Patiala Town

Detailed Project Report for Financial Assistance
Detailed Project Report for funding of buses under MoUD Scheme for Patiala
Under MoUD Scheme (Extended JnNURM) For
Purchase of Buses
PATIALA, PUNJAB
OCTOBER,
2013
PATIALA MUNICIPAL CORPORATION

1
Detailed Project Report for Financial
Assistance under MoUD Scheme for
Purchase of Buses
Patiala
[Total Project Cost: (in ` 24.90 Crores )]
[Central Financial Assistance Required: (in ` 12.56 Crores)]
2
REPORT CARD OF EARLIER JnNURM FUNDING1:
No Funding was received in the earlier JnNURM Funding.
1Applicable only for JnNURM mission cities
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Table of Contents
Chapter 1: Patiala - City Profile ................................................................. 12

1.1. Background ........................................................................................................................ 12
1.2. Spatial Growth and Regional Setting ................................................................................. 13
1.3. Climate ............................................................................................................................... 14
1.4. Linkages & Connectivity..................................................................................................... 15
1.5. Demographic Profile .......................................................................................................... 15
1.5.1 Population.................................................................................................................. 15
1.5.2 Population Growth Rate ............................................................................................ 16
1.5.3 Population Density .................................................................................................... 17
1.5.4 Age profile & Gender Ratio........................................................................................ 17
1.5.5 Literacy Rate .............................................................................................................. 17
1.6. Urban Economy ................................................................................................................. 18
1.6.1 Occupational Pattern ................................................................................................. 18
1.6.2 Income profile............................................................................................................ 20
1.7. Land use Distribution ......................................................................................................... 20
1.8. Transport Network Characteristics.................................................................................... 22
1.8.1 Road Network Characteristics: .................................................................................. 22
1.8.2 Major Intersections ................................................................................................... 26
1.8.3 Pedestrian and NMV Facilities ................................................................................... 27
1.8.4 Parking and Traffic Management .............................................................................. 28
1.8.5 Traffic Safety .............................................................................................................. 28
1.9. Vehicular Growth and Composition .................................................................................. 29
1.9.1 Rail Network Characteristics...................................................................................... 29
1.9.2 Major Transportation Nodes ..................................................................................... 30
1.9.3 Traffic characteristics of city roads ............................................................................ 31
1.9.4 Socio-Economic and Travel Characteristics ............................................................... 31
1.10. Comprehensive Mobility Plan/ Comprehensive Traffic and Transportation Study
(CMP/CTTS).................................................................................................................................... 32
1.10.1 Major Issues to Traffic and Transportation ............................................................... 33
1.11. Urban Governance and Institutional Framework .......................................................... 35
Chapter 2: Public Transport Characteristics............................................... 36

2.1. Introduction ....................................................................................................................... 36
2.1.1 Mass Rapid Transit System & Bus Rapid Transit System ........................................... 36
2.1.2 City Bus System .......................................................................................................... 36
2.1.3 Punjab Road Transport Corporation Services............................................................ 36
2.2. Intermediate Public Transport System .............................................................................. 38
2.3. Public Transport Ridership................................................................................................. 38
2.4. Support Infrastructure ....................................................................................................... 38
2.4.1 Existing Bus Q Shelters (BQS) .................................................................................... 39
2.4.2 Existing Bus Depots and Terminals ............................................................................ 39
2.4.3 Proposed Depot, Terminals and Bus Shelters for JNNURM buses ............................ 39
2.5. Intelligent Transport Systems (ITS) .................................................................................... 43
2.5.1 Existing Infrastructure ............................................................................................... 43
2.5.2 Proposed Intelligent Transport Systems (ITS) ........................................................... 44
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Chapter 3: Proposed Operation Plan ......................................................... 50

3.1. Background ........................................................................................................................ 50
3.2. Approach ........................................................................................................................... 50
3.2.1 Objective of city under NUTP / JnNURM ................................................................... 50
3.2.2 Initiative of Patiala Municipal Corporation ............................................................... 51
3.3. Operational feasibility Analysis ......................................................................................... 51
3.2.3 Networking public transit corridors........................................................................... 52
3.4. Assessment of Fleet ........................................................................................................... 53
3.4.1 Method 1– Based on ‘new proposed routes’ ............................................................ 54
3.4.2 Strategy for route rationalization of IPT/ para-transit system .................................. 55
3.5. Category wise distribution of buses .................................................................................. 55
3.6. Bus Specifications .............................................................................................................. 55
3.7. Contracting Mechanism for Operation & Maintenance of buses (public/private) ........... 56
Chapter 4: Financial Resources Plan .......................................................... 58

4.1. Capital Cost ........................................................................................................................ 58
4.1.1 Bus Fleet Cost (A):...................................................................................................... 58
4.1.2 Support Infrastructure (B+C) ..................................................................................... 58
4.1. Funding Pattern ................................................................................................................. 59
4.2. Financial Sustainability ...................................................................................................... 60
4.3.1 Assumptions for Financial Analysis............................................................................ 61
4.3.2 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding required) 61
4.3.3 Steps for financial sustainability of operation and maintenance .............................. 63
Chapter 5: Urban Transport Reforms ........................................................ 64

5.1. Special Purpose Vehicle / “Cost Centre” under Patiala Municipal Corporation ............... 64
5.1.1 Structure of SPV ............................................................................................................. 64
5.1.2 Functions of SPV ............................................................................................................ 65
5.2. Urban Transport Fund ....................................................................................................... 66
5.3. Advertisement Policy ......................................................................................................... 67
5.1.3 Application ..................................................................................................................... 67
5.1.4 Policy Objective ............................................................................................................. 67
5.1.5 Guiding Principles .......................................................................................................... 68
5.4. Parking Policy ..................................................................................................................... 68
5.5. Traffic Information and Management Control Centre ...................................................... 69
5.6. Regulatory Mechanism for the Periodic Revision of Fares................................................ 70
5.7. Proposed Timelines for Reforms ....................................................................................... 72
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List of Tables
Table 1-1: Temperature and Precipitation ........................................................................................ 14

Table 1-2: Decadal Population and Growth Rate of the Patiala City ................................................ 15
Table 1-3: Decadal Population Density of Patiala City ...................................................................... 17
Table 1-4: Gender Ratio and Age profile of Patiala City .................................................................... 17
Table 1-5: Literacy Rate of Patiala City.............................................................................................. 18
Table 1-6: Occupational Pattern of Patiala City ................................................................................ 18
Table 1-7: Occupational Structure of Patiala City ............................................................................. 19
Table 1-8: Category Wise Distribution of Workers in Patiala City ..................................................... 20
Table 1-9: Land use Distribution ........................................................................................................ 21
Table 1-10: Major Roads in Patiala City ............................................................................................ 23
Table 1-11: Distribution of Road Network as per the Right of Way .................................................. 26
Table 1-12: Major Intersections in Patiala City.................................................................................. 26
Table 1-13: Flyovers/ROB’s in Patiala City......................................................................................... 27
Table 1-14: Railway Routes in Patiala City ........................................................................................ 29
Table 1-15: Traffic Volumes on the Major Arterials of Patiala City ................................................... 31
Table 1-16: Distribution of Trips by Purpose...................................................................................... 32
Table 1-17: Institutional Responsibility Matrix .................................................................................. 35
Table 2-1: Bus Depot for city buses .................................................................................................. 39
Table 2-2: Proposed Bus Depot......................................................................................................... 42
Table 3-1: Proposed Shift from Private Modes to Public Transport Systems.................................... 52
Table 3-2: Total City Buses required per hour on each link and headway ........................................ 52
Table 3-3: Identified Bus Routes for Patiala City ............................................................................... 53
Table 3-4: Fleet Estimation of the proposed routes for Patiala city .................................................. 54
Table 3-2: Category wise Distribution of buses ............................................................................... 55
Table 4-1: Cost of Buses .................................................................................................................... 58
Table 4-2: Cost of Depot development ............................................................................................. 58
Table 4-3: ITS/PIS costing ................................................................................................................. 58
Table 4-4: Project Funding Pattern for all three types of buses ...................................................... 60
Table 4-5: Assumption for financial analysis ................................................................................... 61
Table 4-6: IRR with and without Grant ............................................................................................ 62
Table 5-1: Urban Transport Reforms ................................................................................................. 64
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List of Figures
Figure 1-1: Location of Patiala in Punjab State ............................................................................... 12

Figure 1-2: Moti Bagh Palace, Patiala.............................................................................................. 13
Figure 1-3: Comparative Decadal Population of the Patiala City ...................................................... 16
Figure 1-4: Comparative Decadal Growth Rate of the Patiala City ................................................... 16
Figure 1-5: Location of Patiala Bus Stand/Workshop ........................... Error! Bookmark not defined.
Figure 2-1: Patiala City Bus Stand...................................................................................................... 37
Figure 2-2: Patiala City Bus Stand...................................................................................................... 37
Figure 2-3: Suggested layout for a depot ......................................................................................... 41
Figure 2-4: Suggested program for facilities in a depot .................................................................. 41
Figure 2-5: Suggested flow diagram for activities ........................................................................... 42
Figure 2-6: Proposed Location of the New Depot ............................................................................ 43
Figure 3-1: Identified Bus Routes for Patiala City .............................................................................. 53
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List of Annexure
Annexure 1 : Advertisement Policy for Patiala .................................................................................. 73

Annexure 2 : Parking Policy for Patiala.............................................................................................. 84
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Abbreviations and Acronyms
AFC Automatic Fare Collection

ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Supervision
BRTS Bus Rapid Transit System
BQS Bus Queue Shelter
CBS City Bus System
CDP City Development Plan
CMC Common Mobility Card
CMP Comprehensive Mobility Plan
CTTS Comprehensive Traffic & Transport Study
DPR Detailed Project Report
ECS Equivalent Car Space
EIRR Economic Internal Rate of Return
EPK Earnings per Kilometre
ETC Electronic Ticket Collection
ETM Electronic ticketing machines
ETVM Electronic Ticket Vending and Verification Machine
FAR Floor Area Ratio
FIRR Financial Internal Rate of Return
GoI Government of India
GoHP Government of Himachal Pradesh
ITES Information Technology Enabled Services
ITS Intelligent Transport Systems
ITMS Integrated Transport Management Systems
JnNURM Jawaharlal Nehru Urban Renewal Mission
MDP Master Development Plan
MIS Management Information Systems
MoUD Ministry of Urban Development
MRT Mass Rapid Transit
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MV Act Motor Vehicle Act

NH National Highway
NMV Non-Motorized Vehicle
O-D Origin- Destination
OHE Over Head Electrification
PDCOR Project Development Corporation Development Project
PHED Public Health Engineering Department
PHPDT Persons Peak Hour Peak Direction Traffic
PIS Passenger Information Systems
PPP Public Private Partnership
PT Public Transport
PWD Public Works Department
RSS Receiving Sub Station
RTO Regional Transport Office
SCADA Supervisory Control and Data Acquisition
STU State Transport Undertaking

TIMC Traffic Information and Management Control Centre
TOD Transit Oriented Development
UMTA Unified Metropolitan Transport Authority
UTA Unified Transport Authority
UTF Urban Transport Fund
UTIITSL UTI Infrastructure Technology & Services Limited
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Preface
Efficient mobility of people is one of the key factors for the progress and prosperity of a society
and a nation. Effective public transport is the need of every major city. For various cities that are
growing at a rapid pace, it becomes the most essential vehicle for sustaining growth.
The available public transport modes typically offer poor levels of services marked by improperly
maintained shabby vehicles, un-ergonomic design of buses for city transport, un-responsive staff,
and lack of proper systems oriented towards consumer satisfaction. The poor quality of services
lead to higher use of personal vehicles for transport causing congestion on roads and rise in air
pollution levels. It is therefore imperative that effective and efficient mass public transport
services are provided in various cities in order to increase the share of public transport. The traffic
and transport situation in most cities clearly point towards an urgent necessity for an efficient,
reliable and cost effective public transport solution.
In this context, the Ministry of Urban Development (MoUD), Government of India (GOI) had issued
policy circular Do. No. K-14011/48/2006-UT (Pt.) on 12th January 2009 under which the second
Stimulus Package was announced by the Government and the States were provided assistance
under the Jawaharlal Nehru National Urban Renewal Mission (JnNURM) for the purchase of buses
for their urban transport systems. A total of 15,260 buses were sanctioned during 2009 to 2012
which have made a big contribution to urban transport in India. As per the Annual Budget Speech
by Hon’ble Finance Minister for the FY 2013-2014, JnNURM is being continued in the 12th Plan
with Rs. 14,873 crores allocated for the current year of which “a significant portion will be used to
support the purchase of upto 10,000 buses, especially by the hill States”.
In order to strengthen the public transport share in the Patiala, city authority have decided to
implement a city bus services for Patiala under the extended JnNURM scheme. Since, the initiative
has been well taken by the citizens which has been reflecting in increased patronage in the other
cities of Punjab, it is expected to have similar kind of outcomes for Patiala. In order to cater to
increase in passenger demand combined with future requirement, the Municipal Corporation
intends to introduce the new fleet and avail the funds under the aforesaid MoUD scheme. To avail
the funds available under the Scheme, the parastatals/ ULBs have to submit a Detailed project
Report (DPR). This DPR is being submitted by “Municipal Corporation of Patiala” to avail funds
under the aforesaid scheme.
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Chapter 1: Patiala - City Profile
1.1. Background
Patiala is one of the erstwhile princely cities of Punjab. Located in the south eastern part
of the state, 65 kms from the state capital of Chandigarh, it lies between 29o 49’ and 30o
47’ north latitude, 75o 58’ and 76o 54’ east longitude and 25 kms away from the Grand
Trunk Road (i.e National Highway 1) and it is about 250 kms from Delhi.
Figure 1-1: Location of Patiala in Punjab State

