes. They are not catering to all the areas but curtailing the routes to their fancies forcing the common man to depend on taxis which is obviously very costly. They are concentrating only on some very profitable routes while neglecting the less profitable ones, thus putting the common man in dismay. To remedy this deficiency in the transport system of Shillong City, it is felt necessary that the State Transport Corporation should step in to fill this gap in a big way.

2.2.2 Preliminary discussions were held with the officials of MTC to identify such far flung areas where public transport services aren’t available along with the upcoming areas and new developments proposed. After detailed discussions, it is suggested that MTC will undertake the operation of city bus services initially on 30 routes covering Shillong Town and the extended areas with minor modifications in the present route structure.

2.2.3 A frequency of about 15 to 20 minutes is found to be suitable initially. This can be modified after a detailed route rationalization study detailed study to study the individual route viability taking in to consideration the social costs of transport. The route structure and the number of buses required had been identified after conducting focus group discussions. The details of proposed routes along with their proposed frequencies have thus been worked out which are indicated below in Table 2-1.

Table 2-1 Details of Proposed Routes

Sl. No. Origin Destination Via

Route Length (km)

Proposed Frequency (minutes)

Number of buses required

Time per round

trip (hrs)

Total Round

Trips per day

1 Iewduh Laitkor Police Bazaar, St. Edmund

12 20 7 2.25 6

2 Iewduh Happy Valley Police Bazaar, Laitumkhrah

8 20 5 1.61 9

3 Iewduh Umpling Police Bazaar, Laitumkhrah

10 10 12 1.93 7

4 Iewduh Rynjah

Police Bazaar, Laitumkhrah, Nongrim Hills

8 20 5 1.61 9

5 Iewduh Nongrah

Police Bazaar, Laitumkhrah, Lapalang

12 10 14 2.25 6

6 Iewduh NEIGHRIMS Police Bazaar, Polo 12 30 5 2.25 6




49

Sl. No. Origin Destination Via

Route Length (km)

Proposed Frequenc

y (minutes)

Number of buses require

d

Time per round

trip (hrs)

Total Round

Trips per day

7 Police Bazaar NEIGHRIMS Garikhana,

Mawlai 20 30 7 3.53 4

8 Police Bazaar NEHU

7th Mile, Garikhana, Mawlai

21 60 4 3.69 4


St. Edmund, Madanryting, Pohkseh

17.5 30 6 3.13 4


Fire Brigade, Laitumkhrah, Kacheri

15 30 5 2.73 5

11 Police Bazaar Lewduh

Laban, Kenche Trace

6 30 3 1.29 11

12 Police Bazaar Police Bazaar Polo, Jaiaw,

Mawkhar 6 60 1 1.29 11

13 Iewduh Police Bazaar Umlyngka, Nongkseh, IGP

8 60 2 1.61 9

14 Police Bazaar Police Bazaar

Garikhna, Mawiong, IGP

10 10 12 1.93 7

15 Iewduh Police Bazaar Laitumkhrah, Motinagar 6 30 3 1.29 11

16 Police Bazaar Umroi Garikhana,

Umiam 35 60 6 5.93 2

17 Iewduh Mawphlang 7th Mile, Mawngap 25 30 9 4.33 3

18 Iewduh Mawjrong 7th Mile, Mylliem 25 30 9 4.33 3

19 Iewduh Smit Laitkor 15 30 5 2.73 5

20 Iewduh Nongkrem Laitkor 15 60 3 2.73 5

21 Iewduh Sohryngkham Umphyrnai 25 60 4 4.33 3

22 Iewduh Mawtawar Mawlai, NEHU 15 30 5 2.73 5

23 Iewduh Mawpat Polo 15 60 3 2.73 5

24 Iewduh Police - Bazar Mawlai, Golflink 8 30 3 1.61 9

25 Iewduh Mawlynrei Rynjah 12.5 60 2 2.33 6

26 Iewduh Mawshabuit Happy Valley 15 60 3 2.73 5

27 Iewduh Lawsohtun Kenche Trace 8 30 3 1.61 9

28 Iewduh Rangmen Cantonment Umiam, ICAR 33 60 6 5.61 2

29 Police Bazaar Zero Point Garikhana,

Umiam 40 60 7 6.73 2

30 Police Bazaar Police Bazar Garikhana,

Mawprem 5 20 3 1.13 12




50

2.2.4 Assumptions Average speed of bus - 12.5 kmph Layover time at each end - 10 minutes Total working time (6am to 8pm) - 14 hrs

2.3 Vehicle specifications

The roads in Shillong City are mostly narrow single lane roads, and are not suitable for long-wheel base buses. Considering the geometry of the road, severe congestion, haphazard parking we feel that only short wheel base buses will be suitable to run in Shillong city. Accordingly, we would like to recommend that 40 seater short wheel base with power steering may be procured for operation in Shillong city. The following specifications are suggested to procure buses for Shillong city in line with the JnNURM guidelines.

Table 2-2 : Vehicle Specifications

Sl No Parameters Details Recommended Specifications

1 Doors Minimum width of service doors

Mini 650mm Midi 800 mm (length 8 m) Layout to maximize the standee passenger • Doors mandatory • Type of door opening : Preferably in-

swinging 2 Windows Minimum width of

windows (clear vision zone)

450 mm

Minimum height of windows

450 mm

Type of window 3 Guard Rails • The first guard rail shall be provided at

a eight of 75 mm from the lower window sill

• The distance between two guard rails shall be 75 to 100 mm

• Guard rail for other types of buses may not be provided if the lower edge of the window sill is at least 200 mm above the uncompressed top of the seat cushion

• Guard rails are not applicable for ACX buses

4 Emergency Exits Number of emergency exits and dimensions (min.)

At least one emergency door / exit or apertures Dimension – 1250 mm x 550 mm (for emergency window – min. 4000 cm2




51


5 Steps Maximum height of first step from ground

400 mm

Maximum height of other steps

250 mm (300 if door behind rear axle)

6 Maximum floor height *

The floor height shall be measured at any one of the service doors of the vehicle in unladen condition (reference point to be specified

650 mm in the entrance area (35% of standee area of floor area)

7 Gangway Minimum height 1750 mm (for standee) 1500 mm (for non-standee)

Minimum width 450 mm 300 mm (for non-standee)

8 Seats Seat Layout 2 x 1 2 x 2 (for non-standee bus)

Seating area / space per passenger (Total width x depth)

400 x 350 mm (AIS 052)

Seating capacity (AIS 023)

As per AIS 023

9 Destination board

Minimum number of destination boards in line with AIS 052

Minimum height of destination board 220 mm Minimum width of destination board 800 mm Location front top left hand corner

Illumination of destination board

Required

Internal destination board

Required

10 Pad material In line with AIS 052 : preferably no padding (plastic mounding seats_

11 Upholstery In line with AIS 052 : preferably no padding (plastic moulding seats)

12 Other features Head rest Not required Stanchion As per ECE R 36 (AIS 046 to be aligned) Seat arm Not required Magazine pouch Not required Individual seat row fans Not required Air conditioning Reading lights Not required Cabin luggage carrier Not required Audio visual system in line with AIS 052

Required

13 Standing capacity

14 Sitting / standing ratio

Not required

15 Power steering Required




52


16 Transmission i.e. Automatic / Manual

Automated manual gear shift/ power assisted gear shift

17 Seat belt requirement

Not required other than driver

18 Anti lock Breaking System (ABS)

Not required

19 Suspension type for Front / Rear

Normal suspension

20 Acceleration Acceleration – 1 m/sec / sec in full load (maximum for passenger, minimum for design) 0-30 mph in 10 sec or less Maximum speed : 30 – 90 kmph

21 Engine location Optional (can be decided by the manufacturer)

22 Side facing seats

23 Door closing requirements for bus movement

Mandatory

24 Fire extinguisher Required 25 Gear shifting

position Column or floor

26 Kneeling requirements

Not required

27 Approach Angle (min.)

Minimum 8o

28 Departure angle (minimum)

Minimum 8o

29 Passenger compartment internal height (Rear Axle Floor Area)

1750 mm (for standee) 1500 mm (for non-standee)

30 Type of floor Sloping or plain (Plain – not applicable to low floor buses)

31 Steps on floor Yes / No Optional 32 Maximum floor

slope Maximum 6% (As per AIS 052)

33 Low floor area % of total floor area 35% 34 Floor surface Anti skid floor surface 35 Requirement for

passenger with limited mobility

Wheel chair anchoring Not required

Priority seats At least 2




53


Stop request On every pillar Manual ramp For 650 mm floor height ramp required to

enable wheel chair entry from BRT station at 400 mm platform

36 Life cycle requirements

Drive train Life of bus 10 years or as mandated by local legislation - AMC by manufacturers / as per

manufacturer’s recommendations - Refurbishing of body every 5 years - Change of drive train at 500,000 km

Body structure

37 ITS related requirements

Ticketing Bus architecture should be compatible with ITS

Smart card Required Passenger Information Systems

Required (audio-visual)

