Every great, livable city in the world has adequate, affordable, accessible, reliable public transport. Just based on this criteria, Pune is literally unlivable. The only people using the PMPML bus service (which is the only significant public transport currently available) are perhaps those who cannot afford to use private transport. According to the 2018, ‘Comprehensive Mobility Plan’ by PMRDA, walking and cycling mode share was only 28% in 2018, the public transport mode share was ONLY 12%, private transport share was 48%, and other modes share was 12%. For every 100 residents, Pune has ~61 private motor vehicles, while Singapore, which actually has a bigger population density, has only 13. A world class Airport (both in quality and quantity) is also an important means of public transport – but we will cover that in Chapter 12 – Ease of Doing Business. The existing Indian Railways is another important means of public transport, which we cover in Chapter 3 Urban Planning & Chapter 5 Housing
Part I. Aaata…… Bus!!
There is also a general belief that the metro service is the ultimate solution, but the reality is that even after it is fully functional by mid 2025, it will cater to less than 10% of the total requirement. Despite the extension of routes, including the Vanaz to Ruby Hall Clinic and PCMC to Civil Court lines, there has been a noticeable decrease in ridership. After hitting a high of 20 lakh passengers in September, the numbers fell to 16.7 lakh in October and further to 14.2 lakh in November. The dwindling passenger counts raise questions about why Pune residents are less inclined to use the metro. A closer look reveals several issues, including insufficient parking facilities near metro stations, limited parking space, and a lack of metro lines in some areas. Additionally, the absence of adequate feeder services like share-a-rickshaw, PMPML bus, or shuttle services is also discouraging metro use. The bus system is the best solution to Pune’s transport, traffic, pollution, and accident problems.
So what is the current situation of the buses?
- Inadequate Fleet
The Pune Mahanagar Parivahan Mahamandal Limited (PMPML) has a fleet of around 2,000 buses, which is inadequate to meet the needs of the city’s growing population. This leads to overcrowding and long waiting times. In 2022-23: Total Fleet of 2089 buses, (~200 ageing buses that need replacement; ~1600 existing buses in good condition) Within this fleet, 991 buses are owned directly by PMPML, While 1,098 buses are under the ownership of contractors. Among the buses provided by contractors, there are 640 CNG buses and 458 E-buses. Buses on Road per day Average are 1709¸ 15 Total Bus Depots, 3974 total bus stops, 378 Total Routes and 20043 no. of trips per day Planned.
| Total Fleet | 2089 | |
|---|---|---|
| CNG Buses | 640 | |
| E Buses | 458 | |
| Scheduled Buses | 2080 | |
| Actual On Road Buses | 1728 | |
| Total routes | 381 | |
| Ridership | Daily | 1317912 |
| Monthly | 37427633 | |
| Yearly | 400680195 | |
| Total Schedule | Total Planned Schedule | 1788 |
| Actual On Road Schedule | 1728 | |
| No. of depots | 15 | |
| Additional buses needed to be deployed | ~1400 | |
| Ageing buses that need replacement | ~200 | |
Pune’s current bus fleet is only half of what it needs at a minimum. As against the MoHUA benchmark of 50 buses per lakh population, PMPML has approximately 26 buses per lakh population. Compare this to Hong Kong which has a similar population to us – it has 320 buses! Other cities: Tokyo (177), New York (120), London (100), Kolkata (80), and Mumbai (65). Which means, we need 2000 new buses on the roads on an urgent basis!! Cost
How much does this cost? A simple internet search reveals that one can buy a brand new bus (depending on the size and features of course ) for as little as INR 25 lacs, going up to INR 2 crores for the electric buses that is the PMC current choice. Not All the buses need to be full sized. In fact, we need a mix of small, medium and full sized buses to cater to different routes.
So, at an average of INR 1.25 crore per bus, Pune’s public transport system can be completely overhauled for approximately INR 2500 crore – a Fraction of the money spent on and proposed for the Metro Rail service (Line 1 & 2 of the Metro will cost us around INR 12,000 cr). Similarly, instead of replacing the aging Chandani Chowk Bridge and may be widening some of the roads on the highway below and towards Bhugaon, the government spent a 1000 crores building multiple flyovers whose utility is not apparent. Their confusing design and delay in completion are a different issue all together. These are just my back of the envelope calculations. The government needs to undertake a comprehensive study on exactly which routes will need what type of bus and how many. For example – The inner city routes, buses feeding the metro stations need small buses.
