Pune transport solutions

Solutions to Pune’s Commuting Woes

To improve the PMPML, we must ...

a)Increase the number of buses significantly, and improve their maintenance. 

b) Rationalize bus routes- Improve connectivity to the upcoming areas of Pune

Ex. Bus routes connecting the IT hub at Hinjewadi should be implemented

c)Bring about transparency & efficiency in the functioning of the  PMPML

d) PMPML staff needs to be more courteous, compassionate and considerate while interacting with citizens and must drive carefully- through extensive training

SCOPE FOR IMPROVEMENT IN BRTS:

Though the BRTS in the initial phase was fairly successful, there were some areas where it could improve : Pedestrian crossing facilities Better usage of the Digital Info System Boarding the bus is a big hassle for

Handicapped Passengers, so a system could be put in place to ease travel for such special passengers

BRTS Ahmedabad – A Huge Success

Metro for Pune

Karve Road

Mu

mb

ai –

Ban

galu

ru h

igh

way

To Bangaluru

BRTS Phase II Stretch

BRTS Phase I Stretch

BRTS Phase II Stretch ( City Core Area )Bengaluru Pune Mumbai Highway

Leged

Katraj

Phase1 – Metro line 1 - 16.6 Kms

PCMC

Pataleshwar

Swargate

Hinjewadi

Phase1 – Metro line 2 -14.9

Bund Garden

Vanaz

Deccan Gymkhana

Ramvadi

Phase I

•Metro Line 1 1. Elevated 2. Underground •Metro Line 2

Phase 2

Courtesy : V I T’s PVP College of Architecture – Pune. Project by : IV th year B.Arch. students 2009 -10

Proposed Pune Metro routes – Phase IDMRC’s recommendation for Pune Metro – Phase I

Standard gauge metro as under : Corridor 1 – Pimpri Chinchwad to Swargate Length - 16.589 km - Elevated 11.57km – PC to Shivajinagar Underground 5.019km – Shivajinagar to

Swargate Capital cost - Rs. 4911 crores + taxes Corridor 2 – Vanaz to Ramwadi Length - 14.925 km – Fully Elevated Capital cost - Rs. 2217 crores + taxes Total capital cost - Rs. 7128 crores + taxes Total completion cost without taxes – Rs. 8401crores Total completion cost with central taxes – Rs. 9534

crores Costs based on September 2008 prices – Actual cost

of execution could be much higher

Proposed Pune Metro routes – Phase II

DMRC’s recommendation for future metro : Swargate – Katraj (4 km) Deccan – Tilak road – Swargate – Shankar

Seth road – Race course – Bund Garden (11 km)

Pataleshwar – University – Aundh – Hinjewadi (18 km)

Is an Elevated Metro the right way to go ?

Metro on road

Karve road

Elevated Metro Issues2) Metro station on road 35 mtr wide,140 mtr long and 23 mtr (7-8

storey) high metro station at every one km – insufficient clear space for station (example

Nalstop station) – demolition of road side buildings, land

acquisition required – light, ventilation, access problems for road

side buildings Station entry/exit will block footpath No parking space possible at metro station

due to location in congested areas (DMRC report -

Executive summary, pg 12) – people using own vehicles will not be able to use metro

7 StoreyHighStation

TYPICAL METRO STATION (indicative concept drawing)

4 StoreyHighPlatform

Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10

P. Y. C Ground Chitale Bandhu

Janseva Dinning Hall

Deccan Post Office

J. M. Road

Karve Road

F. C

. R

oad

Metro Alignment – Khandujibaba chowk

(Reference: DMRC Report)

Ladki

P

ool

Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10

Jangali Maharaj RoadTo

ward

s Shiva

ji

Nagar

Civil Court

Sancheti hospital

College of Engineering

C.O.E.P Ground

KalaniketanTata Indicom

Metro Alignment – Sancheti chowk

Courtesy : V I T ‘S PVP College of Architecture, Pune. Project by : IV th year B.Arch.

Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10

Metro Alignment – Railway station

Elevated Metro Issues- Elevated v/s Underground

Most of the drawbacks / problems with elevated metro highlighted earlier do not exist in case of underground metro

Expected life Maintenance cost will also be high. Safety level Basic capital cost of underground metro is higher

– however, saving due to shorter route length as it is not necessary to follow road alignment.

Also indigenous broad gauge technology can be used which is cheaper than imported standard gauge. Also broad gauge has higher passenger capacity which may reduce number of coaches and station length which again means cost reduction.

FSI 1.0 FSI 2.0

FSI 3.0

FSI 4.0

Densification of Metro Corridor

Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009-10

Report in Mumbai newspaper(6-04-10) - Fire safety norms and Development Control rules

violated by Mumbai Metro

Elevated Metro Issues- Elevated v/s Underground

The REAL cost of elevated metro –

Direct cost of underground metro is no doubt higher than elevated

But what about the impact of elevated metro on people and the cityWhat costs to be assigned to (a) hardships, risks, trauma, losses, displacement etc. that citizens would suffer (b) closing of all future options(c) fall in quality of life (d) permanent disfigurement of city and such other impacts All such costs need to be factored in the cost for elevated metro to know it’s real cost for the city.

Hence if there has to be a metro, it should be underground broad gauge metro on viable routes which will be more cost effective in the long run instead of elevated metro

Traffic-other suggested improvements1. NON-MOTORISED TRANSPORT

Development for Non Motorized Transport – Cycle Tracks, Rent a Cycle scheme, etc. These have been started by the PMC but not well maintained or well constructed.

Pedestrian facilities Zebra Crossings Where required, elevated crossings, skywalks, wide footpaths, subways,

etc need to be constructed. Also pedestrians MUST use these and only these for safe crossing of

roads. Even where provided they are underused

Cycle Track at Law College Road Skywalk in

Mumbai

2. Projects undertaken by the Pune Traffic Police like their facebook page, where complaints with a photo can be easily posted are good initiatives.

3. Traffic Management : As many as 120 Closed Circuit Television (CCTV) cameras have been installed in the city since December 2008 for the Intelligent Traffic System (ITS). But the project is far from being implemented. The process has been stuck as a private party as proposed to challan violators has not been zeroed-in and the tender process is yet to begin.

4. Road Improvement : Urgent need to improve quality of roads and bring in uniformity

in them

Concretizing heavy motorways

Provision of various road facilities – Signage boards, lane markings, zebra crossings, parking lines, bus stop box, reflectors, Traffic islands, etc

Development of storm water drains alongside each road

Beautification of roads and areas around it – planting trees, landscaping

Curb digging of roads – legal and illegal : Provide Underground Ducts

4. Road Improvement :

Some of the well developed and maintained roads in the city

Pedestrian crossing signal on J.M. Road

Final Bulletin of Solutions IMPROVE PMPML

IMPROVE AND WIDEN EXISTING ROADS, PARKING, PEDESTRIAN FACILITIES

DEVELOPMENT OF ALTERNATE PUBLIC TRANSPORT SYSTEMS

INTRODUCE THE CONCEPT OF TIME STAGGERING

PUBLIC MINDSET SHOULD CHANGE POSITIVELY

Conclusion

When you take a problem in hand, complete it fully, don’t leave it hanging…the sufferers are the citizens alone

The given discussion of problems, suggestions and solutions must be taken seriously

If implemented, our dream of a modern, developed, clean Pune will come true

This vision can very much be achieved in a span of 5 years if there is political will, implementation by the corporation and most importantly people’s participation

References Google image search Times of India articles Pune Mirror articles DNA articles Various case studies of renowned persons PMC website PMPML website Pune Police website Regional Transport Office website Wikipedia.org www.cityblogpune.com

* Many of the pictures used have been taken by us, when going around the city*

This presentation has been developed by following the students of M.I.T. (Civil Engg. Dept.) under the guidance of Prof. and HOD Dr. S.S.Pimplikar

1. Ankita Rathor

2. Arjun Badhe

3. Jeevan Morankar

4. Harshal Nikose

5. Priya Raj

6. Sagar Shah

7. Vivek Patwa