Vehicle Tracking Systems Bus architecture should be compatible with vehicle tracking system

38 Lighting Fog lamp to be categorically provided in Northern region buses as per AIS 052

Fog lamp to be categorically provided in Northern region buses as per AIS 052

39 Crash worthiness requirements

As per CMVR As per CMVR

40 Warning triangle As per CMVR As per CMVR 41 Driver’s working

space As per Bus Body Code AIS : 052

As per Bus Body Code AIS : 052

42 Rear view mirrors

As per CMVR (AIS:001 & AIS:002)

As per CMVR (AIS:001 & AIS:002)

43 Safety glass As per CMVR As per CMVR 44 Wheel Base 4920 mm 45 Overall Length 9147 – 9300 mm 46 Width 2100 mm 47 Bus Height 2695 mm 48 Number of

Doors Single

49 Engine Power 124 HP/ 3444 cc 50 Clutch Diameter 310 mm 51 Gearbox Type GBS 40 52 Rear Axle Ratio 31 / 9 – 3.444 53 Steering Power 54 No. of Tyre 6 + 1 55 Tyre Size 8.25 x 16 56 Fuel tank

Capacity 160 litres

57 Minimum Turning Radius

8750 mm

58 Height of Door 2000 mm 59 Emission

Standard BS III

60 Seating Configuration

2 x 3

* For special applications like Bus Rapid Transit System where “closed system of operation is planned, high floor buses may be used with the overall aim of providing level boarding and alighting by raising the floor height of bus stations.




54

2.4 Cost of Buses

We have already stated that some 176 buses need to be procured for the proposed Shillong City Bus Service. Hence it is proposed to purchase 176 buses for the purpose. The total cost that will be involved in procuring of a fleet of 176 buses is given in Table 2-2 below.

Table 2-3 : Category of Buses Proposed for Purchase

S No Type of Bus No of buses proposed for

purchase

1. MINI BUSES WITH A SEATING CAPACITY OF 40 176

2. COST OF EACH BUS WITH POWER STEERING Rs. 12 lakhs

3. TOTAL COST OF BUSES Rs. 21.12 crores

2.5 Infrastructure arrangements and cost of bus depot

2.5.1 A detailed discussion was also held with the MTC Officials regarding the need for new Bus Depots. From the said discussion, it transpires that there is a need for setting up of at least 3 (three) new Bus Depots. It is, therefore, suggested that at least 3 (three) new Bus Depots should be established for operation and maintenance of the new fleet of buses.

2.5.2 To begin with, the new buses will be garaged at the existing Central workshop of MTC at Sawlad, near Happy Valley, Shillong, for regular daily maintenance, till the proposed new Depots are constructed and commissioned. The MTC Central Workshop, with and area of more than 10 acres, is large and spacious enough for accommodation and parking of the new buses at night. The proposed three new Depots will be set up at Laitkor, Mawiong, and Mawdiangdiang. The estimated cost for set up the requisite infrastructures in the proposed three new Depots, at these three places, comes to around Rs. 648.00 Lakhs, as shown in the detailed statement at Table 2-3 below.

2.5.3 The locations of the proposed three new Depots have been carefully selected, so as to space them adequately at equidistant locations, as far as possible, in order to minimize the dead non-earning kilometers, and in order to improve the utility of the buses right from the time of commence their first trip. The proposed Depot at Laitkor – (the land for which will be provided by the State Government of Meghalaya) – can be made as a Depot-cum-Bus Terminal.




55

Table2-4 : Infrastructure Requirement for New Depots-

2.5.4 These facilities will greatly help in the upkeep and maintenance of the buses in the best condition possible throughout their life span. Regular maintenance, and even major overhauls, of the buses can be carried out in the proposed Depots, which will be equipped with all the requisite infrastructures, and necessary tools and plants and machineries, as listed in the Table 2-3 above, in which the details of estimated cost is also indicated.

S. No

Lakhs per

unit Nos. Required

Total Cost

1 M – Shed 75 3 225.0

2 Compound Wall 50 3 150.0

3 WBM Floor 40 3 120.0

Machinery

A Bus Washing M/C 15 3 45.0

B Silent Generator 6 3 18.00

C Welding Generator 3 3 9.00

D Screw Type Air Compressor 4 6 24.00

E Power Assisted Tubeless

Tyre Remover & Refilter 8 6 48.00

F Emission Control

Tester with Computer 3 3 9.00

204 648.00 Lakhs

Other expenses like Water Supply, electricity, Illumination, Drainage, etc

65.00 Lakhs

713.00 Lakhs




56

2.6 Infrastructure Requirement for New Bus Terminals

2.6.1 There is presently only one Bus parking facility at Police Bazaar, Shillong. This Bus Station/Depot is very old and small and is highly congested. But it can be converted into a multi storeyed parking-cum-commercial complex, by constructing a new building thereon (which MTC is now planning to do), in which two floors, in the basement and ground floor, can accommodate at least 40 buses at a time. This can serve as a Depot-cum-Bus Terminal at Police Bazaar, Shillong. Apart from the Police Bazaar Depot-cum-Bus Terminal, there is also a felt need to construct some Bus Terminals at other places. The ideal locations, for setting up the proposed new bus terminals, were discussed with the MTC Officials for identifying those ideal locations, which should have adequate space for parking of buses, and which should afford an easy access, mobility, and flow of traffic throughout the day.

2.6.2 The new terminals should also be located uniformly along the periphery of the City, as far as possible, and should be spatially separated equidistantly, to the extent possible, so that they could serve the large number of commuters living around the city. The selection of the ideal sites, for the proposed bus terminals, aims at minimizing any overlapping and bunching of buses. The locations to be selected should be such that they lie on the radial corridors leading to the main activity centers, such as Schools, Offices, Markets, business areas, and shopping malls. This will also help in inducing the owners of personalized vehicles to travel by public transport buses, instead of traveling by their own private cars.

2.6.3 After a thorough discussion with the MTC Officials, with the above concept and parameters in mind, the locations for setting up of 4 (four) new terminals have been identified at these three places, namely, (i) Laitkor, (ii) Mawiong, (iii) Mawdiangdiang (near NEIGRIHMS), and (iv) Umshing (near HEHU Complex).

2.6.4 The setting up of these four new Bus Terminals at the above places will help in ushering a better and more effective management, supervision, and control of the operation of the City Bus Services in Shillong. The Terminals at (i) Mawdiangdiang (near NEIGRIHMS) and at (ii) Umshing (near NEHU Complex) can be of smaller size, where only about 3 to 4 buses would be parked at one time. The other two terminals will have to accommodate about 8 to 10 buses at a time, as the proposed new routes would suggested.

2.6.5 There is also a Parking Complex, opposite Anjalee cinema hall, belonging to the Meghalaya Urban Development Authority (MUDA). This Complex can accommodate about 20 to 25 buses. It can also very well be utilized as a Bus Terminal for City Bus Service. There is also another three storeyed parking complex of MUDA at Iew- Mawlong (Bara Bazaar), which is a major commercial




57

hub of the city. The construction of this Parking Complex has been completed, and it is likely to be commissioned very soon. The entire ground floor of this Complex can conveniently be used by MTC exclusively for the City bus service, if MUDA would allot the space to MTC, which MTC may like to take up with MUDA.

2.6.6 As already mentioned above, four Bus Terminals are needed to be built in the above four places. A projection of the required infrastructures, and the estimated cost thereof, for the four new Terminals, is given in Table 2-5 shown bellow –

Table 2-5 : Projection for new Terminals

S. No Lakhs per

unit No.s

Required Total Cost

(in Rs. Lakhs)

1 Land To be

Provided by MTC

At 4 places -

2 Bus parking bays to accommodate 10 buses at a time-adequate Gangway

30.00 4 120.00

3 WBM Flooring 15.00 4 60.00

4 Passenger -waiting hall 10.00 4 40.00

5 Passengers Toilets 6.00 4 24.00

6 Traffic Control rooms 2.50 4 10.00

7 Passengers Rest Room 2.50 4 10.00

8 Crew Rest Rooms 2.50 4 10.00

9 Adequate Commercial Shops 6.00 4 24.00

10 Advance Reservation Room 2.50 4 10.00

11 Public Address Room 2.00 4 8.00

12 Passenger Information by CC TV 1.00 4 4.00

13 Total approximate cost 320.00

14 Contingency costs (for electrical, Plumbing, sanitation etc.,)

32.00

15 Furniture 5.00

TOTAL COST 357.00




58

2.7 ITS facilities – Electronic Ticketing Machine

2.7.1 The collection of bus fare is being done, at present, on the basis of the Zonal fare system. It is, therefore, recommended that ETM (Electronic Ticketing Machines) should be used for quick issue of tickets and automatic data collection of the ticket sales recorded in the machine. MTC may also introduce Hand Held Electronic Ticket Machines (HHETM) at the initial stage itself.