2. Improve Bus Operations
Apart from getting an adequate number of buses running on the roads, we need to make the entire end to end experience much better. This has 2 components: a) use of technology b) training of the human resources in the PMPML c) accountability d) accountability of private bus operators/contractors
a) Technology:Dude, where’s my Bus? Every public transport system in every developed city in the world has real time tracking of the buses. This technology is really really cheap. We can either integrate this with existing platforms like Google – or very easily develop a new software platform and App. Both Buying AND Checking (using) of tickets should be through this one App. PMPML has started QR-based cashless payment service from 23/10/2023 for buying passes at all 40 pass centers across Pune and Pimpri-Chinchwad. This is too little too late – a holistic and comprehensive solution needs to be developed. These exist across the world and just need to be adopted to our needs. This platform should be integrated with the Metro system so one can travel seamlessly across the city.
These are not new or revolutionary ideas. We have been discussing these for 2 decades while the technology has been cheap and accessible for a decade now. These simple things will be instrumental
b) HR Training: Bus drivers and conductors are the direct interface between the Municipality and the citizens and their role as the conductors and drivers of quality of life (at the very least, the quality of daily mood!) for Punekars (both those who ride on the bus as well as those who encounter the buses while traveling in their private vehicles) is often overlooked.
c) Accountability: When buses break down or do not reach on time or when there are massive cost overruns – who is held accountable for these and other lapses, deficiencies and sometimes negligence? An important part of the Pune Model is accountability in government services and PMPL system is going to be an area of special focus for us.
d) Accountability of the private bus operators / contractors While whether we need private players at all in bus public transport is a larger debate, we need to at least examine the contracts that the PMPML has with these operators. We need a mechanism to compare their downtime, breakdowns, punctuality, safety, quality of service and costs with the industry average. We need clauses to penalize them for deficient service. The government could also consider offering subsidies to commuters who use public transportation.
This could help to make public transportation more affordable and encourage more people to use it
3. No matter what…. will Punekars miss the bus!?
There is a general feeling that Punekars will never give up their private vehicles, especially their 2 wheelers. I believe – and the data backs this up – the reason people prefer their own vehicles is because the existing system is unreliable, uncomfortable, inaccessible and inconvenient.
If I am assured that:
Accessible: I can walk less than 750 meters or less than 7-8 minutes, and wait no more than 5 minutes at the stop; Last mile connectivity through rickshaws, shared cycles and walkable footpaths.
Affordable: Heavily Subsidised or Free public transport (see below for analysis)
Reliable: The bus will be there on time everytime, it will not breakdown on the way;
Comfortable: It will be well maintained mechanically but also be clean; it will not be overcrowded;
Convenient: The bus stop, ride and payment experience will be seamless and frictionless;
Fast: Dedicated bus lanes – and the fact that one does not need to look for parking – can make bus travel as fast as or indeed faster than private vehicles.…. then, a majority of people Will switch to bus public transport.
Money: Let us not forget that these stereotypes of Punekars and their love for private transport are decades old when petrol was at Rs 40 a liter. In the last few years, not only has fuel become expensive but the purchase price and cost of ownership of vehicles has gone up tremendously. In 2023, motor insurance costs went up 40-50% compared to the previous year. That is a HUGE increase! Given this reality, if we deliver a world class bus system to Punekars and follow it up with a sustained awareness campaign, we will see unprecedented numbers riding on the buses. Having said that, we should also be open to discouraging the use of private vehicles through congestion pricing, parking fees, vehicle free (cycle and pedestrian only) zones.