It is well connected with the important urban centers of Punjab by the network of
National Highway, State highways and District Roads. The city is linked with railway
network as Rajpura branch Railway line passes through the city. Though the historians
have tried to trace the origins of the Patiala city to Rig veda literature yet the town as it
stands today was found by Baba Ala Singh with the construction of the Qila Mubarak in
the year 1763. One gets the impression as if the city was designed and developed
according to a paln akin to that of the temple architecture. In the heart of the city was the
seat of the king similar to the house of the deity and the residential areas of communities
developed around it status-wise. The area covered now by the ruins of Pattanwala, it is
popularly believed that the word Patiala comes either from Pattan-wala, or from a
combination of the word ‘Pati” which means territory and ‘ala’ from the founder Baba Ala
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Singh. Maharaja Narendra Singh (1845-1862) fortified the city of Patiala by constructing
ramparts and ten gates around the city.
Figure 1-2: Moti Bagh Palace, Patiala
Patiala’s sway over the Malwa area extended beyond merely political influence. Patiala
was equally the set of religious and cultural life. Educationally Patiala was in the forefront.
Patiala was the first town in this part of the country to have degree collage – the
Mohindra Collage in 1870. The famous printing of Munshi Nawal Kishore is also
established here in the seventies of the 19th century. Patiala has a culture of its own,
evolving into distinct “Patialavi” culture. Patiala has also seen evolution of distinct style of
architecture. Borrowing from the Rajput style, it beauty and elegance are, however,
moulded according to the local coloring. With the active patronage of the erstwhile rules
of Patiala, a well established style of Hindustani music called the “ Patiala Gharana” came
into existence and has held its own upto the present times. This school of music has had a
number of famous musicians, many of whom came to Patiala after the disintergration of
the mughal court in the 18th century. This school of music continues to get the patronage
of the state through the North Zone Culture Center, established in Patiala.
1.2. Spatial Growth and Regional Setting
Patiala with its population of 3.03 lakhs is the fourth largest city of Punjab and also it is
one of the counter magnets considered outside National Capital region (NCR) other than
Bareily, Hissar, Gwalior and Kota in order to reduce the pressure on Delhi. On account of
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substantial administrative, institutional and commercial development that has already

taken place, its growth impulses have led to growth outside the limits of Municipal
Corporation of Patiala. LPA Patiala comprises of 155 villages out of which 10 villages have
been merged in the Municipal Corporation area of Patiala and one village is part of
Municipal Council of Sanaur. The total area of the Patiala Municipal Corporation is 50.11
Sq kms . As per the Census 2011 the total population of Municipal Corporation of Patiala
was 405,164.
1.3. Climate
Patiala is part of the great plains of North India. It has a mean elevation of about 256 m
and gently slopes from north east towards south west. The terrain here is flat and
featureless. Being alluvial in origin, its soils are well drained and are very fertile. The
Climate here is typical of Punjab plain i.e. very hot in summer and very cold in winter. The
city is generally dry and hot, with monsoon lasting three months. Both summer and
winter are severe. The annual average rainfall is 688mm. On an average there are 61 rainy
days. The variation in rainfall is appreciable. The month of May is the hottest with the
mean monthly maximum temperature of 43.1oCelsius. January is the coldest month with
mean monthly minimum temperature of 2.1oCelsius.
Table 1-1: Temperature and Precipitation

Month Average Temperature °C Average Rainfall (mm)
January 14 36
February 14 35
March 16 40
April 19 48
May 22 0
June 26 89
July 28 117
August 28 96
September 26 40
October 23 41
November 20 40
December 19 40
Source: http://patiala.nic.in, Patiala District.
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1.4. Linkages & Connectivity
The city is well connected to other parts of the country by road, rail and air transport.
 By Air: Patiala has a airport which is not operational, the nearest airport is
Chandigarh Airport (62kms) is has scheduled commercial flights to major cities of
India including New Delhi, Mumbai, Indore, Jaipur and Srinagar.
 By Rail: Patiala has a single railway line, which is a branch line of Rajpura railway
line, further the nearest railway station is Chandigarh & Ambala Railway Station
lies in the Northern Railway zone of the Indian Railway network. Scheduled trains
connect Patiala to Delhi, Ambala, Rajpura, Bathinda, Panipat & Kalka amongst the
other cities.
 By Road: Patiala is well connected to cities like Ludhiana, Jalandhar and Amritsar,
on NH 1 via State Highway no. 8 till Sirhind, which is situated on NH 1. Patiala is
well connected to Delhi by road as well as by rail. NH 64 (Zirakpur - Patiala -
Sangrur - Bhatinda) connects Patiala with Rajpura (situated on NH 1 and very well
connected to Delhi) and Zirakpur (near Chandigarh).
1.5. Demographic Profile
This section illustrates the demographic profile like population, population growth rate
and population density of the study area. The details for each have been explained in the
following sections
1.5.1 Population
The population of Patiala District as per 2011 Census is 18,95,689. The Municipal
Corporation of Patiala serves to a population of 405,164, which has grown at a rate of
25%. The growth rate of Patiala is average, and is comparable with India's overall
population growth, according to census 2011. The details are summarized in the table
below
Table 1-2: Decadal Population and Growth Rate of the Patiala City
S.No. Particulars Population (Year Population (Year Decadal
2001) 2011) Growth rate
15
(%)
1 Patiala District 1839056 1895689 2.9
2 LPA Patiala 485497 588422 21.2
3 Patiala (MC) 303151 405164 25
Source: Census of India 2001 & 2011
Figure 1-3: Comparative Decadal Population of the Patiala City
1.5.2 Population Growth Rate
As per the Census 2011, Patiala has a population of 405,164, which has increased from
303,151. Total population of Patiala as per 2011 census is 405,164 of which male and
female are 215,606 and 189,558 respectively. The population and decadal growth rate are
presented in Table 1.2 above;
Figure 1-4: Comparative Decadal Growth Rate of the Patiala City
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1.5.3 Population Density
Population density of Patiala according to provisional data for population in Census 2011
is 10950 /sq. km. The decadal population density per sq km of area for Municipal
Corporation of Patiala is as follows in the Table 1-3
Table 1-3: Decadal Population Density of Patiala City

S.No. Year Total Population Area (sq kms) Density
(persons/sq.kms)
1 1981 205141 31.20 6575
2 1991 238368 31.20 7640
3 2001 303151 37.00 8193
4 2011 405164 37.00 10950
Source: Census of India 1981, 1991, 2001 & 2011
1.5.4 Age profile & Gender Ratio
In 2011, the city had a population of 405,164 of which male and female population was 215,606
and 189,558 respectively. The sex ratio in the Patiala stood at 879 females per 1000 males. The
average national sex ratio in India is 940 as per latest reports of Census 2011. In 2011 census, child
sex ratio was 859 girls per 1000 boys in Patiala. The percentage of children, adults as per the
Census 2011 stood at 9.6 % and 90.3% respectively for Patiala. The data has been given in Table 1-
3 below:
Table 1-4: Gender Ratio and Age profile of Patiala City

S. No. Parameter Sex Ratio Population of Population of
children (%) adults (%)
1 National Average 940 13.1 86.9
2 Patiala (MC) 879 9.6 90.3
Source: Census of India, 2011
1.5.5 Literacy Rate
Average literacy rate of the Patiala in 2011 was 86.36 compared to 85.66 in 2001. If things
are looked out at gender wise, male and female literacy were 89.59 and 82.70
respectively. This data has been shown in the table below;
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Table 1-5: Literacy Rate of Patiala City

S. Parameter Literacy Rate Literacy rate – Literacy rate –
No. Male (%) Female (%)
1 National Average 74.04 82.14 65.46
2 Patiala (MC) 86.36 89.59 82.70
Source: Census of India, 2011
1.6. Urban Economy
The economy of Patiala and its LPA is based mainly on trade, commerce, agriculture and
agro based industry. City or District wise estimates of domestic products are not available.
However, education, tourism, hospitality, real estate business like multiplexes, malls and
other commercial establishments, financial and banking services etc also contribute to the
economic well being of the people of the city.
1.6.1 Occupational Pattern

The Occupational structure reflects the economic status of a region. The percentage of
total workers in LPA Patiala shows an increasing trend during the decadal period 1981-91
as well as 1991-2001. In 1981 growth rate was 29.91% in 1991 it became 29.72% and in
2001 it increased to 33.98%. The percentage of non workers shows inverse trend as it was
70.09% in 1981, 70.28% in 1991 and 66.02% in 2001, as shown in the Table below.
Table 1-6: Occupational Pattern of Patiala City

Years Total Workers % of Workers Total Non % of Non
Workers Workers
1981 98773 29.91 231446 70.09
1991 121373 29.72 287006 70.28
2001 164972 33.98 320525 66.02
Source: Master Plan LPA Patiala
If workforce of LPA is further classified, it shows that from 1981-2001, both the no. of
cultivators and agricultural labourers decreased. The no. of cultivators which was 14880
(1981) fell down to 14389 (2001) and the no. of agricultural labourers which was 13453
(1981) dropped to 10128 in 2001.
Household Industry has been defined by Census 1991 as an industry conducted by the
head of the household at home or within the village in rural areas and only within the
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precincts of the household who live in urban areas. It is related to manufacturing,

processing, servicing and repairing of goods. The percentage of workers in household
industry increased from 1.16% in 1981 to 3.22% in 2001 showing that the trend of using a
part of residence for industrial and semi-industrial purposes is catching up among the
people to increase their economic gains.
If percentage of other workers i.e. those who are engaged in non household industry,
electricity, gas and water supply, public administration and defence, compulsory social
security, education, health and social work, other community, social and personal service
activities, private household with employed persons, extra-territorial organisation and
bodies are examined it shows an upward graph because in 1981 it was only 68.44%, in
1991 it became 72.52% and in 2001 it rose to 73.82%.
Table 1-7: Occupational Structure of Patiala City
Year Total Main Workers
Workers Cultivators Agricultural Household Others
Laborers Industries
No. %age No. %age No. %age No. %age
1981 98773 14880 15.06 13453 13.62 1143 1.16 67603 68.44
1991 121373 15257 12.57 14416 11.88 2849 2.35 88017 72.52
2001 164972 14389 8.72 10128 6.14 5313 3.22 121789 73.82
As per the Census 2001, Patiala city has a very small proportion of main workers i.e. 3.36%
are engaged in cultivation, agricultural labour, planting, forestry and fishing, mining and
quarrying altogether. In comparison to main workers in transport, storage and
communication activities that involve 5222 workers, the main workers engaged in
construction activities are less in number i.e. 4460. The main workers engaged in
electricity, gas and water supply makes 4.16% of main workers.
The percentage of city population involved in wholesale and retail trade constitutes
20.83% of main workforce, the second highest number of main workers falls in this
category. 1.19% workers are engaged in business of hotels and restaurants. The total of
7306 main workers is engaged in financial intermediation, real estate renting and business
activities i.e. 7.58% of the workforce. The highest percentage in the workforce of Patiala
city is of those workers who are involved in activities like public administration and
defence, compulsory social security, education, health and social work, other community,
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social and personal service activities; private households with employed persons; extra-
territorial organizations and bodies i.e. 37.70% of main workers.
Table 1-8: Category Wise Distribution of Workers in Patiala City

Code Type of workers No. of Workers (2001) Percentage
A&B Cultivators 584 0.61
Agricultural laborers 1744 1.81
Planting, Forestry Hunting and Fishing 846 0.88
C Mining and Quarrying 56 0.06
D Household Industry 3466 3.6
Non Household Industry 11136 11.55
E Electricity, Gas & Water Supply 4006 4.16
F Construction 4460 4.63
G Wholesale & Retail Trade 20078 20.83
H Hotels & Restaurants 1152 1.19
I Transport, Storage & Communication 5222 5.42
J&K Financial Intermediation; Real Estate Renting 7306 7.58
& Business Activities
L to Q Public Administration & Defence Compulsory 36346 37.7
Social Security, Education, Health & Social
Work, Other Community, Social & Personal
Security Activities, private Households with
Employed Persons, Extra Territorial
Organizations and Bodies
Total 96402 100
1.6.2 Income profile

As per the CMP for Patiala, the average monthly household income was observed to be `
13029. It had been observed that, more than 40% are in the higher income group,
followed by Middle income group and low income group with 26 and 27% respectively.
1.7. Land use Distribution
The existing land use distribution determines the nature of development of a settlement
and its economic status is also reflected through the type of its physical development. The
study of existing landuse distribution helps in fixing the priorities and for evolving a
strategy for the future development of the area. The existing landuse scenario guides a
planner to allocate land for different land-uses viz., residential, industrial, commercial,
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public/semi public etc rationally and optimally so as to achieve the high level of efficiency
of land which is limited. The existing land use plan for local planning area is as mentioned
in the table below.
Table 1-9: Land use Distribution
LAND USE TYPE Area (ha.) %age
RESIDENTIAL Urban Residential 2141.93 33.42
Residential Plots 212.88 3.32
Internal Road Area 245.78 3.83
TOTAL 2600.59 40.58
COMMERCIAL Retail Shopping 107.28 1.67
General Business & Commercial 27.88 0.44
District/Centers
Wholesale, Godowns, Ware Housing 47.14 0.73
Regulated Market
TOTAL 182.3 2.84
INDUSTRY Service and Light Industry 42.73 0.67
Planned Industrial Areas 70.9 1.11
Medium, Large & Heavy 92.15 1.44
TOTAL 205.78 3.21
UTILITIES Water works 10.84 0.17
Electric Grid 19.64 0.31
Sewage Disposal 0.03 -
Solid Waste 7.85 0.12
Communication 2.85 0.04
Sewage Treatment Plant 0.39 -
TOTAL 41.6 0.65
PUBLIC & SEMI Govt/ Semi Govt/Public Offices 158.15 2.47
PUBLIC Govt. Land (Use Undetermined) 49.74 0.78
Education and Research 402.6 6.28
Medical and Health 35.98 0.56
Social, Cultural & Religious 67.07 1.05
Cremation & Burial Grounds 6.26 0.1
TOTAL 719.8 11.23
TRANSPORTATION Roads 589.59 9.2
Bridges/Flyovers 3.74 0.06
Roundabouts 1.32 0.02
Parking Area 14.72 0.23
Railway Lin & Siding 27.76 0.43
Railway Station 2.07 0.03
Bus Terminus 1.97 0.03
Truck Terminus 14.6 0.23
TOTAL 655.77 10.09
RECREATIONAL Playgrounds, Stadium, Sports Complex 122.77 1.92
Parks & Gardens (Public Open Spaces) 76.74 1.2
21
TOTAL 199.51 3.12

AGRICULTURAL Agricultural 577.24 9.01
Kutchha Road 2.56 0.04
Forest 2.53 0.04
Water Bodies 99.99 1.56
Canal 2.88 0.04
Plantation & Orchards 95.25 1.49
Dairy & Poultry Farms 0.17 -
Vacant Land 790.88 12.34
TOTAL 1571.5 24.52
SPECIAL AREA Heritage & Conservation Area 25.82 0.4
Other Use 206.33 3.22
TOTAL 232.15 3.62
GRAND TOTAL 6409 100
1.8. Transport Network Characteristics
Transport network characteristics discusses about the road network, rail network, growth
of registered vehicles, traffic and travel characteristics and main issues related to city’s
transportation system.
1.8.1 Road Network Characteristics:
The L.P.A Patiala is well served by roads connecting it to various cities of other districts
and within district.
1. National Highway 64 passes through the city connecting Rajpura and Sangrur.
2. State Highways 10 and 8 passes through the city of Patiala connecting Samana and
Devigarh. Major District Road 25 connects Patiala to Cheeka towards Haryana.
3. There are three scheduled roads namely Patiala-Nabha (S.R.-32), Patiala-Sirhind
(S.R.-31) and Patiala-Samana (S.R.-18).
4. Other major roads connecting Patiala are Patiala – Sanaur, Dakala, Main and
Bhadson.
The existing road network in the city is partially radial in pattern. The Nabha road also
carries the traffic of Bhadson road which merges at Thapar University Chowk and meets
Sirhind road at Gurudwara Dukhniwaran Sahib and then lead to the city. Similarly Sangrur
road also carries the traffic of Samana road which bifurcates near Bhakra main line.
Rajpura road carries the traffic from Chotti Nadi onwards and from transport nagar it also
22
carries the traffic of Sanaur road, Cheeka road and Pehowa road. The National Highway 64
enters the city from two sides i.e north east and south west, and south directions.
These important roads entering the city are listed below;