2.7.2 Under the manual system of ticket issuing, the conductors carry many denominational tickets in their hands for issue to the passengers. The conductors also have to write in the Trip Sheets the denomination wise closing number of the tickets, issued by them to the passengers, at every stage of the route. These things can be avoided if Hand Held Electronic Ticket Machines (HHETM) are introduced in the buses. In the tickets issued through the ETM, the following details are printed.

i. Date of journey

ii. Time of Journey

iii. Route No.

iv. Type of Service

v. Origin

vi. Destination

vii. No. of persons traveling on each ticket

viii. Fare collected

2.7.3 Advantages of ETM

a) For Passengers

i. Origin and Destination is printed ii. Aware of date and time of travel – genuineness of the ticket iii. Journey time delay due to ticket issue is reduced

b) For Conductors

i. Handling is easy and convenient ii. The practice of writing the closing number of tickets denomination wise at

stages is completely eliminated iii. The conductors can work in any route without knowledge about stages in the

route as names of stages are printed in the ticket automatically.




59

c) For Management

i. Total ticket sales can be audited instantaneously and the data can be transferred to the computer directly at the depots

ii. The travel pattern of passengers (hour-wise, stage-wise, service wise, route-wise, direction-wise) can be obtained on day-to-day basis. This vital data is of immense value for the effective planning of routes and services.

iii. Non-availability of particular denomination ticket on line is eliminated.

iv. During fare revision, the wastage of tickets is eliminated

v. Ticket checking can be done by any Official

vi. Exceptional reports can be taken at any point of time, which will be very useful for ticket checking staff on line

vii. Saves ticket printing cost – different colour tickets are printed for different denominations

2.7.4 Considering the above advantages to the passengers, crew and management, the policy of introducing Electronic Ticketing Machine is recommended. It is proposed to have two ETMs for each bus. Additionally, 20% spare ETMs may be required for service and maintenance. A few highlights of ETM are as follows :

2.7.5 Hardware Specification

1 Processor High speed 16 bit Micro controller with 20 MHZ clock speed of Intel 80CS1 family processors. 4 MB flash data memory expandable upto 16 MB with data preservation capability for more than 10 years 256 KB flash program memory and 8 KB SRAM or more

2 Real Time Clock Battery backed stable Real Time Clock with data format (dd/mm/yy) working on a separate battery inside the system

3 Display Graphic LCD display with 128 x 64 pixels with backlight

4 Key Board 32 key alphanumeric elastomeric (soft rubber) keys which are dust proof and water proof.

5 Printer 24 column high reliable Heavy Duty Dot matrix alpha numeric impact printer with speed not less than 2 lines / sec. it shall support 57 mm paper width, 60mm dia paper roll.




60

6 Power Lithium battery of 2.2 AMP Hr capacity to work with 24V DC power supply from bus battery, and also from AC supply with quick charging and intelligent charger with over charge protection. Auto shutdown feature should be provided for longer battery life. It should support more than 10 to 12 hours of operation with single full charge.

7 Communication Fixed Baud rate (ranging from 9.6 – 115kbps) Rs.232 communication port and IrDA port (optical port) for uploading and down loading data from the machine. TIM should have one serial port / USP port and one IrDA port.

The ETM should be provided with GSM/GPRS interface and RFID

8 Size It should be compact to fit on Dash Board and as well be light enough to be portable i.e. shoulder hanging and hand held ticket issuing machine. Weight of the ETM with impact printer should not exceed 750 gms without paper roll. Weight of the ETM with thermal printer should not exceed 550 gms without paper roll.

9 Fitment Portable / Dash board mountable.

10 Life Minimum four years of service from the date of installation.

11 General features The unit should be rugged to withstand dust, heat, bus shock / vibrations, etc.

12 Cost Cost of ETM includes the box for covering the ETM with lock and key facility, bracket / box required for fitment of ETM on the dashboard / carry bag and cable molded with three pin plug. The cost of ETM is Rs.9,000/- per unit.

13 Units Required Each bus requires two ETMs @ one per shift.

14 Spare units 20% on the total requirement.




61

2.7.6 Total cost of ETM Table 2-6 : Cost of ETM

Number of buses 176

Number of ETMs per bus 2

Spare ETMs 20%

Total ETMs 422

Cost of each ETM Rs. 9000

Total cost of ETMs Rs. 0.38 crores

2.8 Passes

2.8.1 For enhancing the convenience of passengers, the passes should be issued through the Service Centers in the city. The passes should be issued through computers, which will provide a central database for all the stations, and which can be updated synchronously from multiple centers. This will ensure a smooth and efficient error-free delivery of passes to the passengers.

2.8.2 This system will also help to reduce the error and the chance of duplicity of the passes by providing a barcode on every pass. The passes will be e-secure because they will carry the information pertaining to the pass-holder, such as his photograph, unique i/d number, name, address, age, and the signature of authorized signatory, and, above all, a hologram that helps to prevent any duplication of the passes.

2.9 Digital Route Display

2.9.1 Digital Route Display System is also recommended because it has been proved to be very helpful to the city bus passengers due to its vast informative capability. Proper destination boards with Light Emitting Diode (LED) display should also be installed on all the buses, because any improper and/or unsystematic display of destination boards on buses may confuse the traveling public. This system can guide the people to recognize the bus information easily. This is also advisable in order to have uniformity in the style and design of destination display boards on buses, and in or to save the commuters from harrowing times, especially after sunset. An illustration of digital route display is given in Figure 2-1 below.




62

Fig. 2-1 : Digital Route Display




63

2.9.2 The LED display unit functions with the help of a microprocessor which can be operated by the driver. All the routes being operated from the particular depot will be loaded to the processors of all buses in that depot with suitable programmes. While taking the bus on a particular route, the driver has to select the route to be displayed.

2.9.3 The system will have three display units — one at the front, one on the left side and one at the rear. While the front and side boards will beam the route number, from and to places and via places, the rear board will display only the route number. However, the display style could be programmed for the convenience of commuters after getting their feedback. Each LED display board will cost approximately Rs. 60,000/- and each bus requires 3 LED boards.

Table 2-7 : Cost of Digital Route Display Units

Number of buses 176

Number of Display units per bus 3

Total Display units 528

Cost of each Display unit Rs. 60,000

Total cost of ETMs Rs. 1.44 crores

2.10 Total Project Cost

2.10.1 The total cost of the project to be implemented is Rs. 38.36 crores. This includes fleet acquisition, infrastructure, ITS, working capital, and preparation of DPR. The fund assistance under JnNURM constitutes 90% of the project cost, which amounts to Rs. 34.53 crores. The remaining balance of Rs. 3.84 Crores will have to be funded by the State Government of Meghalaya. The details of the cost of the various components of the project are shown in the statement below.




64

Table 2-8 : Cost of Components

Sl. No. Item Amount

(Rs. in Crores) I CAPITAL INVESTMENT 1 Fleet Total number of buses to be purchased 176 Cost of Each bus 0.12 Cost of buses 21.12 Sub-total 21.12 2 Infrastructure Cost 3 Depots 7.13 4 Terminals 3.57 Sub-total 10.70 3 ITS Cost Electronic Ticketing Machines 0.38 LED Display Boards 3.17 Sub-total 3.55 II WORKING CAPITAL

1 I. Variable cost * Scheduled Kilometers for 45 Days 1.43

2 II. Staff Cost for 45 Days 1.36 3 Sundry expenses @ 15% of Item II-1 and II-2 0.42 Sub-Total (in Rs. Crores) 3.22 Total Project Cost 38.58 DPR Preparation 0.39 Grand Total 38.97 Project Financing GoI JnNURM Grant @ 90% of project cost 35.07 Government of Meghalaya @ 10% of project cost 3.90




65

Cost & Revenue Estimation YEAR I YEAR II YEAR III YEAR IV YEAR V YEAR VI YEAR VII YEAR VIII YEAR IX YEAR X

REVENUE

SALE OF TICKETS

NUMBER OF BUSES 176 176 176 176 176 176 176 176 176 176

SCHEDULED SERVICES 162 162 162 162 162 162 162 162 162 162

SCHEDULE KILOMETERS 160.00 160.00 160.00 160.00 160.00 160.00 160.00 160.00 160.00 160.00

DEAD KILOMETERS % SHARE 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00

DEAD KILOMETERS 3.20 3.20 3.20 3.20 3.20 3.20 3.20 3.20 3.20 3.20

TOTAL KILOMETERS 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20

SEATING CAPACITY OF BUS 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00

OCCUPANCY RATIO OF BUS (%) 70.00 75.00 75.00 75.00 75.00 75.00 75.00 75.00 75.00 75.00

NUMBER OF PASSENGERS PER BUS PER TRIP 28.00 30.00 30.00 30.00 30.00 30.00 30.00 30.00 30.00 30.00

PASSENGER KILOMETERS 4480.00 4800.00 4800.00 4800.00 4800.00 4800.00 4800.00 4800.00 4800.00 4800.00

AVERAGE FARE PER PASSENGER KILOMETER 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80