Parking: In PMC’s multi storey parking structures, two-wheelers are charged ₹2 per hour, while four-wheelers are charged ₹10 per hour. But most of the street parking is absolutely free. This is a criminal waste of revenue generating prime real estate. No big city in the world allows free parking. In fact many cities have prohibitive parking rates to discourage private vehicles and encourage use of public transport. With the highest density of vehicle in the country, we will Have to do this, but After we procure another 2000 buses and transform the whole bus experience, NOT before. *There is a parking policy on paper, which needs to be implemented on the streets. Recently, on 4th September 2023 a new set of rates was introduced. Daily pass for the entire operational area of PMPML costs Rs 120 as against Rs 40 and a monthly pass; costs Rs 2700. Before, the daily pass within the Pune Municipal Corporation region costs Rs 40, the monthly pass costs Rs 900, and the daily pass for both Pune and Pimpri Chinchwad Municipal Corporations costs Rs 50, while the monthly pass costs Rs 1200. https://indianexpress.com/article/cities/pune/pmpml-pass-service-extends-pmrda-regions-8922200/lite/ This hike is way too much and actually dissuades people from using public transport while penalising those who have no other choice. Public transport cannot act like free market products and services where prices are subject to the laws of demand and supply.
Redefine Profit Public transport systems are NOT meant to be profit centers. While they should be run efficiently, their main aim is to be effective movers or people while causing least harm to the environment.
The benefits a city reaps from a great public transport system is worth many times the money it costs to run it. I am of the opinion that the bus transport system should be heavily subsidised for a large section of the society if not for All citizens. A partial subsidy program can be run by integrating with other government programs, such as the Pune Municipal Corporation’s Smart Card, to target low income passengers. Similarly, students, senior citizens and women can travel for free.
The tremendous benefits of free public transport for women are well documented across the world – it leads to their larger participation in education and the work force and unleash their potential which ultimately benefits the city. These kinds of returns have the potential to change the economy of the city. This is fact is a game changer in our efforts to empower the women of India. The government can look at other modes of raising revenue. For example, while there will be no ticket fare for women (students, senior citizens, persons with disabilities, etc) – they will all need to swipe their virtual Zero rupee tickets like everybody else through their Apps, which can be monetised through advertisements. I would go so far as to say that bus transport should be Free for All Pune citizens. The ripple effect of this on savings on time and energy and productivity, on mood and quality of life, on the environment would pay us back 100X.
The last financial year 2022-23 saw the PMPML generating a total Rs510 crores in revenue even as expenses doubled to Rs1,162 crores, resulting in losses. As with the expenses of any government department, there is surely room to streamline and rationalise costs. But in any case, this should not be looked upon as losses, but as an investment in making this city livable. This loss is actually already paid for by the other taxes the citizens of Pune pay to the corporation. During the period of 1st October 2023 to 15th October 2023, PMPML collected a fine of Rs. 3,92,500 from 785 passengers who travelled without tickets during the inspection of the buses. A fine of Rs. 500 per passenger is levied by PMPML for passengers travelling without tickets in the bus. This extrapolated to the entire year comes to about 1 crore in revenue loss – which can be eliminated with the use of technology or will be redundant in light of the subsidised fare policy.
Dedicated Lanes Another great tool to discourage private vehicles is dedicated bus lanes or BRT system. While vehicle owners have always hated this system, their resistance will be drastically reduced if they see that the system is actually now good enough for them to use and ditch their private vehicles – that it is accessible, affordable, reliable, comfortable, convenient and due to the nature of the BRTS, Fast!
BRT systems have and continue to work very well in other cities in India and across the world. There is no reason why we cannot do the same in Pune. Expand on how BRT was badly implemented and hence people’s hatred for it inspite of INR 1400 crore spent on it. Where dedicated bus lanes are not possible: There are a number of low-cost bus priority measures that can be implemented to improve the speed and reliability of buses, even in the absence of dedicated bus lanes. These measures include:
- Bus signal priority: This involves giving buses priority at traffic signals, so that they can pass through intersections more quickly.
- Bus stop bypass lanes:These lanes allow buses to bypass queues of traffic at bus stops.
- Bus boarding islands: These islands provide a safe and convenient place for passengers to board and disembark from buses.
Poor integration with other modes of transport:- Lately, nothing in Pune feels well integrated with each other. Not a surprise that the transport systems feel disintegrated as well. The public transport system in Pune is not well-integrated with other modes of transport, such as the metro and railways. This can make it difficult and time-consuming for commuters to travel from one point to another.