 Sangrur – Patiala (N H 64)
 Rajpura – Patiala (NH 64)
 Pehowa – Patiala (SH 8)
 Samana – Patiala (SH 10)
 Nabha – Patiala (Scheduled Road)
 Bhadson – Patiala (Scheduled Road)
 Sirhind – Patiala (Scheduled Road)
 Sanaur – Patiala (Other distt. Road)
 Cheeka – Patiala (Other distt. Road)
Table 1-10: Major Roads in Patiala City
S Name of the Road Length Width Width of Divided/Un Footpath
No. (kms) of the Carriageway divided (in m)
road (in (in m)
m)
1 From bus stand to Rajpura Road 4.8 37.8 8.23 Divided -
up to M.C. Limit
2 From Bus Stand to S S T Chowk 1.8 24.39 7.32 Divided 2.4 (both
sides)
3 From S.S.T Chowk to Sangrur 2.2 38.41 6.71 Divided -
Road upto M C Limit
4 From Bridge (On Chotti Nadi) to 1.05 33 10 Divided -
Devigarh Road
5 From Sanaur - Devigarh Junction 0.35 33 10 Undivided
to Sanaur Road upto M C Limit
6 From Old Octroi (On Patiala - 0.9 18 5.5 Undivided
Rajpura Road) upto Bridge along
Chotti Nadi
7 Gurudwara Dukhniwaran Sahib 2.25 27.43 7.3 Divided
to Thapar Univ. (Jail Road)
8 From Thapar Universit to Nabha 2.6 25 6.9 Divided
Road unto M C Limit
9 Gurudwara Dukhniwaran Sahib 4.4 25 7.32 Divided
to Sirhind Road upto MC Limit
10 From Mahindra College to 1.3 12 7 Undivided
Dakala upto M C Limit
11 From Thapar University Chowk 0.8 23.48 6.71 Divided
23
to Bhadson Road (upto Jail End)

12 From Jail end to Bhadson Road 1.05 21 10 Undivided 1.2 (both
(upto MC Limit) sides)
13 Gurudwara Moti Bagh to Village 1.25 20 9.1 Undivided
Main Road
14 From Bus Stand to Gurudwara 0.9 18.29 6.71 Divided 2.4 (both
Dukniwaran Sahib Chowk sides)
15 From Bus Stand to Gurbax 2.1 20.8 6 Divided
Colony (upto Chotti Nadi)
16 From Fountain Chowk to Leela 0.7 32.93 12.5 Divided 2.0 (both
Bhawan Chowk sides)
17 From Fountain Chowk to 2.25 29.3 10 Undivided 2.0 (both
Mahindra College (Lower Mall) sides)
18 From Leela Bhawan Chowk to 2.1 34.15 7.32 Divided 2.0 (both
Nabha road Chowk (Bhupindra sides)
Road Side)
19 From Leela Bhawan Chowk to 1.46 32.93 13.5 Divided 2.0 (one
Gurudwara Dukhnawaran side)
20 Leela Bhawan Chowk to 1.1 14.33 6.5 Undivided 2.4 (both
Sheranwala Gate (Through sides)
Baradari)
21 Leela Bhawan Chowk to Lal 0.7 30.48 21.95 Undivided
Singh Memorial Hospital Chowk
(Income Tax Road)
22 S.S.T Chowk to Gurudwara Moti 1.9 37.5 7.5 Partially 2.0 (both
Bagh (Upper Mall) Divided side)
23 S.S.T Chowk to Lal Singh 0.8 34 30 Undivided
Memorial Hospital Chowk
24 Gandhi Nagar to Rajpura Road 0.1 44.51 8.85 Divided 2.0 (both
Chowk (In front of the bus sides)
stand)
25 War Memorial to Military Area 1 19.3 14.63 Undivided 2.0 (both
(Woman College Road) sides)
26 Bus Stand to D.C.W Road (Upto 3 18.9 6 Undivided
Bye Pass)
27 Budha Dal (Ragho Majra Puli) 1.84 19 10 Partially
Chowk to Village Main Road Divided
28 Lal Singh Memorial Hospital 1.85 16.11 5 Undivided
Chowk to Railway line Via
Badunger
29 Gurudwara Dukhniwaran to 2 18.29 10 Undivided
Bhupindra Road (Passey Road)
30 Jail Road to Village Jhill Via 2.7 10 5 Undivided
Tripuri
31 From Hotel Fly Over to Bundha 0.8 18.6 5 Undivided
24
(Factory Area Road)

32 Rajbaha Road to State College 0.6 10 6.5 Undivided
(Lehal Road)
33 State College to Bhupindra Road 1.4 13.7 8 Undivided
34 Bye Pass (Northern) 4.7 60 12.2 Undivided
35 From Kohli Sweet Chowk to 1 27.4 13.4 Divided
Gurudwara Kashmirian (Tripuri
Road)
36 From Nabha Road to 24 No. 1.45 9 4.8 Undivided
Phatak
37 From Nabha Road to Ablowal 1.4 8 4.6 Undivided
Grid
38 From Tripuri to Ranjit Nagar 2 10 6 Undivided
39 Road on Defence Bundh from 1.18 13 10 Undivided
Industry area to Sirhind Road
40 Road in Azad Nagar 0.56 10 6 Undivided
41 Road from Bye Pass to Railway 2.31 8 5 Undivided
line (Ghuman Nagar)
42 From Rajpura Road to Bishan 0.81 30 6.7 Divided 2.5
Nagar (Sector Road)
43 Rajpura Road to Bishan Nagar 0.54 24.4 12 Partially 2
(SST Portion) Divided
44 From S.S.T Nagar to Bishan 1.3 10 6 Undivided
Nagar, Jujhar Nagar up to Bari
Nadi (from Rajpura road)
45 T.B.Hospital road 1.61 12.2 10 Undivided
46 Southern circular road of walled 4.73 24.2 8 Undivided
city
47 From S.S.T Nagar to Hanuman 0.43 9.1 6 Undivided
Mandir Chowk (via Bishan
Nagar)
48 From Hanuman Mandir to 0.65 18.3 7 Undivided
Gurbax Colony road (Via Rajpura
Colony)
49 From Upper Mall to Village Kheri 1.8 18.29 10 Undivided
Gujran
50 From Sullar road to Kheri Gujran 1.07 6.5 4 Undivided
51 Road from Byepass to M.C limit 6 15
(Along Bari Nadi)
52 Road Backside Thapar University 1.5 6 5 Undivided
Total 89.09
25
Right of Way (RoW)

About 27.31% of the road length has RoW between 20 to 30 m, 25.35% has RoW between
10 to 20 m and 17.20% has RoW less than 10 m & about 30% road network has RoW more
than 40 m as indicated in the Table below.
Table 1-11: Distribution of Road Network as per the Right of Way
Sr. No. Right of Way (m) Road Length (in km) Percentage
1 <10 15.32 17.20%
2 10 to 20 22.58 25.35%
3 20 to 30 24.33 27.31%
4 30 to 40 16.06 18.03%
5 >40 10.8 12.12%
Total 89.09 100.00%
1.8.2 Major Intersections
As per the master plan LPA Patiala, a total no. of 27 road intersections have been
identified within the limits of Municipal Corporation which remain almost busy
throughout the day. The details of the intersections are given in the table below:
Table 1-12: Major Intersections in Patiala City
Sl. No. Name of the Junction Type of Junction
1 Bus Stand Battiyan Wala Chowk Signalized
2 Sirhind Gate Chowk Signalized
3 Truck Union Chowk Signalized
4 Devigarh/Sanaur Road Chowk near Bari nadi Signalized
5 Gurudwara Dukhiwaran Chowk on Rajbaha Road Signalized
6 Police Line Road near Dhillon Residence Signalized
7 Mini Secretariat Signalized
8 Thapar College Chowk Signalized
9 Civil Line Chowk Signalized
10 PRTC Workshop, Nabha Road Signalized
11 Children Memorial Chowk Signalized
12 Capital Cinema Chowk Signalized
13 State Bank of Patiala Chowk/Sheranwala Gate Signalized
14 Ranbir Marg at Bhupindra Road Signalized
15 Modi College Roundabout
16 Model Town Chowk Roundabout
17 Fountain Chowk Roundabout
18 Sewa Singh Thikriwala Chowk Roundabout
19 Y.P.S Chowk Roundabout
26
20 N.I.S Chowk Roundabout

21 Lahori Gate Crossing
22 Bye Pass rajpura Road Crossing
23 Ragho Majra Chowk Crossing
24 Ayurvedic College Chowk Crossing
25 Sirhind Road T Point 9Near Dukhiwaran Sahib) T - Junction
26 Bye Pass Sirhind Road T - Junction
27 Corner Hotel on Mall Road T - Junction
Although, there is only one railway line i.e. branch line of Rajpura passing from the middle
of the city yet there are 10 level crossings which are all manned. This railway line has
three ROB’s located at Phatak No. 22, Phatak No. 21 and near Bus Stand which reduces
the chaotic traffic condition at the level crossings. The detail of level crossings is given in
the table:
Table 1-13: Flyovers/ROB’s in Patiala City
Sl No. Name of Level Location Status
Crossings/ROB/Underpass
1 Phatak No 15 Divn. (On Rajpura Manned
Sirhind Bye Pass)
2 Phatak No 16 Near Railway Godown Manned
3 Phatak No 17 Near Railway Station ROB
4 Phatak No 18 Infront of Bus Stand Closed
5 Phatak No 19 Lahori Gate (In Manned
Baradari)
6 Phatak No. 20 In Baradari Manned
7 Phatak No 21 Rajbaha Road ROB
8 Phatak No. 22 Bhupindra Road ROB
9 Phatak No. 23 Opposite Model Town Manned
10 Phatak No. 24 Pratap Nagar Manned
1.8.3 Pedestrian and NMV Facilities
Pedestrians form a major proportion of commuters. About 35% of trips are made by Non
Motorized Transport (NMT) that include walk, cycle trips as well as trips made by cycle
rickshaws and other NMT modes. Even though walk being a predominant mode of
transportation in the city, the infrastructure available for the same is poor as well as
substandard.
27
The CMP for Patiala plans to target to at least sustain the current share of NMT trips
(35%) in the future also as it is difficult to increase NMMT with the declining trend of its
growth important to improve these facilities making it a preferred mode for short trips.
Strategies towards NMT are to segregate them from fast modes by providing safe facilities
like designated and well maintained footpath of 1.5m width (desirable 2m). Provision of
cycle tracks along all mobility corridors and designated safe cycle zones in residential
areas.
1.8.4 Parking and Traffic Management
Currently most of the roads in Patiala have free on street parking, including the core city
areas like Old GT road from PNB Chowk to Jyothi Chowk, Nehru Garden Road near PMC
Chowk. The main consequence of this is the loss in the throughput of the adjacent street
due to parking interference. As part of the principles upon which the CMP is being
developed, it is envisaged that off-street parking sites would be developed and integrated
with the Public Transport terminals to facilitate the public transport.
1.8.5 Traffic Safety
Increase in speeds on the road networks, freight movement; land use along the roads i.e.
schools, offices, religious places on the main roads, lack of signage & speed limits result in
an increase in the number of accidents.
Trucks, 2-wheelers and auto rickshaws are major contributors of road accidents in Patiala
accounting for around 70% of road Accidents. Pedestrians are the ones mainly affected.
Buses and cars also are the responsible mode. One of the reasons for accidents is also the
increasing number of vehicles registered and on the road.
Incidentally, the highest death rate in road accidents has been recorded in Patiala district
where 331 persons died in 551 accidents in 2007 and 206 persons lost their lives in 638
road accidents in 2008.
Accident Prone Locations
1. Bus Stand Patiala to Punjabi university chowk lights.

2. Gurudwara Dukhniwaran Sahib T point to Sirhind road by pass
3. Corner chowk bus to military area Passiana nehar bridge
28
4. Sanaur Adda Patiala to Jodian SAdakan Pehwa Road

5. Nabha Patiala gate to rohty bridge bus stanad nabha mour to pind daldi.
6. Village fatehpur Patiala road to Samana Nehar bridge, Bhawanigarh chowk light
Samana to village Mavikalan.
7. Village Dedna to Ghanga Bus Stand
8. Rajpura T Point by pass Sirhind road to Gagan chowk, Gagan chowk Ambala road
Madanpur Jhalery mour.
9. GaganchowkRajpura to Takansoo bridge, Bus stand Banur barrier Banur chowk.
10. Barrier Banur Village Tipla.
1.9. Vehicular Growth and Composition
The average annual growth rate of vehicles in Patiala is about 7.5% substantially higher
than the population growth rate. Increase in the number of registered vehicles on the
limited road space has led to overcrowding and congestion on roads.
1.9.1 Rail Network Characteristics

Rail is considered as the lifeline of a nation and a good rail network boosts the economy.
Patiala is not very fortunate in terms of rail network as it has a single railway line i.e.
branch line of Rajpura railway line. Many trains pass through this single railway line and
connect Patiala to various cities and states of India. The main rail route passing through
Table 1-14: Railway Routes in Patiala City
Sl. No. Name of the Route Important cities connected
1 Patiala - Ambala Rajpur-Ambala
2 Ambala Cant. - Bathinda Ambala Cant. Rajpura, Patiala, Dhuri, Bathinda
3 Haridwar – Shri Ganga Haridwar, Ambala, Rajpura, Patiala, Dhuri, Bathinda,
Nagar Express Ganga Nagar
4 New Delhi - Bathinda New Delhi, Ambala, Rajpura, Patiala, Dhuri, Bathinda
5. Ambala – Shri Ganga Ambala, Rajpura, Patiala, Dhuri, Bathinda, Ganga
Nagar Nagar
6 Kalka - Jodhpur Kalka, Chandigarh, Ambala, Rajpura, Patiala,
Bathinda, Jodhpur
29
1.9.2 Major Transportation Nodes
Major transportation nodes are those which act as major passenger integration points. At
these places people often change their mode and get in to higher mode of travel in order
to travel larger distances. Places like bus and railway stations and airports often act as
transport nodes. The city has got all the three.
Bus Terminals/Depots
There is only one Inter Statae bus terminal in Patiala which is located on Patiala - Rajpura
Road. The total area of bus stand is 6 acres and a workshop of 4.2 acres. There is a
proposal for another workshop cum head office of P.R.T.C on Nabha road comprising
13.50 acres .The most preferred mode of transport in the area is bus transport as buses
from all the districts of Punjab and neighboring states on their way halt at the bus stand
and quite a few originate and terminate at the main bus stand. Bus transport is also
considered as a preferred means of transport for the daily commuters which considerably
contribute to the increasing bus traffic. There is a proper link between bus stand and
railway station that makes its location appropriate as far as the change of mode of
transportation is concerned. The over bridge on Phatak No. 17 has been developed and
heavy vehicular regional traffic has been diverted through the over bridge. There is no
cycle rickshaw stand, auto rickshaw stand or taxi stand in and around the bus stand, with
the result these are parked along road side along with rehriwallas which reduces the
effective width of road thus resulting in congestion, lowering of journey speed and
intersection delay. A proposal of shifting the bus stand to a new location with state of art
facilities is also being considered.
Railway Station:
Rail transport also plays a vital role in the traffic and transportation network of the city. A
total no. of 18 passenger trains passes through the railway line of Patiala on the route of
Patiala – Dhuri-Bathinda and Patiala – Rajpura. Both routes have equal no. of passenger
trains incoming and outgoing from Patiala. In addition to the passenger trains, goods train
also pass through Patiala.
30
1.9.3 Traffic characteristics of city roads
Traffic Volumes on Major Arterials