REVENUE FROM SALE OF TICKETS PER BUS PER DAY (Rs.) 3584.00 3840.00 3840.00 3840.00 3840.00 3840.00 3840.00 3840.00 3840.00 3840.00




66

OTHER REVENUE SOURCES YEAR I YEAR II YEAR III YEAR IV YEAR V YEAR VI YEAR VII YEAR VIII YEAR IX YEAR X

ADVERTISEMENT CHARGES PER BUS PER ANNUM 35000.00 38500.00 42350.00 46585.00 51243.50 56367.85 62004.64 68205.10 75025.61

ADVERTISEMENT REVENUE PER BUS PER DAY (Rs.) 0.00 95.89 105.48 116.03 127.63 140.39 154.43 169.88 186.86 205.55

EXPENDITURE

FIXED COST PER BUS PER DAY

COST OF BUS (Rs.) 1200000.00 720000.00 432000.00 259200.00 155520.00 93312.00 55987.20 33592.32 20155.39 12093.24

RATE OF DEPRECIATION PER ANNUM (%) 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00

DEPRECIATION COST PER ANNUM (Rs.) 480000.00 288000.00 172800.00 103680.00 62208.00 37324.80 22394.88 13436.93 8062.16 4837.29

DEPRECIATION COST PER BUS PER DAY (Rs.) 1315.07 789.04 473.42 284.05 170.43 102.26 61.36 36.81 22.09 13.25

INTEREST (%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

SUB-TOTAL (Rs.) 1315.07 789.04 473.42 284.05 170.43 102.26 61.36 36.81 22.09 13.25

TAX PER BUS

REGISTRATION FEE PER ANNUM (Rs.) 7000.00

INSPECTION FEE PER ANNUM (Rs.)

PERMIT FEE FOR 5 YEARS (Rs.)

PASSENGER TAX PER SEAT PER ANNUM (Rs.) 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00

ROAD TAX PER QUARTER (Rs.)




67

TAX PER BUS PER DAY YEAR I YEAR II YEAR III YEAR IV YEAR V YEAR VI YEAR VII YEAR VIII YEAR IX YEAR X

REGISTRATION FEE (Rs.) 19.18 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

INSPECTION FEE (Rs.) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

PERMIT FEE (Rs.) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

PASSENGER TAX (Rs.) 10.96 10.96 10.96 10.96 10.96 10.96 10.96 10.96 10.96 10.96

ROAD TAX (Rs.) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

SUB-TOTAL 30.14 10.96 10.96 10.96 10.96 10.96 10.96 10.96 10.96 10.96

STAFF COST

BUS STAFF RATIO 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50

TOTAL STAFF 908.50 908.50 908.50 908.50 908.50 908.50 908.50 908.50 908.50 908.50

AVERAGE SALARY PER STAFF PER MONTH (Rs.) 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00

TOTAL MONTHLY SALARIES FOR STAFF (Rs.) 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00 9085000.00

MONTHLY EXPENDITURE PER BUS ON ROAD (Rs.) 56080.25 56080.25 56080.25 56080.25 56080.25 56080.25 56080.25 56080.25 56080.25 56080.25

STAFF EXPENDITURE PER BUS PER DAY (Rs.) 1869.34 1869.34 1869.34 1869.34 1869.34 1869.34 1869.34 1869.34 1869.34 1869.34

TOTAL FIXED COST PER BUS PER DAY (Rs.) 3214.55 2669.34 2353.73 2164.36 2050.73 1982.56 1941.66 1917.11 1902.39 1893.55




68

VARIABLE COST YEAR I YEAR II YEAR III YEAR IV YEAR V YEAR VI YEAR VII YEAR VIII YEAR IX YEAR X

VEHICLE UTILISATION OF BUS (GROSS KM/DAY) 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20 163.20

MILEAGE (KMPL) 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00

DIESEL CONSUMED PER BUS PER DAY(LITRES) 32.64 32.64 32.64 32.64 32.64 32.64 32.64 32.64 32.64 32.64

COST OF DIESEL (Rs.) 32.00 32.00 32.00 32.00 32.00 32.00 32.00 32.00 32.00 32.00

FUEL COST PER BUS PER DAY (Rs.) 1044.48 1044.48 1044.48 1044.48 1044.48 1044.48 1044.48 1044.48 1044.48 1044.48

COST OF HSD (PAISE/KM) 640.00 640.00 640.00 640.00 640.00 640.00 640.00 640.00 640.00 640.00

COST OF LUBRICANTS (PAISE/KM) 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00 8.00

COST OF TYRES (PAISE/KM) 42.00 42.00 42.00 42.00 42.00 42.00 42.00 42.00 42.00 42.00

COST OF SPARES (PAISE/KM) 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00 40.00

COST OF RECONDITIONING (PAISE/KM) 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00

COST OF BATTERY (PAISE/KM) 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06

OTHERS (PAISE/KM) 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00

SUB-TOTAL (PAISE/KM) 738.06 738.06 738.06 738.06 738.06 738.06 738.06 738.06 738.06 738.06

TOTAL VARIABLE COST PER BUS PER DAY (Rs.) 1204.51 1204.51 1204.51 1204.51 1204.51 1204.51 1204.51 1204.51 1204.51 1204.51




69

YEAR I YEAR II YEAR III YEAR IV YEAR V YEAR VI YEAR VII YEAR VIII YEAR IX YEAR X

CENTRAL OVERHEADS @ 7.5% OF FIXED AND VARIABLE COSTS PER DAY (PAISE/KM) 331.43 290.54 266.87 252.67 244.14 239.03 235.96 234.12 233.02 232.36

COST ON OUTSOURCING OF MAINTENANCE PER MONTH (Rs.) 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00 10000.00

TOTAL COST OF OPERATION PER BUS PER DAY (Rs.) 5083.82 4497.73 4158.44 3954.87 3832.72 3759.44 3715.47 3689.08 3673.25 3663.76

PROFIT / LOSS STATEMENT

WITH DEPRECIATION

PROFIT/LOSS PER BUS PER DAY (Rs.) -1499.82 -561.84 -212.96 1.16 134.91 220.96 278.97 320.79 353.61 381.79

PROFIT/LOSS PER ANNUM (IN CRORES) -8.87 -3.32 -1.26 0.01 0.80 1.31 1.65 1.90 2.09 2.26

WITHOUT DEPRECIATION

PROFIT/LOSS PER BUS PER DAY (Rs.) -184.76 227.20 260.46 285.21 305.34 323.21 340.32 357.61 375.70 395.05

PROFIT/LOSS PER ANNUM (IN CRORES) -1.09 1.34 1.54 1.69 1.81 1.91 2.01 2.11 2.22 2.34




70

2.10.2 It may be seen from the above table that the project will start earning profits only from the fourth year onwards after commencement of the bus operation.

2.10.3 Shillong is a hilly area. The operational expenses for running the city bus service are higher, because of a higher level of fuel and lubricant consumption, and faster wear and tear of tyres and tubes, etc. On the other hand, the bus productivity is lower because of lesser number of hours of operations and low vehicular speed and lower level of passenger flow. It will, therefore, take a few years for the service to stabilize and to increase the revenue flow. Hence it will be difficult to absorb the losses fully in the first few years. The Organization operating the service will, therefore, have to incur losses initially, but it can earn a profit after 3 years or so, if the service is run and managed professionally and in a business like manner.

2.10.4 The gap between revenue and expenditure will, therefore, have to be bridged by the State Government, by way of granting subsidy to MTC, as a measure to sustain the proposed City Bus Transport System at least for a period of 3 years.

2.11 Net Present Value of Residual and Internal Rate of Return

Similarly, the Internal Rate of Return (IRR) and the Net Cash flow, based on the above financial projections, for over a period of 10 years, is 7.92%. This suggests that the project is financially viable in the long run, though there will be losses in the first few years of the scheme. The IRR analysis is shown in Table 2-9 below:

Table 2-9 : IRR Analysis

Year --> 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Cash Outflow

Capital Expenditure * -21.12

Cash Inflow

Net Profit * -8.87 -3.32 -1.26 0.01 0.80 1.31 1.65 1.90 2.09 2.26

Add: Depreciation * 8.45 5.07 3.04 1.82 1.09 0.66 0.39 0.24 0.14 0.09

NPV of Residual of Buses 10%) * 0.81 0.90 0.99 1.08 1.19 1.31 1.59 1.75 1.92 2.11

Net Cash Flow * -20.73 2.64 2.77 2.92 3.08 3.27 3.63 3.88 4.15 4.45

Internal Rate of Return 7.92%

* (Rs. In Crores)




71

2.12 Institutional arrangements

2.12.1 Organisational Form

Meghalaya Transport Corporation has been operating Bus Services for the last 33 years since its inception in the year 1976, a few years after the creation of the full fledged State of Meghalaya in 1972. But the Corporation is not running any city bus service, except for a very short period during the early eighties. Hence the Corporation does not have any City Bus Cell or Division. It is, therefore, necessary for the Corporation to create a separate City Bus Service Division. The Corporation should, therefore, create a separate Wing or Division by the name and style of ‘Urban Transport Division’ to look after the operation of the proposed City Bus Services immediately on sanction of the Scheme and before commencement of the proposed City Bus operation.