- The PMPML runs feeder buses on three routes from Shivajinagar Civil Court Metro Station and three buses will run on the Pimpri Chinchwad route.
- The frequency of these buses are 30 minutes and 1 hour 10 minutes, while the Metro trains operate every 10 or 15 minutes! This makes the feeders rather useless.
- More frequent feeder buses are required that cover multiple areas in Pune.
- The Maharashtra Metro Rail Corporation Limited (Maha-Metro) launched its multi-purpose ‘One Pune Card’ specially for the Pune Metro travellers.
- “One Pune Card” follows the norms of the National Common Mobility Card (NCMC) of the country and can be used in any other metro and bus services in India. It is designed to provide a seamless experience for metro commuters. However, as of now the card is only launched for the Pune Metro. Expanding the card’s function to PMPML bus services will enable the commuters to directly book ticket fares for a seamless mobility experience.
The Integrated Pune Public Transport Card or App that we discussed above should enable citizens to travel on bus, metro as well as rail services.
Part II - Life Cycle
I have used a cycle as my primary mode of transport for a few months back in 2012 when petrol touched INR 73 per liter. But cycling in this city is so difficult and dangerous that I haven’t tried it even when petrol has touched INR 110. Lack of dedicated cycling infrastructure: Pune has very little dedicated cycling infrastructure, such as bike lanes and cycle paths. This makes it difficult and dangerous to cycle on the city’s roads. The 2008 CMP of Pune and 2018 CMP of PMRDA. Both very clearly say that we should encourage ‘walk-bus-cycle’ AND discourage use of cars and bikes. But this has remained on paper.
- Make cycling more attractive, this includes building more bike lanes and bike paths, and making sure they are well-maintained and safe. It also means providing more bike parking facilities, and making it easier to rent bikes.
- It is also important to promote the benefits of public transport and cycling, such as the reduced environmental impact and the health benefits of exercise.
- Build more bike lanes and bike paths, this would make it safer and more convenient for people to cycle around the city.
- Provide more bike parking facilities, this would encourage people to cycle to work, school, and other destinations.
- Make it easier to rent bikes, this could be done by expanding the network of bike rental stations, or by partnering with private companies to offer bike rental services. While this was tried out in Pune but failed miserably, we need to learn from these failures and reimplement.
- Introduce congestion pricing, this would charge drivers a fee to enter certain congested areas, such as the city center.
- Introduce / Increase parking fees: This would make it more expensive to park in the city, and would encourage people to use public transportation or other modes of transportation. Again, there is a parking policy on paper, which needs to be implemented on the streets!
Conclusion: All of this is very obvious and easy to do. Why then is this not being done? Because we never make this into an election issue!
Rickshaws & Cabs Data available with the Pune regional transport department shows that 1.02 lakh auto rickshaws are operating in Pune city limits and 34,038 in Pimpri Chinchwad. A total of 3,780 new rickshaws were purchased in 2021 and the number almost doubled to 6,901 in the following year. As many as 10,864 vehicles have been purchased so far in 2023.
This is not sustainable and rickshaw unions have been urging the government to stop issuing new licenses. This is a grave issue threatening the livelihood of over 1 lakh Punekars. Why are cabs treated as private entities and not public transport? They are now an integral part of our lives and an important means of urban transport. Also, as a part of the gig economy, they are a huge source of self employment. Where is the comprehensive policy for this Conclusion: We cannot plan the metro without thinking about the bus service.
We cannot talk about the bus service without talking about the rickshaws and cabs and vice versa. They are all interconnected. So the city needs a serious relook at existing plans and massive push to ensure that these do not remain on paper.
Public transport is the key to everything from physical and mental health to the inclusion of women in the workforce. Just imagine, what if every one of the lakhs of Punekars who use expensive fuel based cars could save a couple of thousand rupees a month? Imagine the savings! And imagine the economic boost the city would get with this kind of discretionary spending taking place, which was otherwise going to importing fuel from abroad. The Pune Model aims to make Public transport a central election issue, especially in light of the 3 elections in 2024.
Yours Sincerely Sangram Khopade Punekar