The major roads like Bhupinder Road, Mall Road and Sirhind road are carrying more than 5000
PCU’s/hr. The NH-64 is carrying more than 7500 PCU’s/hr. The Traffic near Bus Stand is getting
choked with the access of pedestrians amidst of heavy flow in peak hours. This urges the need for
the planned development so that the increased traffic can be taken care. The V/C ratios of major
roads like Sangrur road, Nabha road, Sirhind Road, Rajpura road exceeded 1.5 which offer the LOS
of F.
Table 1-15: Traffic Volumes on the Major Arterials of Patiala City

Name of the Road Length (kms) Total PCU’s V/C Car Two-Wheeler IPT
Bhadson Road 10.98 2036 0.66 144 2861 444
Bhupinder Road 2.09 4555 1.39 273 5579 857
Mall Road 1.59 3462 1.14 72 1454 225
Nabha Road 7.89 2792 1.17 151 3145 472
Ghanaur – Patiala Road 29.53 2734 0.99 102 1826 284
SH 8 (Sirhind Road) 18 8024 2.56 335 6738 1033
Stadium Road 1.26 5341 1.65 209 4381 676
Source: CMP, 2012
1.9.4 Socio-Economic and Travel Characteristics
Average Monthly Income
As per the CMP for Patiala, the average monthly household income was observed to be `
13029. It had been observed that, more than 40% are in the higher income group,
followed by Middle income group and low income group with 26 and 27% respectively.
The household monthly expenditure is nearly 50% and the expenditure on transport
accounts to 20% in the Patiala city. Most of the areas in Patiala belongs to High Income
and Middle Income Groups and the expenditure ranges between 60% -70% and
expenditure on transport is between 15-25%.
Purpose of Journey
It is observed from the table below that about 79.7% of the trips are performed for work
and business purpose together, where as 11.9% trips are other trips and about 2.2 % for
shopping and Religious trips.
31
Table 1-16: Distribution of Trips by Purpose

S No. Purpose Percentage
1 Work 79.7
2 Education 1.7
3 Shopping 2.2
4 Social/Meeting 0.8
5 Tour/Recreation 1.4
6 Religious 2.2
7 Others 11.9
Total 100
Source: CMP, 2012
1.10. Comprehensive Mobility Plan/ Comprehensive Traffic and

Transportation Study (CMP/CTTS)
The Comprehensive Mobility Plan of Patiala is an initiative to address the growing traffic
congestion in the study area. The scope called for identifying the capital investment
required to reduce the congestion and to derive a set of potential strategies to address
the future demand.
The CMP provided a comprehensive solution to the city mobility emphasizing on

movement of people and goods, not just motor vehicles, and thus giving priority to public
transit and non motorized modes. The plan includes within, a transport investment
program containing short, medium and long term strategies. The vision of the CMP is that
the city will have “Seamless inter modal transfer and single travel experience to the
commuter by connecting various transportation modes including non-motorized transport
in a safe, comfortable, secure and timely manner and to evolve an integrated
transportation system that contributes to the city’s productivity and improves the
communities’ quality of life with minimal environmental impact”. In order to address the
existing and envisaged mobility situation for horizon year and to fulfill the vision stated
above, the following goals had been mentioned in CMP:
1. To identify the various issues and problems in existing transport system in the city.
2. To recognize the varying need and priorities of the different transportation users
and stake holders.
3. To provide mobility to all transportation users
4. To present a long term vision (2031) of desirable mobility patterns.
32
5. To provide strategy and policy measures to achieve this vision.

6. To provide effective and sustainable urban development
1.10.1 Major Issues to Traffic and Transportation
Congestion, parking problems and in accessibility to the public transport system with
obsolete technologies and aged fleet are some of the common issues of Patiala. As per the
CMP, some of the issues and problems of the existing transportation infrastructure
in Patiala are as hereunder:
Road Infrastructure
 Patiala has a total road network of 200 km (excluding local network). The major
roads and NH’s constitute up to 73 km. Approximately, 60% of the roads are two
lane roads and 20% of the roads are 4 lane. Though the surveyed 4 lane roads are
20%, parking and encroachments on carriageway has led to under utilization of the
road capacity.
 Due to the spatial disparity in growth, traffic movement is from the periphery to
the core city. The radial roads especially in the periphery are inadequate, with the
absence of more circumferential roads connecting radial roadway system.
 The roads in and around old city are congested due to unauthorized/designated
parking stretch irregular intervals, hawkers encroachments and traffic indiscipline.
 Sufficient road space is now available inside the core city areas like Dharampura
Bazar, Anardhana Chowk, Arna Barna Chowk, Dwakoli Bazar, Arya Samaj Chowk,
but if there is a lack of planning for decentralization of core area, there is a chance
for creation of haphazardness in near future. The cloth market areas and mall road
markets will expand with time.
Personalized Transport
 The average annual growth rate of vehicles in Patiala is about 7.5% substantially
higher than the population growth rate. Increase in the number of registered
vehicles on the limited road space has led to overcrowding and congestion on
roads.
33
Public Transportation Systems

 Private bus operators dominate and there is no government transport system. More
over the private operators of inter city traffic compete with government systems.
 Due to inefficient rationalization of routes, public transit routes are unregulated,
with too many buses in one route causing confusion and congestion.
 The lack of dedicated bus system also tends the commuters to prefer the
personalized mode of transport.
Traffic
 Traffic volume is very high in the vicinity of old city. Volume-Capacity ration is found
to be more than 1 during the peak periods.
 Many junctions are congested during peak hours.
 Some junctions are not up to geometric design standards. Low sight distance and
turning radius prevail at many junctions.
 Bus stops and access to minor roads are located closely to many junctions.
 Intermediate transport modes like auto-rickshaws, cycle rickshaws and animal carts
are prevalent in the core city areas.
 The average speed in the commercial areas of the city is 15 kmph during peak hour.
Parking
 Absence of the off-street facilities results in haphazard parking along the roads,
leading to congestion on roads in the core city area.
 About 70% of the vehicles are parked for duration of 30 mins or less
 Highest parking demand is recorded in and around the old city area.
Safety
 Incidentally, the highest death rate in road accidents has been recorded in Patiala
district where 331 persons died in 551 accidents in 2007 and 206 persons lost their
lives in 638 road accidents in 2008.
Other Issues
 Lack of enforcement of traffic rules, especially inside the old city.
 Lack of traffic awareness among the citizens

34
 Need for adequate truck terminals
Non-Motorized Facilities
 The share of non motorized trips is 40%. Of which about 35% are walk trips. There
is significant usage of cycle rickshaws and bicycles in the city especially near core
area.
 Lack of organized NMT facilities like pedestrian crossings, cycle rickshaw stands,
bicycle lanes etc.
 Footpaths are encroached by hawkers.
1.11. Urban Governance and Institutional Framework
Patiala city municipal corporation (PMC) plays a major role in city management and
governance. All public utility services are under PMC. Road transport is managed and
operated by Punjab Road Transport Corporation (PRTC), Punjab Roadways and other
public and private transport operators.
Table 1-17: Institutional Responsibility Matrix
Planning Implementation Operation and
Sector Maintenance
Land-use / Master Plan/ PMC, PUDA PMC, PUDA PMC, PUDA
Building Byelaws
Water Supply PMC PMC PMC
Sewerage PMC PMC PMC
Roads/ Bridges/ flyovers/ PMC PMC PMC
RoB/Multilevel Parking
Traffic Control and PMC, Traffic Police PMC, Traffic Police PMC, Traffic Police
Management Systems
City Public Transportation Private Operators Private Operators Private Operators
Street Lighting PMC PMC PMC
Storm Water Drainage PMC PMC PMC
Solid Waste Management PMC PMC PMC
Parks / Playground/ golf PMC PMC PMC
course/ beautification of road
intersections/ urban forest
Source: Respective Government Organizations
35
Chapter 2: Public Transport Characteristics
2.1. Introduction
The main modes of public transport facilities in the city are local train and city buses.
These two modes cover almost each and every major corridor in the city connecting
important areas. City bus services provide services for long and short distances, which
have very good image in users as a very reliable in service. Intermediate Public Transport
system is also present there in forms of auto, tempo, taxi, mini buses and cabs. They
provide services within city, outside the city and also act as feeder to local trains and city
bus services.
2.1.1 Mass Rapid Transit System & Bus Rapid Transit System
Patiala is a small city with a population of 4.8 lakhs. Hence, there is no demand for a Mass
Rapid Transit System or Bus Rapid Transit System for Patiala city.
2.1.2 City Bus System
Public Transport system is not very much developed in Patiala City. Increased no. of
private vehicles like cars, motorcycles, scooters, light weight scooter etc, have reduced
intra city distances. In walled city mainly hand driven rickshaws are used. Local bus service
has few buses and connects Patiala to some localities as well as villages located on the
periphery of Municipal Limits of Patiala. Buses of the various educational institutes like
Punjabi University, RIMT, Bhai Gurdas Engineering College, Desh Bhagat Group of
Institutes, Chitkara and other engineering colleges, nursing colleges and educational
colleges of the nearby towns, as well as school buses also contributes towards the bus
traffic of the Patiala city.
2.1.3 Punjab Road Transport Corporation Services
PRTC buses connecting the nearby areas & the regions have the main bus stand and
workshop in the CBD area of the city (as located on the figure 2-2) near railway station. It
has been proposed that the PRTC workshop be shifted to the outskirts of the city.
36
Figure 2-1: Patiala City Bus Stand
Figure 2-2: Patiala City Bus Stand
The total area of the bus stand is 6 acres and the workshop is 4.2 acres, and another workshop
cum head office of PRTC on the Nabha road spread over an area of 13.50 acres. Regional buses are
connecting Patiala with Chandigarh, Ambala, Panipat, Kalka, Ludhiana, Amritsar, Bathinda and
37
other places in the district. These buses run cover up some area within the city limit also. People
can board & alight at few stops within city.
On the other hand the bus stand is not in a very good condition. This is compromised by an
enquiry counter. No well defined place for bus bays and platform centers. Other problems at the
bus stand observed are, no waiting area, lack of dustbins, leading to unhygienic conditions.
2.2. Intermediate Public Transport System
Lack of PT system in city giving large scope to IPT. The number of IPT services have increased to 5-
6% over the past 10 yrs.
The IPT runs on individual basis or shared basis. Generally the bigger autos are used for shared
purpose.
Within city rickshaws share almost the same routes with the private and public transport buses,
but unlike the buses waiting time for shared auto is on an average 2-5 mins. Minimum fare for the
shared auto is Rs 7 & for individual auto is Rs 15.But overcharging happens often.
Commonly these autos are overcrowded. Passenger capacity of standard Rickshaw is 3 where as
its average occupancy observed is 4, and for the shared auto the capacity is 7 but the average
occupancy is 11 to 13, lowering the level of service.
But looking at the wider picture, City stretches are easily covered by IPT and it is convenient
because of the drop off points.
2.3. Public Transport Ridership
City transportation operated by Public and Private Operators. City consists of a well-developed bus
terminal in the centre of the city, buses are usually entering to city using By-pass roads. City has
road network of 89.09 km. The headway of each bus would be 15-20 minutes. In the city people
used to travel by 3 seater autos, 7-seater autos and two-wheelers.50-60% of share in the transport
are 2W vehicular. IPT stations, attracts the people by low rate fares. Roads in the city centre are
narrow and during the day time it has been fully compacted.
2.4. Support Infrastructure
Support infrastructure for city bus services such as Bus Q shelters, depots, terminals and ITS
facilities are essential for any city bus service to operate successfully. Without these support
38
facilities, the system is incomplete and fails to attract the commuters. The details for each have
been provided in the sections below.
2.4.1 Existing Bus Q Shelters (BQS)
There are three Bus Q Shelters as mentioned below within the Patiala City area,
1. Near Gurudwara Dukhiwaran Sahib on Sirhind Road

2. Near Punjabi University, Rajpura Road
3. Near Rajindera Hospital, Sangrur Road
Municipal Corporation of Patiala has decided construct new Bus Q shelters and upgrade the
existing ones through a public private partnership mode.
2.4.2 Existing Bus Depots and Terminals
There is one bus depot/workshop located within the Patiala MC limits, which is proposed to be
relocated to the PRTC workshop cum head office along the Nabha Road.
Table 2-1: Bus Depot for city buses

Detail Depot 1
Location City Bus Stand, Near Rose Garden

Area (acre) 4.2 acres
Capacity (buses) 100
No. of Fleet -
Control Room -
Repair and Maintenance Details Washing, Fuel, Stores, Repairing equipments, Painting
Source: Master Plan LPA
There is a 17 acres (approximately) of land available with the Municipal Corporation near Sheesh
Mahal Enclave along the Sanaur Chowk, of which 5 acres of land is being allotted for the
depot/workshop for the city bus services.
2.4.3 Proposed Depot, Terminals and Bus Shelters for JNNURM buses
A bus depot is an essential part of support infrastructure for smooth and efficient
operations of city bus services. Bus depot not only serves as an idle parking facility for
buses but also houses facilities for day to day servicing, repair and maintenance of buses
besides providing space for administrative and operations planning, monitoring and
control activities.
39
Components of a standard depot
A standard bus depot shall constitute the administrative building, workshop or bus
engineering facilities, bus parking area, adequate circulation area and other facilities such
as fuel sheds, cleaning sheds, washing sheds etc. which are explained below:
Administrative Building – Administrative building shall consist of Managers room, admin

staff room, cash collection office, ticket issuing office, bank area, canteen or refreshment
areas, meeting/discussion room, store room, locker room, rest area and other support
facilities.
Workshop/Bus Engineering Building – Workshop or bus engineering building shall consist

of major pits, minor pits, general checking area, workshop office room, store room,
inspection ramp, engine overhaul section, re-ringing section, spare parts room, tool room,
engineering facilities room, parking area and other support facilities.
Proposed standard depot sizing and Layout
The size of the depots depends greatly on the numbers of vehicle parking and the number
of vehicles likely to need repairs. The configuration of the parking area can be trade-off
between parking efficiency and ease of entry. The internal layout and design of the depot
area shall allow for a logical movement of vehicles based on their typical requirements.
Vehicles shall enter the depot as they are instructed by the control centre to temporarily
come out of service. Ideally, the entry and exit shall be at two different points connecting
the approach road but in some cases, it may be at same locations as per the site
conditions. The general checking area, inspection ramp/area, re-fuelling area, major and
minor pits, cleaning area and washing area shall be designed to facilitate easy access to all
parts of the vehicle. The suggestive typical layout for a depot is shown below:
40
Figure 2-3: Suggested layout for a depot
Suggestive program of facilities in a depot
Figure 2-4: Suggested program for facilities in a depot
41
Suggestive flow diagram for activities in a depot
Figure 2-5: Suggested flow diagram for activities
Identification of Bus Depot Locations – the detailed information for the proposed new
depot is as mentioned in the Table and Figure below
Table 2-2: Proposed Bus Depot

S. No. Item Depot 1
1 Name Near to Seesh Mahal Enclave
2 Total Area in acres 5
3 Capacity (buses) 100
Source: PMC, 2013
The important facilities (bare minimum and variable as per number of buses),
components, area requirements for each facility and other information for
Seesh Mahal depot have been explained below:
(a) Seesh Mahal Depot
Area of depot – 5 acres
Capacity to handle buses –100
The location of proposed depot has shown in the Map given in next.
42
Figure 2-6: Proposed Location of the New Depot
2.5. Intelligent Transport Systems (ITS)
2.5.1 Existing Infrastructure
ITS increases the efficiency of the service of bus system, enable operators to offer a
reliable and high quality service and provide the bus user information.
ITS needs for the system would broadly fall into the following categories:
 Bus Applications Design

 Passenger Information Systems (PIS)
 Global Positioning System (GPS)
 Management Information Systems (MIS)
 Central Control Facility
 Reports Generation System (RGS)
 Signal Management Plan
 Fare Collection System
PMC and its transport wing will have to develop a Control center equipped with all
necessary machines and tools at the City Bus Depot with AMC for the same.
 Passenger Information Systems (PIS)
 Global Positioning System (GPS)
43
 Management Information Systems (MIS)

 Central Control Facility
 Reports Generation System (RGS)
 Fare Collection System
The ITS Systems should follow the objectives mentioned below:
Objectives:
 Harness currently available technologies, with convergence and relevance for the
period of the ‘Plan’ and beyond.
 Provide a clear and perceptible upgrade over 2008 specifications incorporating the
various feedback of the past implementation.
 Enhance commuter experience and quality/ substance of visual displays
 Make vehicle more driver friendly
 Enhance vehicle and customer safety
 Improve operating efficiency by reducing variable costs such as fuel, brakes and
human resource
 Increased usability ,reliability and life with value for money
 Standardize, with minimum subjectivity, requirements and responsibilities of
various stake holders namely OEMs, purchasers/operators, equipment suppliers,
certifying agencies like ARAI and CIRT
 Empower purchasers/operators with adequate information and details for
tendering
 Serve as a guideline for purchaser/operator to design ITS based infrastructure at
respective control centres and/or depots for enhancing operating efficiencies
2.5.2 Proposed Intelligent Transport Systems (ITS)
In terms of coverage, mechanism for maintenance and operations and future proposals
for expansion, vis-à-vis the following may be adopted:-
 Global positioning system (G.P.S.) – On board/Off board.