2.12.2 Organizational Structure of the proposed new Division

The proposed new Division to be created by MTC may be named as ‘Urban Transport Division.’ The Division will be headed by a Deputy General Manager. He will be assisted by an Assistant General Manager and one or two Officers of the rank of Depot Manager or Assistant Depot Manager. The Corporation will also have to provide the new Division with the necessary administrative, accounting, running, and maintenance staff.

It has been stated earlier, in the foregoing paragraphs, that three new Depots need to be created at three different places, namely, at (i) Laitkor, (ii) Mawiong, and (iii) Mawdiangdiang for the City Bus Service operation. Each of these Depots will be headed by a Depot Manager, who will be assisted by an Assistant Depot Manager, and such other supporting staff, as may be necessary.

These Depots, which shall function under the direct control, supervision, and superintendence of the Deputy General Manager, Urban Transport Division of MTC, will be responsible for the proper and effective operation of the City Buses of MTC. The Corporation should frame appropriate rules, regulations, and guidelines for the guidance the Urban Transport Division and the Depots under it, and of the Officers and staff working there-under.




72

Organisation Structure of Urban Transport Division, MTC

2.12.3 Requirement of Staff

The new Division and new Depots to be created will require adequate number of officers and staffs for their proper and effective functioning. The Divisional Office will require more or less the same number of officers and staff as any other Divisions under the Corporation. Hence it is not necessary to elaborate on the requirement of staff for the new Division. But some indication needs to be made in so far as the requirement of staff by the new Depots is concerned. The new Depots will, as already stated above, be responsible for the proper running and maintenance of the buses and for collection of the revenue generated therefrom. In any bus operation, the first and foremost requirement is that of the running staff, that is, the drivers and conductors.

Then comes the requirement of traffic controllers, supervisors, and vigilance staff. And since the maintenance of the buses is also to be carried out by the Depots, they also require adequate numbers of competent and skilful technicians. And of course they also require some administrative and accounting staff. Therefore, in order to run the operation successfully and to achieve an effective utilization of the buses, the Depots will require 5.50 Drivers and conductors (two shifts @ 2.75) and Technical, supervisory and 1.0 Administrative staff (after considering all leave, weekly off and absenteeism, etc.)




73

2.13 Human Resource development

2.13.1 Human resource is a sine qua non for any human endeavour. The need for a healthy development of the human resource of any organization cannot be underestimated. The success or failure of an organization largely depends on the people who run, manage, and work for the organization. Any operation of any kind requires manpower. And the success of the operation depends very much on the skill, competence, and aptitude of the people who runs and/or work in the operation. And there is no denying the fact that skill, competence, and aptitude comes from training. Hence the need for training and capacity building cannot be underrated.

2.13.2 Hence there is a felt need for a proper training of the staff who will be manning the Urban Transport Division and Depots to be set up for operation of the City Bus Services in Shillong. It is, therefore, desirable that the Corporation should take necessary steps to impart a proper training to the Officers and Staff to be posted in the said Division and Depots, for building up their capacity, skill, competence, and aptitude for the job to be assigned to them. CIRT can lend its support in this regard. Besides the capacity building of the employees, the Corporation should also compile, consolidate, and document the Standard Operating Procedure (SOP) for operation of the City Bus Services, for easy and ready reference of the people who work, run, and manage the Service.

2.14 Maintenance Plan

2.14.1 The operation of any bus service cannot be successful unless it is backed up by a strong and competent maintenance regime. Hence, the need for a proper and workable maintenance plan! Maintaining and keeping of City buses in good condition has always been a tough and demanding task. But it is not impossible; it can be done successfully! The success will primarily depend on the maintenance policy, which should focus on Preventive Maintenance and Unit Replacement System. This policy essentially lays stress on various maintenance schedules, which should be carried out on a daily, weekly, and monthly basis. These schedules should be followed by a six monthly Fitness certification exercise. The daily maintenance will include cleaning of buses, refueling, checking of suspension and lubricating oil, and checking of leakage in any system, like fuel, lubricating and brake lines. This also includes visual inspection of all vital components and assemblies for any looseness and shaking.




74

2.14.2 Checking of the steering linkages and the brake components also comes under the daily maintenance schedule. In addition to the daily maintenance, weekly schedules will include checking of all the assemblies for backlashes, within the permissible limits, and of cracks and shakes, and vibrations and/or undue noise, for immediate rectification. Another important aspect of the maintenance policy is to remove the aggregates and assemblies from the vehicle, after they have reached their prescribed age limit, and to send them to the workshop for overhauling and re-conditioning. This will enable specialized reconditioning and will provide the scope for failure analysis of the components. Such a policy will help to reduce the failure rates of the components, and thereby helping to bring down the variable cost of the bus operation as a whole.

2.14.3 But maintenance policies alone, however good they may be, will not yield the desired results unless they are backed up by a competent, skilful, and professional team of maintenance staff. Hence the need to build up and put in place a team of committed, competent, and skilful maintenance professionals. And this need has assumed greater importance in view of the coming up of new generation vehicles with highly sophisticated hi-tech engines, gear boxes, and assemblies. This issue needs to be addressed very seriously by the Management of the Corporation, if the maintenance regime is to succeed, and the bus operation is to be a success.

2.14.4 The following measures should also be taken as part of the maintenance plan –

i. Upgrade the skill level of field technicians through proper training and capacity building.

ii. Provide necessary infrastructure in the depots to suit new generation of vehicles.

iii. Provide modern tools and equipments required for the new generation vehicles.

iv. Keeping of records of all the maintenance work carried out in a particular vehicle.

v. Procurement of genuine spare parts, kits, and assemblies. vi. Keeping an account of the cost of maintenance of each vehicle. vii. Periodical review of the maintenance establishment with the maintenance

staff. viii. Taking prompt decisions to resolve any problem faced by the maintenance

staff. ix. Suitable out sourcing policy – which will help to contain the cost of

maintenance.




75

2.15 Integration with other transport modes

2.15.1 Shillong, nay for that matter the state of Meghalaya, does not have a Railway line. Hence, road transport is the only mode of transport in the State. Shillong is accessible by road from all the four corners, that is, from East, West, North and South, through National Highways and State Highways. The transport services from the muffussil areas and from the adjoining States, passing through these roads, can be integrated with the Shillong City Bus Service.

2.15.2 The integration can be achieved by the creation of four new bus terminals at (i) Laitkor, (ii) Mawiong, (iii) Mawdiangdiang and (iv) Umshing/NEHU. The line buses and bazaar buses coming from those directions can set down the passengers in those terminals, and the passengers can be transported from there to the City centers by the City Buses. In this way, the buses coming from the muffussil areas and other neighbouring States need not enter into the City. And this will help in reducing the traffic congestion in the City.

2.15.3 To keep pace with the increasing mobility requirements, it is necessary to optimize existing road and transport infrastructure. As this alone will not meet the requirements of the future, a suitable transportation strategy has to be evolved. Moving people rather than vehicles needs to be stressed as stipulated in the National Urban Transport Policy. The role of bus transits is to be redefined so that it can cater to bulk travel demand in the city. The strategy includes -

i. Augmenting the coverage and capacity of the bus transits to facilitate better accessibility and mobility of the commuters.

ii. Removing bottlenecks in the bus transit network by introduction of better traffic management techniques.

iii. Making the transit system affordable to all segments of the commuting population by adopting a differential pricing regime, which should be commensurate with the level of service, and at the same time reducing the gap between the cost of operation and the revenue.

iv. Building the IPT stands nearer to the bus terminals

2.15.4 After implementation of the above strategies, in a phased manner, it will be possible for both the intermediate public transit and the road transit to complement each other, and to ultimately cater to the transport needs of the public of GS PA. This integration can take place when a proper and well thought out route structuring and seamless transfer facilities of passengers at the bus terminals are introduced and implemented in an efficient manner. Park and ride facilities will have to be provided, with adequate capacity, at all major bus stations. Easy transfer from one route bus to another at important bus stops will aid passengers switch over to bus routes.




76

2.15.5 In this way, after improvement of the road network and induction of additional passenger- friendly and eco-friendly buses, the Shillong city bus network will be able to serve the public of Shillong to the maximum level. That will attract the users of private modes of transport to the public transport modes, and thereby achieving a desired modal split in the urban transport system.

2.16 Feedback and performance evaluation

2.16.1 Performance appraisal and evaluation has always been a powerful motivator to move an Organization towards excellence. It is essential to identify parameters of Key Result Areas (KRA) and to fix the benchmarks for feedback and performance evaluation. Fleet utilization, bus utilization, occupancy ratio, fixed cost and variable costs are the key parameters to be reviewed on daily basis for obtaining feedback on overall performance improvement. Data is to be collected from all the activity centers, like the maintenance shop floor, traffic control centers, depots and bus stations, for the ensuring better control and higher productivity. Passenger complaints or suggestions should be redressed on priority basis for ensuring better service image building.

2.16.2 The Transport organization, which carries several passengers every day, is labour intensive. It requires substantial number of people to run the operation. The Management has, therefore, to be highly vigilant and sensitive. The management also has to have constant feedback about the bus operation on daily basis for quick decisions to improve the financial performance. The performance depends much on the morale of its employees, and they have to be properly motivated. Amongst many management tools that are judiciously mixed and put in place, this one is important, namely, the incentive schemes and the penal procedures. These should be adopted and integrated in the system in order to help in keeping the morale and motivation of the employees at higher level at all times.

2.16.3 The running staff, namely, the drivers and conductors of a bus form the cutting edge of this industry. Ironically the Management of the Company cannot closely and constantly supervise them. An incentive scheme that is directly linked to the revenue realized from a bus, on a shift basis, will work more effectively since it is linked to productivity. The scheme also encompasses those employees who are indirectly involved in the bus operations. Their morale and motivation should also be maintained to ensure that they do not pose as a hindrance to the progress of the Organization. Such employees are mostly from the engineering and administrative functions of the company. There are other methods of recognizing performance of teams and managers at the corporate level. There should be




77

some rewards for honouring the high performance team. The individuals, who display outstanding performance, honesty, and integrity, and who come up with creative new ideas that are workable and that can boost the image and/or the revenue collection, or that helps to in cost cutting, etc, need to be appropriately rewarded by the Management.

2.16.4 But Incentive schemes alone cannot make the organization efficient or successful. There are always some black sheep in every organization. Therefore, penal provisions should also be integrated in the system, with graded punishments. The Organization’s Service Rules and standing orders should contain the provisions for punishing an erring employee. The Rules should also contain the provisions for appeal by an employee against any Order passed against him/her in a disciplinary proceeding. There is also no denying the fact that the employees should be dealt with in a fair, just, and equitable manner. Such provisions may also be incorporated in Service Rules and Standing Orders.

2.17 Phasing

The time span for the completion of the project is estimated as 10 months from the date of submission of the Detailed Project Report. Accordingly, the Gantt chart prepared is given below.




78

Gantt Chart

Sl. No. Activity Month I Month II Month III Month IV Month V Month VI Month VII Month VIII Month IX Month X

Week --> 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

1 Review and Approval by the Ministry

2 Preparation of Bid Documents

3 Submission of Bid Documents

4 Tender Evaluation and Issue of Purchase Order

5 Rolling of Vehicles

6 ETM Installation

7 Display Unit Installation

8 Depot and Terminal Facilities


2.18 Fund flow statement

2.18.1 As per the guidelines stipulated under JnNURM, 90% of the project cost is to be borne by the Government of India. The remaining 10% of the project cost is to be shared by the State Government. Accordingly, the fund flow statement for the project is shown below.

Table 2-10 : Fund Flow Statement

(Amount in Rs. crores)

Month III Month V Month VII Month IX

Amount (in Rs. Crores) Amount % Amount % Amount % Amount %

Central Government 0.35 0.9 17.36 44.6 14.18 36.4 3.18 8.2

State Government 0.04 0.1 1.93 5.0 1.58 4.0 0.35 0.9

Total 0.39 1.0 19.29 49.5 15.75 40.4 3.54 9.1

2.18.2 A detailed breakup of the costs to be borne by both the Government of India

and the Government of Meghalaya under individual components of the project is shown below.




80

Table 2-11 : Item-wise Fund Flow Statement

(Amount in Rs. crores)

Month III Month V Month VII Month IX

Amount % Amount % Amount % % Amount

Fund Flow for Buses

Central Government 9.50 24.39 7.60 19.51 1.90 4.88

State Government 1.06 2.71 0.84 2.17 0.21 0.54

Fund Flow for ITS

Electronic Ticketing Machines



LED Display Boards



Fund Flow for Infrastructure Cost

Depot



Bus Terminals



Working Capital

Central Government 1.45 3.71 1.45 3.71

State Government 0.16 0.41 0.16 0.41

DPR

Central Government 0.35 0.89

State Government 0.04 0.10

Total 0.39 0.99 19.29 49.50 15.75 40.43 3.54 9.08




81

Part III Proposed Reforms




82

PART III

PROPOSED REFORMS 3.1 Unified Metropolitan Transport Authority (UMTA)

3.1.1 The current structure of Governance for the transport sector were put in place well before the problems of Urban transport began to surface and hence it is not equipped to deal with the problems associated with the present Urban transport scenario. To facilitate a better coordinated planning, and respond to the related issues, a Unified Metropolitan Transport Authority (UMTA) is required to be set up and the needed statutory status is expected to be awarded by the Government. This will in turn enable the setting up of Umbrella bodies that will ensure overall performance of the Urban Transport system.

3.1.2 The one line agenda for the UMTA is to act as a single agency with the necessary legal status and back up to ensure that the City has a comprehensive Urban Transport system. This arrangement will see that there is a common approach to the urban transport issues including the policy evolution. The end object of any urban transport policy is to provide an efficient people oriented mass transport system for its commuters. The Government of Meghalaya will form a Unified Metropolitan Transport Authority (UMTA) for Shillong. UMTA has to be constituted through a proper legislation having representation from the following organizations:

i. Meghalaya Transport Corporation ii. Urban Affairs Department iii. Transport Department iv. Shillong Municipal Board v. Shillong Traffic Police vi. Public Health Department vii. Public Works Department viii. Finance Department ix. Planning Department




83

3.2 Urban Transport Fund

Creation of Urban Transport Fund to manage and sustain Urban Transport in GSPA is necessary. This fund would be collected by an Independent Body constituted by the Government of Meghalaya. The fund will be generated by levying additional sales tax on petrol within GSPA limits, additional registration fee on four wheelers and two wheelers, high registration fee for personal vehicles running on diesel, annual renewal fee on driving license and vehicle registration, congestion tax, green tax etc. The inelastic demand of petrol with respect to price in a short run would ensure sufficient accruals to the funding. This fund would be used to give incentives to people who shift to the public transport system. The funds so generated by the Government of Meghalaya will be used for new projects in urban transport, compensate towards exemption of tax on urban buses, replacement of assets of urban transport system and meeting the cost of various other concessions extended to encourage urban bus transport. The modus operandi for creation of the fund and forming an independent body for collecting the fund shall be finalized by the Government of Meghalaya.

3.3 Advertisement Policy

3.3.1 In the current scenario, there is potential for marketing of various consumer products and other commodities. Hence the advertisement campaigns with many innovative features have assumed importance. Global experience reveals that the revenue generated from ticket sales alone cannot meet the operation cost of any urban public transport. In bus transit, the transport organizations should earn through other sources and exploit alternative potentials for revenue. One such source of revenue is through advertisement; since the buses are being operated through the length and breadth of the city throughout the year. One of the best options for revenue is advertisements on the buses. The advertisements on the buses can be provided in the following places without losing the brand identity of the bus:

i. On the rear side of the bus

ii. On the rear side of the driver seat

iii. On the sides inside/outside the bus

iv. At the bus shelters

v. At the bus depots/terminals

3.3.2 The advertising agencies would be invited for erection of shelters at various bus stops and awarded rights to display advertisement on bus shelters. The following




84

sources of advertising revenue will be considered for the city bus services proposed in Shillong.

a) Advertisement on the

i. Inside and outside of the bus ii. Rear side windscreen glass (one side view) iii. Passenger view glass (one side view) iv. Behind passenger seats v. Passenger grab handles

vi. Inside the buses behind driver cabin and on the sole bars vii. Inside the bus above the passenger view glass along with route map viii. At the backside of thermal paper rolls issued through ticketing rule

b) Advertisement on the top of bus stop shelters

c) Advertisement on the glow sign boards inside terminals, on the fascia of the shelter in terminals

d) Advertisement in terminals with adequate up keeping and security arrangements in terminals. The following Fig 3.1 to Fig 3.4 shows the various categories of advertisement boards in buses.

Fig. 3-1 Advertisement on wind screen




85

Fig. 3-4

Advertisement on View Glass

Fig. 3-3

Advertisement on Inside Bus

Fig. 3-2

Advertisement on Passenger Seats




86

3.3.3 There is further scope of providing FM radio in buses which, in addition to the advertisement, will provide passenger information regarding traffic details such as traffic jam, and route diversions. We can also resort to advertisement in the straps that are hung from the grab rails to help the standee passengers. The added advantage here is that the advertising agency will ensure that the straps are kept secure in place and they will be maintained properly. The electronic route display board is an added area for displaying advertisement to earn additional non-traffic revenue. It is estimated that the city bus services in Shillong would be able to generate a revenue of Rs. 62 lakhs from advertising on buses.