 Passenger information system (PIS) – On board/Off board.
 CCTV inside buses and terminals.
44
 Ticketing systems.
 Central control facility/rooms.
In order to achieve a higher degree of efficiency and comfort of use for the city bus system
using the proposed fleet augmentation it shall be essential to integrate various
components of ITS with the city bus system as stated above. ITS include telematics and all
types of communication in vehicles, between vehicles and between vehicles and fixed
locations.
ITS are advanced applications which aim to provide innovative services relating to
different modes of transport and traffic management and enable various users to be
better informed and make safer, more co-ordinated use of transport.
Passenger Information System (PIS)

It is envisaged that passengers using the system would be given updated information on
the following:
At each bus shelter

The displays at bus stop have to be capable of displaying data in a multi–lingual format
and should have the capability of scrolling between different languages and different
character sets, for example, between English, Hindi and Bengali.
Inside the bus

A system of the type proposed allows for multimedia data to be delivered directly to
screens and audio devices that inform passengers of where they are, what the next stop is
and additional information such as public service announcements and targeted location
based advertising, making use of the on board GPS system.
Outside the bus

Route number and destinations of the bus to be displayed on LED screens in the front,
back and near the door of the bus.
45
At each terminal
At about 1 - 4 prominent points in the terminal area (depending on size and layout of
the terminal)
 Arrival/Departure schedule for buses over the next 30 minutes, updated every 15
seconds
 Route numbers of each of the above buses, updated every 15 seconds
 Bay number from which/at which each of the above five buses will depart/arrive,
updated every 15 seconds
 Destination/Origin points for each of the above buses
At each bus bay

 Arrival/Departure schedule for the next two buses from that bay, updated every
15 seconds
 Route numbers of the above buses, updated every 15 seconds
On phone, internet and kiosks

 In addition the PIS shall provide information on routes, schedules and fares on
internet, IVRS and through SMS on mobile phones.
Management Information System (MIS)

For the optimal design of services and efficient planning of bus schedules, it is essential to
have regular and reliable data. This includes the following:
For each bus trip

 Assigned trip number (for database linking)
 Route number
 Name and employee number of the driver and conductor
 Registration number of the bus used
 Arrival and departure times at each bus stops and terminal
 Stop and start times at each traffic light point
 Kilometre reading at the commencement of each trip
46
 Kilometre reading at each bus stop, traffic light point and any other point at which
bus stops for more than 5 seconds.
 Kilometre reading at the end of the bus trip
 No. of passengers boarding and alighting at each stop
 Tickets sold and fare collected between each bus stop and its previous stop
 Total fare deposited at the end of each bus trip ( or each day of operations by a
bus)
 Traffic light violations, if any
 Over speeding at any point.
For each bus

 Registration number
 Chassis number
 Engine number
 Year of purchase
 Details of date wise fuel filled in
 Details of date wise lubricants filled in
 Details of tyre changes
 Details of battery changes
 Details of changed in other parts
 Details of date wise repairs carried out
 Details of date wise trips undertaken (trip number to be given for linking to bus
trip data on a relational database)
Central Control Centre

A central control room would be operational under Patiala Municipal Corporation, which
needs revamping. This shall act as a nerve centre of the entire system and associated
services and shall provide the overall control and co-ordination of the system. It shall
consist of all the necessary computing and communications hardware and software
needed to fulfill this function. This shall have, at a minimum, the following:
 Control panels on which the location of all buses can be spotted and tracked
47
 Monitors to which visuals of the actual ground position can be transmitted by

cameras located at strategic points on the corridor
 Facilities for voice communication between the drivers and the control room as
well as between terminal/bus stop supervisors and marshals and the control room
 Facilities to receive and transmit, as needed, all data being collected by the vehicle
mounted units, fare collection units, cameras & all other hardware
 Report and alert operators to errors and faults with the RTPI system; and
 Collect, process and store data generated by the system;
Reports Generation System (RGS)

The RGS will use the data captured by the ITS to generate the required management
reports (up to 100 different regular and exception reports). These reports will constitute a
key element of the planning and monitoring system. The need for the reports may change
with time and new reports may be added/old ones deleted. It will have to be a dynamic
system that should be able to generate the required reports without too much delay and
without requiring a change in the data being collected. It will essentially be an analysis of
the data already being collected.
Fare Collection System

Under the existing services conventional on board manual fare collection system has been
adopted for Patiala. It is proposed that this process is replaced and new available systems
both on board and off board is explored.
Technology for Fare Collection shall be capable of the following:
 Avoid over travel possibility on payment of lower tariffs.

 Establish data transfer links between the ticket vending system and control centre.
 Generation of Management Information System (MIS) for trip-wise/route wise/
duty-wise revenue collected, passenger flow, trend analysis (both physical and
financial trends) to aid decision making.
 Enable Municipal Corporation of Patiala to conduct routine appraisals of drivers’
and conductors’ performance in terms of earning per kilometer (EPK), revenue
collected, etc.
48
 Analyze frequency / intensity of use of various ticketing instruments for facilitating

expansion of ticket issue centers.
The proposed Fare Collection System for bus operations shall broadly comprise sub-
systems discussed here under:
 On board ticket vending and verification: Each bus is proposed to be provided

with hand-held Electronic Ticket Vending and Verification Machine (ETVM). The
machines shall be capable of verification of/charging from contact less cards,
magnetic cards / Smart Cards and other user tariff charging instruments such as
the seasonal travel passes, prepaid cards, single journey tickets, integrated tickets,
etc issued earlier or off board or by other mass passenger transport operators.
 Additional ticket issue centers: Ticket office Terminals (TOT) and Smart Card
distribution centers are proposed to be provided at TMC Bus Terminals and the
depots, interchange points, Central Control Stations, pass issue center.
 Concession Passes: A computerized student concession pass would also be

introduced which would be available at schools and colleges.
49
Chapter 3: Proposed Operation Plan

(Fleet assessment, infrastructure and Route selection)
3.1. Background
Lack of PT system in city giving large scope to IPT. The number of IPT services have
increased to 5-6% over the past 10 yrs.
The IPT runs on individual basis or shared basis. Generally the bigger autos are used for
shared purpose.
Within city rickshaws share almost the same routes with the private and public transport
buses, but unlike the buses waiting time for shared auto is on an average 2-5 mins.
Minimum fare for the shared auto is Rs 7 & for individual auto is Rs 15.But overcharging
happens often.
Commonly these autos are overcrowded. Passenger capacity of standard Rickshaw is 3

where as its average occupancy observed is 4, and for the shared auto the capacity is 7
but the average occupancy is 11 to 13, lowering the level of service.
But looking at the wider picture, City stretches are easily covered by IPT and it is
convenient because of the drop off points.
3.2. Approach
It has to be understood that to develop an efficient public transit network each

component of the system including network, connectivity, interchanges, rolling stock,
supporting infrastructure, fare structure and functions of implementing agency has to
design in coordination. The network coverage, its connectivity and headway are key
element to attract commuters hence need to have a technical approach while planning.
3.2.1 Objective of city under NUTP / JnNURM
One of the objectives of National Urban Transport Policy is to encourage greater use of PT
through central financial assistance. The need has been identified observing recent
50
vehicular growth trends and increasing congestion. Also increase use of personal vehicle
has increased pollution.
3.2.2 Initiative of Patiala Municipal Corporation
Small cities have an opportunity to transform its transit culture and limiting shift to private
mode by introducing high quality public transit services. Patiala Municipal Corporation had
taken a step ahead to transform its transit facilities and provide high quality transit service
levels to society. Following sections in the report identifies the methodology for assessing
feasibility of PT proposal in Patiala.
3.3. Operational feasibility Analysis
Currently, Patiala has a proposal for City Bus Service. Existing IPT routes are functional on
the main roads. The city Existing IPT routes and travel pattern of passengers focused on
proposed city bus service. Importantly IPT system and system integration considering sub-
urban areas through their network.
In absence of existing bus services passenger demand for base year needs to be derived
considering optimum modal shift of existing commuters. As per the Comprehensive
Mobility Plan for Patiala, 2012 the city’s modal share was 65% by the private vehicles and
35% by the non motorized modes and the public transport share in the Patiala city is
completely nonexistent.
In similar case of Patiala, it has been assumed that 17% shift from the IPT & NMV services
and 8% shift from 4 wheelers and 2 wheelers respectively, with an average of 10%. The
assumptions are as stated below:
Mode Shift from 4- Mode Shift from 2- Mode Shift from IPT & NMV
wheelers wheelers Modes
8% 8% 17%
Modal shift from 4-wheeler, 2-wheeler and IPT (3-seater auto and 7-seater auto) is shown
in table below. The passengers are measured based on the estimates from the CMP for
Patiala.
51
Table 3-1: Proposed Shift from Private Modes to Public Transport Systems
Name Length From CMP, 2012 Proposed Shift
(kms) Car Two IPT Total Car Two IPT Total
wheeler wheeler
Bhadson Road 10.98 360 4292 1421 6072 29 343 242 614
Bhupinder Road 2.09 683 8369 2742 1179 55 669 466 1190
3
Mall Road 1.59 180 2181 720 3081 14 174 122 311
Nabha Road 7.89 378 4718 1510 6605 30 377 257 664
Ghanaur - Patiala 29.53 255 2739 909 3903 20 219 154 394
Road
SH 8 (Sirhind 18 838 10107 3306 1425 67 809 562 1438
Road) 0
Stadium Road 1.26 523 6572 2163 9257 42 526 368 935
The passenger flows show link passenger volumes of around 300 to 1400 per day in one
direction. To support demand assessed for each link supply was calculated based on
modal shift calculated in previous section. Supply is measured in terms of buses required
per hour in each link and converted into headway. Capacity of the bus is considered
according to urban bus specification for Midi which is 40. The departures required are
calculated in assumption with 0.65 load factor. Table below illustrates the requirement in
each link.
Table 3-2: Total City Buses required per hour on each link and headway
Name No. of departures Headway required in
required per hour minutes
Bhadson Road 3 20
Bhupinder Road 6 10
Mall Road 4 15
Nabha Road 3 19
Ghanaur - Patiala Road 4 15
SH 8 (Sirhind Road) 7 9
Stadium Road 4 13
3.2.3 Networking public transit corridors
Route Identification
Commuters look for connectivity with their origin and destination. Major landmarks and
destinations are marked along the corridor after conducting reconnaissance survey. The
routes are also designed to provide connectivity across city, to city center as well as to
connect regional transit nodes.
52
The destinations and connectivity were discussed in association with Patiala Municipal
Corporation.
Table 3-3: Identified Bus Routes for Patiala City
Route No. Origin Destination Route Length (kms)
1 Bahadurgarh Police Stataion Passiana 20.2
2 Bahadurgarh Jhill 11.1
3 Hassanpur Police Stataion Passiana 12.9
4 Phewa – Kathal Nabha Road 13.9
5 Bhadson Phewa - Kathal 17
6 Bus stand Seona Chowk 7
7 Bus Stand Bus Stand 13.3
8 Phatak No. 24 Bus Stand 7.3
Figure 3-1: Identified Bus Routes for Patiala City
3.4. Assessment of Fleet
Below is explained method 2 based on increased frequency on proposed routes
53
3.4.1 Method 1– Based on ‘new proposed routes’
To improve the coverage of the city bus service Patiala Municipal Corporation proposes to
introduce 8 new bus routes. On new routes also, PMC proposes to have minimum
headway of 15 minutes, maximum 20 minutes and average 17.5 minutes. The details of
calculation of the fleet required are given below in Table 3-4.
Table 3-4: Fleet Estimation of the proposed routes for Patiala city
Route Origin Destination Route Running Headway No. of
No. Length Time (mins) Buses
(kms) (one Peak Off Require
way) Peak d
1 Bahadurgarh Police Stataion 20.2 48.48 15 20 8
Passiana
2 Bahadurgarh Jhill 11.1 26.64 15 20 5
3 Hassanpur Police Stataion 12.9 30.96 15 20 5
Passiana
4 Sangrur Nabha Road 13.9 33.36 15 20 6
5 Bhadson Sangrur 17 40.8 15 20 6
6 Bus stand Seona Chowk 7 16.8 15 20 4
7 Bus Stand Bus Stand 13.3 31.92 15 20 3
8 Phatak No. 24 Bus Stand 7.3 17.52 15 20 4
9 Sular Road Guru Baksh 12.8 30.72 15 20 5
Colony
45
Formula used in fleet calculation
No. of buses = 2 x (run time for one side + 10 minutes of layover time)/headway
In order to operate all the routes with desired frequency levels, the total fleet
requirement for new routes works out to be 45. With these frequencies, the passengers
shall have assured supply within reasonable waiting time. It will ensure good ridership on
the Bus System. It has been emphasized that an additional 10% of the buses (5 buses) be
the spare fleet.
Hence, from the proposed method for the new buses the total number of proposed
buses required for Patiala is 50 buses.
54
Since there is no city bus services in Patiala, the operation of the city buses is to be done
by a SPV formed under the Patiala Municipal Corporation.
3.4.2 Strategy for route rationalization of IPT/ para-transit system
For finalization of existing/proposed city bus routes and sustainability of operations,

rationalization of existing Intermediate Para-Transit routes highly desirable for any city. At
present, Patiala is facilitated by taxi and auto services from and to important
areas/locations. The services are available from early in the morning to late in night.
Based on the preliminary analysis, at present, there are no city bus services, hence, people
are extremely dependent on shared auto, auto and NMT modes of travel. They cover each
and every internal/local area of the city. These services can act as feeder to the proposed
city bus system to improve the overall PT system and operational efficiency of bus system.
3.5. Category wise distribution of buses
For proposed number of buses, the category wise fleet distribution is given in Table 3-9
below
Table 3-5: Category wise Distribution of buses
S. No. Types of bus % of Total buses Proposed no. of
buses
1 Midi-Diesel- AC 30% 15
2 Midi-Diesel-Non AC 50% 25
3 Mini Diesel Non AC 20% 10
100% 50
3.6. Bus Specifications
The new additional buses shall be procured as per the latest urban bus specifications of
ministry of urban development/ ‘Code of Practice for Bus Body Design and Approval’ of
AIS 052 standards and prevailing Central Motor Vehicle Rules. It shall be designed to carry
passengers with ease of boarding and alighting especially for ladies, children, senior
citizens and physically challenged persons.
55
Bus specifications for proposed buses will be as per Urban Bus Specifications – II by
Ministry of Urban Development, Government of India.
The bus design would be eco-friendly, energy efficient, safe and comfortable with exhaust
emissions conforming to the latest Bharat Stage norms, if any or any further standards as
imposed by law and further improved standards as applicable on the date of manufacture.
To ensure compliance type approval certificate from approved test agency under CMVR
has been made necessary for the complete bus.
3.7. Contracting Mechanism for Operation & Maintenance of buses