3.4 Parking Policy Statement

A good parking management system has direct influence on development of urban area by having efficient traffic circulation, promotion of economic activity, improvement in environmental quality, increased safety for all road users, reduction of congestion and automobile pollution. The city of Shillong shall prepare a plan for effective management of parking facilities. It would include a comprehensive parking policy, supported by parking standards for different land uses. Suitable agency will be identified to administer the parking policy evolved at the local body level. Disarrangement of on-road parking through command and control policy is the need of the hour and a suitable policy framework is under development.

3.4.1 Objectives for Parking Policy

The demand for parking space in a particular location depends largely on the land use and the type of traffic control measures adopted in that location. The proposed parking policy will be formulated with the objective of initiating necessary actions to have a sustainable Parking Management System in Shillong by devising and implementing appropriate actions in essential areas, so as to promote public transit ridership and discourage travel by personnel vehicles to congested areas and relieve congestion to ensure optimal use of the road network.

The proposed policy would aim to control the amount of on-street parking to improve traffic flow, reduce congestion and minimize interference with access and servicing. It will support economic activity by providing sufficient on-street and off-street car parking for business purposes and essential trips. This will minimize safety hazards and nuisance associated with parking. A suitable system for management of parking facilities supported by sustainable parking standards and integrated parking management system with overall planning and development of traffic and transport facilities shall be designed.




87

3.4.2 Heavy Vehicle Parking

Overnight parking of buses, trucks, omni buses, tourist buses, vans, water tankers, and container lorries etc. along the major roads will be discouraged under the proposed parking policy.

i. Specific off-street parking facilities will be made available by the owners/operators of the vehicle for night-time parking or when the vehicles are not in use. Such vehicles will be discouraged from occupying the road space of the major roads for long-stay parking.

ii. Overnight parking of private vehicles shall be allowed on inner streets. However, over night parking of commercial vehicles such as Taxis, Light Commercial vehicles, Buses, Trucks etc. in the residential area will be discouraged.

iii. Long stay overnight parking will be avoided considering the possible nuisance due to noise disturbance and safety hazards, associated with such parking.

iv. The vehicle-parking certificate (VPC) shall be mandatory for all heavy vehicles and will be made mandatory for all heavy vehicles in the future.

3.4.3 Parking in bus terminals

Commuter parking will be provided at the bus terminals by the respective authorities to facilitate the commuters to adopt the park and ride concept.

i. Depending on demand, parking facilities would be developed at bus terminal. This would facilitate the commuters to derive maximum benefits of the system operating.

ii. Development of park and ride facilities at bus terminals would be encouraged.

3.4.4 Inter-modal Transfer Facilities

Convenient inter modal transfer facilities at transport terminals etc. would be developed to bring down the use of private vehicles. The following actions would be initiated at regular intervals:

i. Periodical review and operation of schedules serving the ISBT coming up in Shillong

ii. Periodical review of schedules connecting all the zonal taxi stands and bus depot/terminals




88

3.4.5 Mechanism to Enforce the Parking Policy and to Control Demand

Considering the existing road network and the growth trend in the private vehicle population, it is necessary to bring down the demand on parking spaces, both on street and off street. Introduction of fiscal incentives for reducing overall parking demand, command and control system for preventing on-street parking of vehicles are the important measures proposed to be enforced in Shillong city. Necessary actions to bring down the growth rate of the vehicles in GSPA such as introduction of efficient city wide public transport system, limiting taxi permits, etc., are the important measures proposed have been taken already.

3.4.6 Land use planning

Since transportation is function of land use, allocation of spaces for various land uses within the GSPA will be done with a view reduce the use of private motorized vehicles such as high dense developments, exclusive commercial neighborhoods, discouraging mixed land use developments, etc.

3.4.7 Traffic Restraint Measures

Areas restricted for entry of personalized vehicles may be identified and notified. Traffic restraint measures will be adopted with a focus on the concept of reducing the number of vehicles entering an area, where they may cause traffic congestion. This is proposed to be achieved by adopting one or more of the following strategies – introducing area licensing scheme where the vehicles other than public transport are charged for entry into the area, levying higher parking charges and lowering parking space availability within the designated area.

3.4.8 Parking Pricing

Pricing of parking would be judiciously devised to manage parking demand. It could help for efficient use of parking facilities and ensure that parking is available for intended users and it will help to manage the cost of maintaining parking associated facilities. Parking pricing can have significant transportation impacts. Even modest parking fees can affect vehicle travel patterns. Variable parking price would be adopted with higher rates during peak period and lower prices during off-peak periods and would reflect the cost of land. Parking pricing should create revenue that can be used to recover the cost of maintaining the related facilities and fund for other programmes. Parking pricing, just in one area may cause spillover effects on other areas. Efficient fee collection techniques would be devised and used to minimize delay and inconvenience to drivers.




89

3.5 Transit Oriented Development

3.5.1 Transit Oriented Development is a moderate to higher density development located within an easy walk of a major transit stop/station, generally with a mix of residential, employment and shopping opportunities designed for pedestrians without excluding the personal modes of transportation. This focus is required in the current scenarios to ensure a cost effective transit, increase affordable housing, employment and service choices within the existing communities, redevelop vacant or under utilized industrial and commercial sites, create vibrant and livable communities and preserve the regional space creating specific areas that integrate transit into neighborhood thereby improving the effectiveness of transit. A TOD Strategic plan needs to be prepared by the city in order to prioritize the planning and implementation activities of the city related to transit planning and transit oriented development. It may be used for defining priorities where the city’s resources can be used in the short, medium and long term, identifying implementation strategy and ensure close co-ordination amongst different departments of the city. It is normally that bus systems lack magnitude and permanence for successful TOD. However, medium to small density development is definitely possible where buses operate. Transit Oriented Development should benefit the local community. Through consultation with local communities, TOD should provide a wide range of supporting benefits for local communities, including increased uses and services, a variety of housing, increased transportation options, and a more walkable environment and community amenities.

3.5.2 TOD Objectives

i. To identify market-based TOD development scenarios.

ii. To assess the ability of existing regulations to respond to market realities.

iii. To change the perception of general public and bring about a suitable community reaction to market-based TOD development scenarios.

iv. To make a proper development assessment of market-based TOD development scenarios.

v. To identify funding/financial gaps for addressing through public-private partnerships.

vi. To ensure land uses around Transit Stations to support ridership by generating high levels of transit use and provide a mixed-use activity node for the local community and city-wide transportation network benefits.




90

vii. To increase density around all Stations to support high quality service and provide a base for a variety of housing, employment, local services and amenities that support a vibrant station area community.

viii. To create convenient, comfortable, direct and safe pedestrian linkages to and from all Transit Stations in order to support a walkable station area and promote the use of bus transit.

ix. To accommodate transit bus and private automobile circulation and parking needs, while creating a comfortable pedestrian environment.

3.5.3 TOD Policy

i. Identifying and concentrating activities at and around transit stations and major bus corridors and transfer points with a view to develop station areas as activity centers that consist of residential, office, retail, commercial and sufficient green space. Promote high-density development in the immediate vicinity of the transit station upto 500m followed by a medium density development upto 1km of the transit station.

ii. Meaningfully engaging citizens in planning and developments proposed in their neighborhoods.

iii. Protecting existing neighborhood residents and businesses while attracting and providing for new residents and activities.

iv. Maximizing transit access, usage and convenience to encourage transit, bike and walking as preferred modes of transportation.

v. Providing a mix of uses for diversity of activities, goods and services easily accessible by transit.

vi. Providing quality urban design that increases pedestrian and bicycle safety, amenities and enjoyment.

vii. Supporting the expansion and enhancement of the bus transit system to link neighborhood centers and provide efficient and reliable connections across the region.

viii. Formulating suitable economic development strategies to attract large employers for Station areas depending upon market surveys along the corridors to determine the appropriate scale, mix and location of retail activity.

ix. Formulating assistance programmes to relocating businesses that may be impacted due to the construction of stations.

x. Managing parking, bus and vehicular traffic effectively.

xi. Planning in context to the local communities by making each station area a unique place with the local fervor.




91

3.5.4 Location of various major urban activities and introduction of transport links has significant impact on the current urban form of the City. The urban form of GSPA has been dictated by the developments along the major roads growing in Shillong. The planning of transport infrastructure would encourte direction oriented travel. The hills and forests in the south restrict the growth of the city in the southern direction. Also, the land conservation laws further restrict the growth of the city. New locations which can be focused for transit oriented development are

• New Township

• Laitkor

• Nonghthymai

• NEIGRMS

3.6 Inter Departmental Co-ordination in State Government

3.6.1 An arrangement for coordination among various Departments would be ensured through a Co-ordination Committee. This is required to improve effectiveness of the Urban Transport System through involvement of all stakeholders. The State Government will ensure a conducive arrangement to formalize this institutional co-ordination and effective functioning of this Committee. A Co-ordination Committee will focus on solving the transportation problem in Shillong area. The Co-ordination Committee members are from the following departments.

i. Meghalaya Transport Corporation ii. Urban Development Authority iii. Transport Department iv. Shillong Traffic Police v. Shillong Municipal Board vi. Water & Sewerage Board vii. Electricity Board viii. Telephone Department ix. Highways Department

3.6.2 The committee will meet at regular interval viz., once in a month and solve the problems related to departments affecting urban transport such as road digging, one way, route diversions, road improvement, road safety audits of accident prone areas, improvement of pedestrian facilities. The Co-ordination Committee will be formed under the head of Urban Development Department for GSPA with the above departments as members and the local bodies like Municipality / Panchayats as representatives. This Committee will co-ordinate the transportation problems and future plans like short term and medium term plans.