(public/private)
Buses are proposed to be operated and maintained through a private operator as per
service quality parameters laid out by the SPV:
a. Buses could be operated on “Gross Cost Model”/ “kilometres operation” basis (km
scheme) - wherein the bus operator, operates and maintains it at his cost besides
meeting all statutory, regulatory and legal requirements associated with the bus
operation. He shall operate the buses on routes, schedules, and terms/ conditions
as stipulated by the SPV. The bus operator shall be paid for his services on the
basis of kilometres operated by his buses. His payments shall also be linked to daily
fare box revenues. Ownership of the buses will be transferred to the operator on
nominal fee after completion of concession period. Such terms and conditions shall
be incorporated in the tender documents / agreements prepared for engagement
of bus operations in a transparent manner.
Fare revenue collection for the aforesaid operations could either be arranged by
the SPV staff or outsourced through open tenders from a third party. As in-house
fare revenue collection is fraught with problems of over-staffing, absenteeism,
inefficiency and high labour costs, it shall be better to outsource this operation.
Outsourcing charges could be fixed at either per passenger ticket issued basis or as
a fraction of revenue collected. The service provider shall be engaged through a
competitive and transparent process on a least cost basis. It shall also help in
providing integrated ticketing arrangement between trunk line and feeder line bus
56
operation so that the passenger is required to buy the ticket only once for his
journey. It shall also help in trouble free / dispute free apportioning of revenue
collected from multiple journey tickets and or monthly / seasonal travel passes.
b. An alternate system of outsourcing bus services could be on the basis of operators

being required to pay “License Fee” to the SPV, also called as “net cost” model. In
this system, the bus operator, in addition to operating and maintaining buses as in
the per km scheme, shall also collect fare revenues and pay certain license fee to
the SPV. Although this system is simple to operate and manage with full
responsibility of providing specified quality services and financing resting with the
bus operator, it is fraught with the problem of providing integrated ticketing,
distribution of certain common revenues and expenses discussed in earlier
scheme. Also, this system is liable to rash driving practices and consequentially
proves to be a safety hazard due to excessive competition amongst bus providers
for picking up more and more passengers. While there is no problem of revenue
leakage in this system, the SPV is fully deprived of the vital travel / operational
information data required for planning, monitoring, controlling and upgrading the
public transport system. Although, IT based technology solutions may possibly
mitigate the said problem to some extent.
Maintenance Strategy
Buses are proposed to be maintained through AMC contract.
57
Chapter 4: Financial Resources Plan

The infrastructure proposed under this report address to city public transit infrastructure.
This section derives the cost of proposed components. The section also details the
financial resource plan for capital investments.
4.1. Capital Cost
The capital cost of the buses to be procured comes to ` 16.24 Crores as shown in Table 4-
1 below:
4.1.1 Bus Fleet Cost (A):

Table 4-1: Cost of Buses
S. No. Types of bus % of Total buses Proposed Cost/Bus Total
no. of (Rs Cost (Rs
buses Lakhs) Crores)
1 Midi-Diesel- AC 30% 15 33 4.95
2 Midi-Diesel-Non AC 50% 25 28 7.00
3 Mini Diesel Non AC 20% 10 25 2.50
VAT Tax @12.36% 1.79
Total Cost 100% 16.24
4.1.2 Support Infrastructure (B+C)
The cost for depot development and proposed ITS/PIS facilities are given in Tables 4-2 and
4-3.
Depots & Terminals (B):

Table 4-2: Cost of Depot development
Item Number Area (acres) Cost in `
Crores
Sheesh Mahal Enclave 1 5.0 7.05
TOTAL COST 7.05
ITS Facilities Cost (C):
Table 4-3: ITS/PIS costing

ITS/control centre costing – Hardware
Sr.No Items No of Rate per Unit Total Amount (`)
58
Units (Rs.)
1 Video wall, servers etc 1 1500000 1500000
2 60” LCD Display 2 400000 800000
3 Display at Terminals 2 250000 500000
4 ETVMs 100 20,000 2000000
5 UPS 1 300000 300000
Total for Hardware (H) 5,100,000.00
ITS/PIS Software
Sr. No. Items No. of Rate per Total Amount(`)
Units Unit (`.)
1 AFCS Software 1 25,00,000 25,00,000
AVLS Software 1 30,00,000 30,00,000
2 Financial Management System 1 15,00,000 15,00,000
3 Terminal Management System 1 10,00,000 10,00,000
4 Incident Management System 1 10,00,000 10,00,000
PIS Management System 1 20,00,000 20,00,000
Total for software (S) 11,000,000.00
Summary of Total Cost Estimates for ITMS

Amount in Rs.
Sr. No Particular Total Amount (Rs.)
H Total for Hardware 5,100,000.00
S Total for Software 11,000,000.00
Grand Total (H+S) 16,100,000.00
TOTAL COST in ` Crores (A+B+C) = 16.24 +7.05 + 1.61 = 24.90
The total cost of the project including Bus cost, depot development cost, ITS and PIS cost
is estimated at ` 24.90 crores.
4.2. Funding Pattern
The analysis shows that the investment of ` 24.90 Crores, in augmenting the fleet will
significantly increase capacity and thereby the ridership. It will help amortize the fixed
costs over a larger quantum of supply. However, its major benefit will be in improved
ridership, partly due to increased supply and partly due to more attractive and convenient
vehicles.
59
The objective of this initiative is two-fold. First, it seeks to enhance the number of buses in
the city in order to meet the increasing demand for public transport. Second, it seeks to
bring about a significant improvement in the quality of the public transport system, so
that a section of the personal motor vehicle users is also attracted to public transport. This
two- pronged approach would help in reducing the level of congestion by getting more
people to use the buses. The fact has been taken into account in assessing the financial
viability of the system.
PMC /SPV would continue to have a gap in its operating income and costs. However,
through additional revenue mobilization from advertising and commercial exploitation of
its property, it would be able to turn around and become financially sustainable.
The total cost and funding pattern of the all types of buses is given below in the Table 4-4:
Table 4-4: Project Funding Pattern for all three types of buses
Bus Types JnNURM/GoI State/UT ULB Total (`
Crores)
Midi-Diesel- AC 80% 20% 0% 100%
` 3.96 Cr ` 0.99 Cr ` 0 Cr ` 4.95 Cr
Midi-Diesel-Non 80% 20% 0% 100%
AC ` 5.6 Cr ` 1.40 Cr ` 0 Cr ` 7.00 Cr
Mini Diesel Non 80% 20% 0% 100%
AC ` 2.00 Cr ` 0.50 Cr ` 0 Cr ` 2.50 Cr
Total ` 11.56 Cr ` 2.89 Cr ` 0 Cr ` 14.45 Cr
JnNURM/Govt of India share:
Sr. No. Item Funding share by JnNURM/GoI (in ` Crores)

1 Bus Cost 11.56
2 Depot Cost 1.0

3 ITS Cost
Total Cost 12.56
Hence the total share under JnNURM or Govt. of India is `. 12.56 Crores.
4.3. Financial Sustainability
A detailed finance model has been prepared considering the main assumptions such as
bus cost, interest rate, loan tenure, life of the bus, mileage, depreciations, operations in
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years, operations in km per day per bus, cost of spare parts, tyres, operations hours, man
power cost, other cost. The model describes the revenue parameters and cost parameters
calculating the total annual surplus or deficit. The assumptions and outcomes have been
explained in sections next.
4.3.1 Assumptions for Financial Analysis
Various assumptions have been taken for carrying out the financial analysis of the
proposed system based on which all the calculations are done. Table 4-5 below presents
the details of the same.
Table 4-5: Assumption for financial analysis
4.3.2 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding
required)
The financial model is prepared to analyze the need for funding assistance based on the
IRR value. The financial sustainability of operation and maintenance was analyzed by
building two scenarios viz. with and without funding assistance from the ministry. Table
4.6 shows the IRR value with and without grant.
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Table 4-6: IRR with and without Grant
Key Observations and Conclusions:
The IRR values clearly indicate improved rate of returns when funding would be provided
under MoUD schemes. IRR has increased from -9% to 13% with the introduction of the
JnNURM grant. This justifies need of financial support for purchasing new buses.
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It is recommended that the present PPP based bus operations shall continue in the future
also for the additional requirement of buses proposed.
4.3.3 Steps for financial sustainability of operation and maintenance
Ability to recover cost of operations from fares depends on a number of factors such as
availability of competing modes of transportation, quality and coverage of the network,
population density, presence of feeder network and last mile coverage. Fare-box revenue
is likely to be the major source of income for city bus project and it is critical to set fares at
a suitable level to ensure recovery of costs.
Advertisement revenue: The rolling stock is an excellent medium for advertising. In

addition, stations, en-route stops and the corridor also provide ample space for
advertisements. These rights may be sold on the basis of a fixed fee or even on revenue
sharing basis. The inherent risk under both methods is quite different. In a booming
economy the up-side potential from revenue sharing may be quite high while rates may
drop-off precipitously during a downturn. These rights may also be renewed periodically
so that the best option may be chosen depending upon the scenario and competition for
the space.
License fee from business activities: City bus projects can give rise to a number of
business activities. These include development and management of parking areas around
stations, food stalls, book-stores, banking services such as ATMs etc. Such location-based
economic rent can be suitably captured by auctioning the right to use the facility among
competing private parties.
Real estate development rights: The right to develop property at certain points along the
corridor and at the stations may be bundled with the city bus project to make it viable.
However, it depends on availability of government land along the corridor. Further, the
potential depends upon the demand for commercial real estate in different parts of the
city.
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Chapter 5: Urban Transport Reforms

This chapter discusses about the all the existing and proposed urban transport reforms
focusing better management and efficiency of city bus services in the city. SPV, UMTA,
UTF and all the concern policies have been discussed in later sections.
The following reforms shall be mandatory in respect of cities with population as given
below.
Table 5-1: Urban Transport Reforms

City Size Reforms
(population UMTA SPV Urban Advertisement Parking Fare TOD TTMC Waiver
as per Transport Policy Policy Revision Policy of
Census Fund Policy Taxes
2011)
1-10 lakhs N Y Y Y Y Y N Y Y
More than
Y Y Y Y Y Y Y Y Y
10 lakhs
5.1. Special Purpose Vehicle / “Cost Centre” under Patiala Municipal

Corporation
It is proposed that a Special Purpose Vehicle (SPV) shall be created to look after
operations and management of new buses at the cluster level. It has been decided that
the Municipal Corporation of Patiala is to create an SPV and the operation of the new
buses is to be outsourced to a private agency. The structure for the same are proposed as
shown below.
5.1.1 Structure of SPV
The composition of the SPV shall be as follows:
 Mayor
 Municipal Commissioner
 Transport Manager
 Deputy Transport Manager
 General Body of Patiala Municipal Corporation
 Standing Committee
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 City Bus Operator (PPP) basis

Apart from the above, the SPV can hire professionals in the field of Urban Transport, Road
Engineering, Management, Information Technology and other required disciplines from
the market, as and when required.
5.1.2 Functions of SPV
The key functions and responsibilities of the proposed SPV are listed below.
1) To serve as a single overarching agency which will facilitate, coordinate, control
and monitor the activities of various public and private partners that are an
integral part of the BTS planning, implementation and operational
2) To serve as a Bus Transport System-centric regulatory agency, this will oversee the
entire life cycle of Bus Transport System operations.
3) To develop the legal and structural framework for enabling the Special Purpose
vehicle as the primary operational entity.
4) To Finance, Oversee, Design, Plan, and Develop Detailed Project Report(s)
incorporating:
5) Transportation studies leading to Travel demand Analysis.
6) Comprehensive Mobility Plans with focus on moving PEOPLE and not vehicles.
7) Bus Rapid Transport Design including identification of corridors, assessment of
types of vehicles, services and integration of Bus Transport System with other
transit services, design of feeder network and infrastructure etc.
8) Integrating land use and transportation and using land as a resource for planning,
design and development of Bus transport System terminals and parking facilities,
implementation of Intelligent Transport System and Passengers Information
System.
9) To plan, design, fund, develop and own Fixed Assets essential for the operation of
Bus Transport System.
10) Explore all possible avenues such as the Public Private Partnership (PPP) and the
Build Operate Transfer (BOT) models for owning, developing, maintaining and
operating the infrastructural ancillary components such as Bus Depots, Bus
terminals, Parking facilities, commercial space, Bus Rapid Transit System, rolling
stock, Advertising etc.
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11) To procure Bus Transport System Operators under Public Private Partnership mode
and to monitor and control their activities with regard to all aspects of operations
of Bus Transport System so as to enable a high degree of satisfaction for the
commuters and at the same time commercial viability for the operator.
12) To monitor the functioning of the Bus Transport System and ensure seamless,
continuous, comfortable, convenient and affordable Mass Transit Systems.
5.2. Urban Transport Fund
As cities and towns are the generators of national wealth, there is a growing recognition
that the resources needed for urban development should be generated from the urban
economies by use of principles like "beneficiaries pay", "users pay" and "polluters pay".
Provision of public transport/transit facilities act as ‘facilitators’ and go a long way in
triggering the multiplier effect in the city economy. As per the guidelines of National
Urban Transport Policy, an Urban Transport Fund is desired to be set up to sustain and
expand the transit operations (city buses) and to develop the transit infrastructure (bus
stands, terminals, inter-changes, depots, workshops etc).
A reasonable quality of service has to be maintained in order to encourage residents to

use public transport instead of private vehicles. From domestic and worldwide experience,
it is well known that as the fares are regulated, city bus operations would be a loss making
proposition from operations point of view. There would be a viability gap and hence, non–
operational revenues and state support would be required to bridge the gap.
In this regard, "Urban Transport Fund" is proposed to be set up for implementation of the
transit system in the State by the State Government. The UTF is proposed to be set up at
state and cluster level. The funds shall be generated by cess to be levied on various taxes
collected in the city. Following are the sources of the UTF, which shall be explored for
Urban Transport Fund:
Commercial Tax Department

A. Sales Tax
(1) Petrol 0.25 paise per litre
(2) Diesel 0.10 paise per litre
(3) On goods other than declared 5%
goods
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5% on lodging charges of Rs. 750/- and

B. Luxury Tax
above.
C. Professional Tax 5% on Professional Tax
C. Betting Tax 5% on Betting Tax
Motor Vehicles Department
A. Motor Vehicle Tax 5% on Motor Vehicle Tax
Registration Department
A. Stamp Duty 5% additional duty
Excise Department
15% additional licensing fee on liquor
A. Licensing Fee
manufacturing and liquor selling
5.3. Advertisement Policy
5.1.3 Application
Advertisement rights generate significant revenues for the city administration. In order to
raise resources to part finance the investments in urban transport infrastructure and bus
services, a policy framework shall be essential. This framework shall aid in deciding the
nodal agency to manage advertisement works, fixing advertisement rates on public
transport infrastructure, the apportionment of the generated revenues among various
stake holding agencies, etc.
Various identified sources for advertisement revenue are bus shelters, foot over bridges,
pedestrian subways, bill boards, bus body (Exterior & Interior), tickets, IPT modes, the Bus
Terminals, electric poles(poll kiosks), railings and overhead signage-gantry sign boards.
These advertisements could be either print or audio-visual type.
5.1.4 Policy Objective
 The advertising policy shall give careful and high consideration to the ambience of
an area, the architectural character of the area or building in particular and to
issues of road safety. This would require the policy to consider location, size,
design, and type of sign, where the potential for creation of visual clutter and
conflicts with traffic safety is minimal.
 It shall require enforcement measures to ensure that hoardings follow these
stipulations.
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 The objective of the advertising policy shall be to “seek the enhancement of

physical character and visual appearance of a city”
 Permission to an advertising hoarding shall be permitted based on the following
criteria:
o If they support the commercial viability of a significant building tenant
(advertisement in cinemas etc).
o If they advertise a civic/community event involving the city
o If they can be considered as a public art
o If the cumulative impact of the sign does not give rise to visual clutter.
5.1.5 Guiding Principles
The guiding principles for framing the Advertisement Policy shall be as follows:
 Advertisement revenues help in upkeep of the facilities, also making them
relatively safe zones for pedestrians/road users.
 The role of professional management agency rather than conventional
government set-up and system is crucial in bringing in more revenues.
 Revenues from advertisements on public transport vehicles and public transport
stations, depots, terminal (including both, the existing and new created facilities)
etc. should be used entirely for part financing the public transport system
 Advertisements on auto-rickshaws, taxis and cycle rickshaws should be used for
financing a mechanism for the scientific management of such vehicles that also
ensures the health and well being of the drivers/pullers.
 New areas for allowing advertisement rights to be explored and allowed so that it
adds to revenues for investments in urban transport. However, such new areas
should not lead to undue clutter.
 The quality of advertisement displays has to be monitored so as it is neither
indecent nor visually disturbing.
The details are further given in the Annexure 1
5.4. Parking Policy
With rising income levels, there is a natural urge for people to acquire a personal motor
vehicle. Hence, the current trend of increasing personal motor vehicle ownership will
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continue for some time and it is unlikely that the trend will slowdown, let alone reverse, in
the next few years. This would create a pressure for parking spaces and unless they are
provided in adequate number, vehicles would use up road sides, footpaths and similar
space for parking purposes. Therefore, it is necessary to provide for parking space within a
city. However, in providing such parking space, it is important to recognize that the
location of such spaces, the car holding capacity and the price at which it is available can
contribute in a significant manner to reducing the use of personal vehicles as well as in
channelizing the demand for travel towards greater use of public transport. It is,
therefore, necessary to strike a balance between the need to provide parking space and
the need to locate it in such a manner as to encourage the use of sustainable modes of
transport.
In this regard, a Parking Policy is being framed by Municipal Corporation of Patiala

keeping the above objectives in mind. The policy in this regard is given in Annexure -2.
5.5. Traffic Information and Management Control Centre
Traffic Information and Management Center (TIMC) is the hub of a transportation

management system, where information about the transportation network is collected
and combined with other operational and control data to manage the transportation
network and to produce traveler information.
The focus is to enable decision makers to identify and react to an incident in a timely
manner based on real-time data and disseminate traveler information and hence reduce
congestion and enhance safety. For this the TIMC links various elements of Intelligent
Transportation Systems such as variable message signs, closed circuit video equipment,
roadside count stations, etc.
Patiala MC agrees to set up a TIMC in due course of time with the following objectives:
 To optimize the traffic performance of a network for all traffic modes.

 Enable faster incident response and reduction in incident rates.
 Reduce congestion on the arterial network of the city.
 Increase traffic safety by effective incident response and clearance techniques.
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 Enhanced communication in all aspects of transportation management (planning,

design, implementation, operation, maintenance).
 Monetary savings by sharing responsibilities between fewer staff, achieved by co-
location of participating agencies at the center.
 Increase the overall effectiveness of the transportation resources.
 To provide the basis for an expanded control system, which could include VMS,
CCTV, congestion monitoring, incident detection, fault monitoring, maintenance
management, parking management, route guidance, and integration with urban
expressways
 To reduce delay to vehicles by reducing the journey time along links and achieve
time savings.
 To reduce environmental pollution by reducing the number of times the vehicles
have to stop.
The Center would work closely with the police, other local and regional agencies and
media and information service providers to ensure that information is accurately received
and acted upon.
However, setting up a TIMC is an expensive and time consuming process. Hence, it

would not be possible to implement this system in a short duration and would therefore
be undertaken by City Administration in due course of time.
5.6. Regulatory Mechanism for the Periodic Revision of Fares
The operation of buses being a public utility service the major thrust in Patiala is to
provide better transport to the people to avoid congestion in the city. The Administration
has to follow the other parameters to keep the city neat and clean and eco friendly.
Therefore, the revision of fare is the discretion of Punjab State and the Municipal
Corporation of Patiala. However the Punjab State will keep in view the other parameters
like increase in fuel price, spare parts, revision of wages etc.
Fares are fixed by the State according to Section 67 of the Motor Vehicles Act, 1988
having regarded to:
 The advantages offered to the public, trade and industry by the development of
motor transport,
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 The desirability of coordinating road and rail transport

 The desirability of preventing the deterioration of the road system, and
 The desirability of preventing uneconomic competition among holders of permits.
Though the objectives for fare fixation are clearly mentioned in the Motor Vehicle Act,
1988, in actual practice, other considerations generally overtake these economic
objectives. In urban STUs, 50% of the revenue is spent on personnel and 23% on material.
Diesel accounts for about 66% of the material cost. In other words 15% of the total cost is
on diesel. Hence, diesel and personnel are the major cost factors in urban STUs. However,
often fare revisions are made without taking into consideration these cost factors. The
Fare adjustment process is linked with cost of the personnel and cost of the diesel. Fare
Revision is carried out as per following illustration:
I. Increase in Diesel price from `. XX paise per litre to `. XX paise per litre.
Diesel Price adjustment fare
F (DPA) = (F-D) + (RPD/BPD) XD
Where F = Is Total Cost per Passenger km at the time of previous fare revision
D = is Diesel Cost per passenger km at the time of previous fare revision
RPD = is revised price of Diesel and
BPD = is Basic Price of Diesel when the last fare revision was permitted.
F = CPKM/SC x LF=2091.5/(CCx0.64)=59.41 fare per passenger km.
D = CPKM (DC)/CC x LF = 845.3/ (55x0.64) =24.01 paise per passenger km.
Carrying Capacity = 55 Load Factor = 64%
CPKM = 2091.5 paise per km (Data Based on figures of June 2006)
Diesel Cost = 845.3 paise per km
BPD = Rs. 35.91 per litre
RPD = Rs. 39.27 per litre
F(DPA)-(59.41-24.01)+(3927.0/3591.0)x24.01
=35.40+ (1.09x24.01)
=35.40+26.17=61.57 paise/km
F (DPA) =61.57 paise/passenger km
Increase in Fares= F(DPA)-F=61.57-59.41=2.16 paise
Increase in Fare=2.16 paise per passenger km.
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II. Increase in Dearness Allowance Rate

F(R) =F+ (CPKM (L)/CPKM) X P/100 X F
Where F (R) is Revised Fare paise per passenger km
F is the Present Fare in paise per passenger km
CPKM (L) is staff cost in paise per km at the time of previous fare revision
CPKM is Total cost in paise per km at the time of previous fare revision
P is % increase in Staff Cost due to increase in DA rates over the staff cost at the time of
previous fare revision.
5.7. Waiver/Reimbursement of taxes
The Punjab State Government will reimburse all the state taxes, including VAT on urban
buses and city/cluster bus service.
5.8. Proposed Timelines for Reforms
S. Reforms Applicable Proposed Timeline (mm/yy)

No. (Yes / No)
I. SPV / Cost Centre Yes Proposed (2 months)
II. Urban Transport Fund Yes Proposed (8 months)
III. Advertisement Policy Yes Draft Under Consideration
IV. Parking Policy Yes Draft Under Consideration
V. Fare Revision Policy Yes To be incorporated at the time
of operations
VI. Waiver of Taxes Yes Proposed (6 months)
VII. TIMC Yes -
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Annexure 1 : Advertisement Policy for Patiala
1.0 Display of hoardings
An Identification number for each and every hoarding would be issued by the
Municipal Commissioner. The same should be displayed on the bottom right hand
corner of each hoarding. In case of non-compliance, the Municipal Commissioner
may demolish the hoarding by categorizing it as an unauthorized hoarding.
1.1 Illumination of hoardings

1. The level of luminance should not exceed a source limit of 1 cd/cm 2 with an
operational limit of not more than 8 hours in a day (24 hours).
2. The illuminated hoardings should preferably be solar powered.
3. No illuminated hoarding shall be permitted within the cone of the vision
(60 degrees) of the driver without the NOC from the Traffic Police
Department.
4. Illuminated hoardings should be put off before midnight.
5. The illuminated hoardings in residential premises should not be blinking.
1.2 Special cases

1. In case of hoarding in the vicinity of a flyover, the Municipal Commissioner
may relax the height restrictions (please refer Section 5) as the case may
be.
2. The request for clubbing of the hoardings shall be considered only if the
resultant single hoarding is in conformity with the standard sizes and
subject to payment of one time premium as decided by the Commissioner.
2.0 Special provisions for display of advertisements on bus stops
1. Advertisement signs are allowed at bus stops provided that they are fully
integrated into the overall design of the bus shelter. This is to ensure a
visually neat and tidy streetscape and to maintain unobstructed and safe
pedestrian movement. Advertising at the bus stops will be allowed subject
to the following conditions.
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2. Advertisements have to be part of the structure and cannot be suspended

or be an addition to the primary structure.
3. In case of illuminated panels, internally-illuminated advertising panels will
be preferred.
4. Other general provisions as set out by this policy will be applicable to
display of advertisements at bus stops.
The Municipal Commissioner may issue separate orders/schemes for design and
installation of bus shelters.
3.0 Special provisions for display of advertisements on flyover and bridges
Advertisements on bridges will be subject to the following restrictions, apart from

the general provisions as applicable to other advertisements:
1. The ground clearance of the advertisement shall be at least equal to the

ground clearance of the bridge.
2. The maximum height of the advertisement shall not exceed the height of
the parapet of the bridge.
3. The length of the advertisement shall not exceed 60'.
4. Advertisements on the pillars supporting the bridge are allowed subject to
the condition that Total length of the advertisement panel on the pillars,
shall not exceed the diameter of the pillar at the midsection by 2'. The
clearance between the advertisement panel and surface area of the pillar
shall not be greater than I'.
4.0 Special norms for display of advertisement on business premises
The advertisement, such as illuminated glow sign boxes and illuminated/neon sign
name boards on the business premises shall be permitted/ regularized as per the
MC Act. These advertisements should conform to the following norms:
1. Notwithstanding any permission given for such erection, any such sign
which after erection is, in the opinion of authority, of such intense
illumination so as to disturb occupants of the adjacent or nearby buildings
shall, on the order of authority, be suitably altered or removed by the
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owner of the site concerned within such reasonable period as the authority
may specify.
2. No ground sign shall be erected so as to obstruct the free access to or exit
from any building.
3. No part of the advertisement or its support structure shall project beyond
the building on its sides. It shall also not project beyond the plot boundary.
4. Only advertisements related to products sold or services rendered by the
entity occupying the business premises are permitted on the said premises.
5.0 Special norms for display of advertisements by floating balloons