92

The areas of co-ordination amongst various departments have been identified as follows:

a) Meghalaya Transport Corporation o Operation of bus transport service o Fare fixation o Sharing of professional experience in route planning and

management of bus transport services o Sharing of existing infrastructure like bus terminal and workshop o Assistance in recruitment and training of drivers/conductors

b) Urban Development Department o Long range planning o Land reservation for urban transport infrastructure

c) Transport Department o Licensing o Issuance of Permits o Fare fixation o Multi-modal Integration of fare system o Taxation

d) Shillong Municipal Board o Parking monitoring

e) Shillong Traffic Police o Proper enforcement o Traffic control and monitoring o Road Safety Measures o Patrolling

f) Public Health Department o Emergency medical care in case of road accidents

g) PWD o Road maintenance o Planning and maintenance of road network and road furniture o Junction improvements

h) Finance Department o Plan the budget outlay to supply for augmentation of buses in future,

expansion of urban transport infrastructure such as bus stations, bus depots, divisional workshops and other allied facilities

i) Planning Department o Ensure proper land use planning to stimulate a balanced growth in the

city facilitating transit oriented development j) Forest Department

o Give necessary clearances for removal of trees along the roads k) Soil Conservation Department

o Encourage aforestation for the beautification of the city




93

3.7 Traffic Information and Management Control Centre

3.7.1 Many Indian Metropolitan cities have an old and long history and Shillong is no exception. Its development cannot be said to be a well planned one. The natural terrain of the city adds further to the woes. Naturally this has its own handicaps and deficiencies. The road network has therefore inherent complexities and does not aid a seamless flow of vehicles. The bus system being a sub-system within the overall transport network is bound to encounter problems on account of the handicaps arising out of the main system. The transport system of the city should ultimately grow so well to provide a well integrated, safe, adequate and properly co-coordinated bus operation for the City which can use its resources optimally without which the growing transportation needs of Shillong city cannot be met.

3.7.2 For this purpose to conduct periodical bus route network analysis of the

passenger travel information data with suitable computer software, a special and exclusive planning wing will be formed in Shillong. The object of forming this wing is to sensitize the concerned officials to respond to the ever growing and un-reported passenger demands in a scientific way. This wing will identify the number of buses required for each route based on desire lines, trip generation and attraction data that is obtained from the electronic ticket vending machines, locate peak hour timings, Direction (PHPDT) and points, It will also involve directly with the scheduling exercises to analyze new area developments and new route demands, work out route rationalization processes, recommend curtailment, extensions, cut-trips, committed trip requirement, evolve policies for route planning and operation etc. They will also initiate proposals for identifying locations and land for the construction of new depots and terminals with its lay-out and detailed design and drawing. This unit will undertake all co-ordination work with all concerned agencies like Urban Development Department, Meghalaya Transport Corporation, Shillong City Traffic Police, Shillong Municipal Board and other local bodies in Shillong, as well as with the Government. This unit will also monitor general traffic conditions on the roads of Shillong to identify bottlenecks and suggest appropriate traffic management measures to concerned stakeholders. It will be responsible to identify measures to be undertaken for pedestrian safety.

3.7.3 The following chart shows the administrative set-up proposed, indicating the line and level of authority. This being basically a research and analysis wing it is believed that it will be directly reporting to the MD, MTC




94

3.8 Regulatory mechanism for periodic revision of fare 3.8.1 Experiences throughout the world reveal that the city bus operations find it

difficult to make both ends meet. They normally seek subsidies, grants and other forms of Institutional support either from the Government, local bodies or banks etc. The Indian experience is in no way different from the Global experience. In many developed Countries the fiscal gap is due to low occupancy and patronage. The City bus operations in Indian Metros and growing towns and cities are facing the same difficulty in spite of a good patronage and high occupancy ratios. But here it is due to poor and unworkable fare structures. In a city like Shillong, the financial gap is expected to widen further due to the low vehicle productivity and excess wear and tear due to the hilly operation.

3.8.2 Normally in any business if the physical parameters relating to the Key Result Areas (KRA) are good the financials results will also be satisfactory. One of the purposes of closely reviewing the KRAs is to make sure that the company’s financial performance remains good if not improved. But in the Indian State Transport scenario the ground realities are somewhat different. In spite of very good physical performance in KRAs they are financially unviable.

3.8.3 The important input costs for a transport undertaking are the fuel and establishment fronts. They are and will go up in a steady manner with reference to time. Occasional spurts and sudden jumps are not uncommon. Continuous and consistent steps to improve the physical performance parameters by taking advantage of the technological developments and modern management measures would be always on.




95

3.8.4 There always has been a limit to generation of revenue. The limiting factor is the revision to the fare structure which is usually decided by the Government. Due to various constraints the Governments elsewhere have been unable to revise the fares in time; that is as and when the input costs escalate beyond manageable limits. Hence there always is a gap between the income and expenditure forcing the undertakings to be under financial crunch. To tide over the difficulties the STUs resort to short term borrowings and or seek a ways and means advances from the Government. The whole issue boils down to the fact that timely revision of fares is inevitable when cost is escalating. Now in the changing urban scene when the policy is to attract trip generating passengers towards the public transport system it would be appropriate to keep the bus fares affordable and attractive to the common man. There will yet be another strategy to introduce and operate buses with superior facilities with fares that are capable of matching the operating expenditure. An appropriate service mix would be developed to make over all operations viable.

3.8.5 There are several constraints for the Government to take quick decisions on fare revision. This is because any spasmodic increase in bus fares will have an adverse public reaction along with socio-economic and political implications. The Government of Meghalaya shall evolve a mechanism for periodical revision of fares through an automatic fare revision model by setting up of a permanent regulatory authority to fix fares independent of Government control. Hence a statutory body will be created to decide on such pressing issues. The statutory body after reviewing the performance of the organization would collect information on input factors and will evolve suitable indexation to justify and work out fare hike as and when input costs go up. This system alone can ascertain the financial viability of the organization.

3.9 Waiving of State taxes and duties

3.9.1 Transport Organisations are bulk consumers of` High speed diesel oil, Engine oil and petroleum based consumables. In addition, spares and accessories are also consumed by them in large quantities. In all these items the State exchequer gets revenue by way of Excise duty, Sales Tax, VAT, the associated surcharges and various cess. The Transport organizations attract Property tax, Urban Land tax, Water tax etc., In addition to the above, the Transport Organisation also has to pay Motor Vehicle Tax, Permit Fee, Factory License fee, and other statutory payments to the Government as per the provision of law. It is usually seen that a certain percentage of the cost of diesel oil comprises of sales tax, excise duty, transport charges and VAT. Even a small reduction in VAT can result in huge savings for any transport organsiation. While this may not be considered as a big amount for the Government considering their budget size and transactions, it will go a long way in providing the much needed relief for the transport organisation.




96

3.9.2 Frequently Transport Organisations are encountered with working capital crunch

despite good physical performance. Mostly they are on account of their social commitments as well as issues arising out of Government’s policy. From time to time the Transport Organisations need to send proposals seeking various tax concessions as remedy for their cash crunch. Even now the Governments in many States are concerned with the financial health of their STU’s and are likely to provide well deserving relief at appropriate time; one of which is a tax concession or a waiver of tax. Meghalaya state is still under-developed and the population constitutes mostly of tribals whose living standards are to be improved considerably on par with the developed states. Financial concessions on several service sectors are inevitable for overall growth of the State. It is suggested that tax concession measures may be considered favorably by the State Government and the local body while Central Government may declare tax holiday to the newly formed urban transport organization for a period of 5 years initially, until the organization attains self sustenance as transport is a vital lifeline for the economic growth.




97

References




98

References

1. City Development Plan of Shillong City

2. http://www.wikepedia.com

3. Profile & Performance Statistics of STUs 2006-07

4. Office of the Transport Commissioner, Shillong

5. Office of Shillong Municipal Board

6. Office of Shillong Traffic Police

7. Office of the Meghalaya Transport Corporation

8. Office of the Urban Affairs Department, Shillong




99

Creating globally competitive technologies and managerial solutions

to serve public road transport industry

Bhosari, Pune – 411 026 Phone: +91 20 2712 5177, www.cirtindia.com