Permission for illuminated or non-illuminated advertisement by means of floating
balloons can be granted subject to compliance of conditions mentioned below:
1. The agency shall display the balloon in such a manner that it does not
interfere with or obstruct other displays of advertisements. The agency
shall make necessary arrangements for monitoring the movement of the
balloon during its display.
2. The agency shall produce No Objection Certificate (NOC) from the Ministry
of Civil Aviation, Government of India, and shall observe all their rules and
regulations.
3. The agency shall be liable to pay damages for any accident or any injury
which may be caused to any property or person by reason of keeping the
said balloon or the material, gas or any device used in respect thereof or by
reason of the fall or otherwise of the said balloon or any part thereof due
to storm, faulty operation, negligence, accident or any other cause
whatsoever.
6.0 Procedures
6.1 Erection of hoardings
6.1.1 Application
1. The applicant agency shall apply for permission in the prescribed form
(Annex A) to the Advertisement Department of the Patiala Municipal
Corporation.
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2. Along with the application form duly filled in, the applicant has to deposit
the prescribed processing fees as per the schedule of rates and charges of
MC (available at MC website www.______________.com).
3. Along with the application form, the following documents are required to
be submitted —
a. NOC/ allotment letter from the owner of land/ property and an
agreement between the owner (s) of the building and the applicant.
b. Current property tax bill.
c. Structural Stability certificate of the hoarding and building (if) from
empanelled structural Engineer.
d. Engineering drawing of the proposed structure in triplicate blueprint
duly signed by the structural engineer.
e. Map of the location of hoarding.
f. Two copies of 10"x8" size Photograph taken from a distance of 60
meters from the proposed site with marking of the proposed
hoarding thereon.
g. An affidavit in the prescribed format sworn before a first class
magistrate.
h. NOC from the Commissioner of Police (Traffic) (as applicable)
6.1.2 Scrutiny
1. At the time of submission of the application, a pre-scrutiny of the filled-in
form and the accompanying documents would be made by the personnel
of the Advertisement Department. If the application is found complete in
all respects, only then the same shall be accepted along with the processing
fees. Hence, applicants are advised to file complete applications for faster
processing.
2. On the acknowledgement receipt of the complete application, a call date,
not later than three weeks from the date of receipt, would be indicated
which would be the date on which the applicant shall get the decision on
his application i.e. either a grant of permission or a rejection along with
reasons.
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3. The detailed scrutiny along with the site visit should be completed in such a
manner that the decision of the authority is obtained before the call date
given to the applicant.
4. In case the application is rejected for any reason whatsoever, the
processing fees shall be forfeited.
5. In case the application is accepted, the Municipal Commissioner shall issue
an Identification (ID) number for the hoarding. This ID no. should be
displayed on the bottom right hand corner of the hoarding.
6.1.3 Post-approval
1. Within 48 hrs of erection of the hoarding, the agency shall submit to MC a
certificate from a Structural Engineer certifying that the hoarding has been
constructed as per the specifications and engineering drawings.
2. Within 15 days of receipt of such certificate from the applicant, the MC
shall undertake a field visit to the approved hoarding and check for
inconsistencies or deviations.
3. In case deviations are found, the agency would be given a notice period
upto 30 days to rectify the same, except in cases where immediate action
may be required.
4. After the lapse of 30 days notice, if deviations are still found, MC would get
the hoardings and the structures demolished. The processing fees and all
charges would be forfeited and a suitable penalty may be imposed.
6.1.4 Appeals
Any grievance, in relation to this policy needs to be addressed to the Municipal
Commissioner, within 30 days from the receipt of orders or cause of action as the
case may be. The Municipal Commissioner, for sufficient cause, at his discretion
may condone any delay of filing for upto 30 days.
If the applicant simultaneously seeks redressal in a court of law for the same cause
of action, the appeal to Municipal Commissioner shall stand automatically
dismissed.
6.2 Regularization of existing hoardings
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1. All existing hoardings on MC's land/ property shall be regularized as per the
guidelines stated in this document.
2. In case it is required, then such hoardings may be re-aligned, re-adjusted,
shifted or permanently removed as the case may be.
3. Efforts would also be taken to maintain uniformity of size of hoardings on a
particular road.
4. MC or the agency on advice from MC shall complete such regularization
within 6 months of issuance of these guidelines.
5. In case the agency regularizes a particular hoarding within the
regularization period, it shall have the right to continue with the regularized
hoarding for another period of 1 year from the date of lapse of the 6
months regularization time-frame subject to payment of land utilization
fees at 20% over and above the last year's fees and clearing of all arrear
dues.
6. In case the agency fails to regularize the hoarding within a time-period of 6
months, MC may decide to demolish the hoarding.
7 Hoardings on the premises of other public authorities

Agencies desirous of erecting hoardings on the land of premises of other public
authorities, whether government or semi governments have to obtain a valid
license from the Patiala Municipal Corporation before they can erect the hoarding
or display advertisements.
8 New hoardings on corporation land/properties

MC permits the use of its land/ properties for display of advertisements. Land/
property is allotted to agency for display.
1. MC shall henceforth, from time to time, identify locations on MC property

where it will allow new hoardings to be erected.
2. After such identification, it shall put such locations on auction through an
open advertisement.
3. When auctions are not feasible, competitive tenders may also be invited.
4. The selected agency shall be issued an allotment letter for use of the MC
property/land for the purpose of advertisements. On receiving the
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allotment letter, the agency shall apply to MC for display of advertisement

under the usual procedure.
5. The Municipal Commissioner may permit the display of advertisement to
any agency for a maximum period of 2 years on payment of land utilization
charges and advertisement fees as fixed by the Commissioner and on such
terms and conditions as deemed fit, provided such advertisement fulfills
the policy guidelines.
6. Upon expiry of the period of the allotment letter, the agency shall hand
over the site with the structure to the MC. Thereafter, display of
advertisement on the said site would be allowed by auctioning or by
inviting competitive tenders.
8.1 Duties and responsibilities of the license holder agency
1. The license holder shall ensure that the structure and the advertisement
board are aesthetically designed and properly maintained at all time.
2. The license holder will ensure to have a valid license at all times, as laid
down by this policy, during the currency of the license.
3. It will be mandatory on the part of the agency to display, at their cost, a
civic message or any other message as and when directed by MC for a
period of fifteen days in a year for which no fees will be charged.
4. The license can be transferred with the prior permission of Municipal
Commissioner and on payment of transfer fees as prescribed by the
Municipal Commissioner from time to time and subject to the following:
a. In case of legal transfer, legal documents to prove the legal succession
status of the transferee.
b. In case of transfer through sale, sale document.
c. Affidavit indemnifying the MC from all other Claimants.
79
A Proforma for Application Form
APPLICATION FOR ERECTION OF NEW HOARDING

PATIALA MUNCIPAL CORPORATION
SN Particulars Details
1. Name of applicant
2. Type of applicant Proprietary firm/company/Charitable Trust/Others
3. Address of applicant
Tel: Fax:
Mobile: Email:
4. Registration Code (if any)
5. Site location
Ward No.: Borough No.:
On ground/ on roof/ others

6. Road Details
Name of Road Width of Road (Mtrs)
7. Size of hoarding (in feet) Length Height Width Area (sq)
8. Height from the surface of the

Lower bottom of hoarding To top of hoarding
ground/ roof below it
9. Distance from the nearest

hoarding
10. Type of display Illuminated / Non Illuminated
11. No. of trees within 25 m on all
sides
12. No. of hoardings within 50m
on all sides
13. Name of Landlord
14.
Trees are required to be Cut / Trimmed / No Interference
15. Alignment with other
hoarding Yes/ No
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I have read carefully the advertising policy guidelines of MC and have complied with all
the conditions. I accept that, in the event the information submitted by me is found false, I
am liable for all such penal actions as prescribed under the law.
Date: Signature of the Applicant
Designation
-----------------------------------FOR OFFICE USE ONLY------------------------------
Documents submitted
SN Documents Please put a (√)
1. Application for erection of hoarding

2. Structural Stability certificate of the hoarding and building (if) from
empanelled structural Engineer
3. NOC from the owner of land/ property
4. Engineering drawing of the proposed structure in triplicate
blueprint duly signed by the applicant
5. Map of the location of hoarding
6. Two copies of 10"x8" size Photograph taken from a distance of 60
meters from the proposed site with marking of the proposed
hoarding thereon *
7. An affidavit in the prescribed format sworn before a first class
magistrate
8. An agreement between the owner (s) of the building and the
applicant
9. Others _____________________________
Whether the application is complete as per the advertisement Guidelines? Yes/ No
If No, state the deviations: ____________________________________________
[a] Case No.: ________________________________
[b] Date of receipt of application: ___________________
[c] Processing fees: ____________________________
Signature of the ____________
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B Proforma of the affidavit

I/We Sri/Smt. ________________________ son/daughter/wife of Sri/Smt
___________________________, Director/Proprietor/Partner/Technical officer
and Authorized Signatory of M/s. ___________________________, aged about
_____ years, residing at ____________________________ and having its Regd.
office at __________________________ P.S. ______
________________________, do hereby solemnly declare and say as follows:—
1. That I/We am/are owner/director/partner/Technical officer of M/s. ____

______________________ above-named company/Firm.
2. I/We intend to use the site at Premises No. _____________________
________________, Name of the City ___________, for the purpose of
advertisement and for the purpose, I have taken lease / sub-lease/ licence
from the owner / I am the owner of such Premises.
3. The land, building, wall, hoarding, frame, kiosk, or structure is / will not
hang over or reach any part of MC land or Government or land of any
statutory authority.
4. I / We declare that in the event of any contravention of any of the provision
of the act or any regulation made under the Patiala Municipal Corporation
Act or any material change is made in the advertisement or any part
thereof without permission of Municipal Commissioner or any
advertisement or part thereof falls otherwise than through accident or if
due to the work of government, Corporation or Statutory Authority the
advertisement is required to be displaced the permission shall stand void
and I / We will not claim any right.
5. I / We declare that if there is any contravention of any conditions and
terms of the Licence and if there is any additional / alteration made to or in
the building wall, hoarding, frame, post, kiosk or structure , upon or over
which the advertisement is created, exhibited, fixed or retained the licence
shall become void.
6. I / We also declare that structural stability of the hoarding has been duly
certified by the enlisted structural Engineer of MC and I / We also declare
that due to erection of hoarding, frame, post, kiosk or structure if any
accident occurs or right easement, window/light is affected I/ We shall be
responsible and the Patiala Municipal Corporation under no circumstances
shall be held responsible for such act, I / We further declare that I/ We shall
compensate MC for any loss or damage due to my/our act or commission
as will be determined by the Municipal Commissioner or any other
competent authority.
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The statements contained in the foregoing paragraphs are true to my knowledge and
belief.
Signature of Deponent
Designation
83
Annexure 2 : Parking Policy for Patiala
Introduction
1.1 Patiala Municipal Corporation (M.C.)
The MC covers an area of 37.00 sq.km. The population as per census, 2011 was 405164.
1.2 Distribution of Population
The Patiala municipal corporation had a population of 303151 in 2001, which increased to
405164 at 25% growth rate. land area.
1.3 Densities and growth of population
The population density of MC area was 8193 persons/sq km in 2001 in comparison to the
population density of 10950 persons/sq. km in 2011.
The growth rates of population in MC during the last decade is 25% respectively.
2.0 Need for a Parking Policy:
Every vehicle trip requires parking at the two ends. So parking facilities are an integrated
component of the road transport system. Inadequate parking facilities act as deterrent to
the movement of vehicular trips and act as hindrances to the proper functioning of urban
activities. While adequate parking facilities for vehicular traffic are essential in urban
areas, parking facilities are expensive to construct, imposing financial costs on developers,
building users and government. In addition, parking facilities impose environmental cost,
contradict community development objectives for more livable and walkable
communities, and abundant un-priced parking tends to increase driving and discourage
use of alternative modes.
With the growth of population, activities and trip generations of various categories of
vehicular traffic in the metropolitan area, a Policy for generation of parking facilities need
to be adopted so as to ensure the uninterrupted movement of vehicular traffic along the
major arterial roads and highways and the dispersal of vehicular and pedestrian traffic in
and around the areas of major trip generations.
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The Parking Policy should ensure the preparation of Comprehensive Parking Plans by the
ULBs and the actions to be undertaken by other concerned authorities in Patiala Municipal
Corporation for;
i). The provision of adequate off-street parking facilities within the individual premises
as well as in off-street parking lots to meet the increasing
parking demand of various categories of vehicular traffic.
ii). Adoption of appropriate development control measures with incentives in F.A.R to
ensure and encourage the generation of off-street parking facilities.
iii). Formulation of rules and regulations for pricing, management and enforcement of
parking facilities.
iv). Involvement of the private sector in generation, management and enforcement of
parking facilities alongwith the public sector.
v). Minimization of parking demand for personalized vehicles by extension and
augmentation of mass transit facilities and minimization of the parking demand for
goods vehicles viz trucks, van etc within the congested urban areas by relocation of
wholesale trading centres from the core areas to the periphery with the
construction of truck terminals alongside.
Unless a comprehensive parking policy is adopted to ensure advance actions for provision
of parking spaces with appropriate development control measures and concerted efforts
of the public sector and the private sector within the urban areas in the metropolis, the
parking deficiencies may create a major urban problem in future.
3.0 Role of Urban Local Bodies,

Government and Other Public Agencies.
Urban Local Bodies

The Urban Local Bodies in Patiala Local Planning Area would take immediate action for
preparation of Comprehensive Parking Plans for their respective areas with due
consideration to the followings:
Existing landuse pattern, the travel characteristics and the future growth pattern as
envisaged in the Development Plans of their respective areas.
The existing areas of concentration of parked vehicles and the deficiencies in provision of
Off-street parking facilities.
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The characteristics of parking demand for various categories of vehicular traffic and the
hourly and daily variations.
Existing building rules and the development control regulations of the Land Use &
Development Control Plans and the requirement for amendments towards provision of
adequate parking facilities for all categories of vehicular traffic.
Scope for generation of public parking facilities particularly for transit vehicles, paratransit
vehicles and slow vehicles by providing innovative incentives in the Floor Area Ratio (F. A.
R.) for new developments and reconstructions and ensuring the free-gifting of such
parking facilities to the ULBs.
Rational use of the parking facilities by pricing mechanism i.e charging parking fee
commensurate with the land price as well as the development cost and operation and
maintenance cost of parking facilities, charging differential rate of parking fees according
to the zone of the town, hours of the day and the size of the vehicles.
Regulations for on-street parking facilities and the need for phase wise removal of on-
street parking facilities for effective utilization of the road spaces for moving vehicles and
pedestrians.
Enforcement mechanism and monitoring system for the proper utilization of the parking
facilities and checking the violation cases. Arrangement for periodic checking of the
utilization pattern of the statutory parking spaces within the premises, particularly the
facilities in the basement or upper stories.
Ensuring provision of public parking spaces for cars, two wheelers, transit vehicles,
paratransit vehicles and bicycles in major private and public developments and for
specified use categories viz commercial, assembly, business etc.
Management of off-street car parking lots for optimum utilization of the facilities, viz
surface parking lots or multistoried or underground parking facilities with ramps or with
lifts, by vehicle zoning and monitoring through Parking Guidance and Information System
and advanced system of charging and collection of parking fees.
Municipal Corporation
The Patiala Municipal Corporation is the planning and development authority in the
Patiala planning area. Patiala Municipal Corporation while taking up major development
projects in the area, particularly the trans municipal projects, would ensure :
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 provision of adequate parking facilities for all categories of vehicles including the
transit vehicles, paratransit vehicles, personalized slow vehicles and commercial
vehicles to meet the requirements of new developments as well as to make up the
deficiencies in the existing developments as far as practicable.
 modification of the zoning plans and development control regulations of the LUDCPs
prepared by it on the basis of the Punjab T&C (P&D) Act as per the requests
/recommendations of the ULBs to ensure provision of adequate parking facilities
within their respective areas as well as to conform with the changed pattern of land
use. The relaxation of F.A.Rs in new developments or reconstructions towards
generation of public parking spaces and free gifting those to the local bodies also
need to be encouraged in the development control regulations of the LUDCPs.
 provision of adequate parking facilities for regional traffic (cars, commercial
vehicles, long distance buses) at suitable nodal locations in the Traffic and
Transportation Master Plan for the Patiala Municipal Corporation .
 provision of intermittent parking facilities for cars, commercial vehicles, etc. at an
interval of 3-4 kms. on Expressway integrating with the petrol pumps service
stations and motels / eating house.
 dispersal facilities for passengers at major passenger transfer points viz (railway
stations, metrorail stations, busterminals, ferry ghats etc) by adequate provision of
parking facilities of different categories of fast and slow vehicles including transit
and paratransit vehicles.
 network of busterminals and depots to meet the future requirements of passenger
movement within the metropolitan area.
Patiala Municipal Corporation being the Planning Authority, would prepare the guidelines
for preparation of the Comprehensive Parking Plans by the ULBs incorporating the steps
and procedures in respect of :
Assessment of existing parking demand and identification of critical areas.
Identification of areas for provision of off-street parking facilities.
Alternative approaches for provision of parking facilities and norms and standards for
different categories of parking facilities viz surface parking lots, basement parking with
ramp or with lift, elevated parking structures with ramp or with lifts etc.
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Pricing of parking facilities including the differential rates of parking as per the zone of the
city, hours of the day and vehicle type.
Regulations for on-street and off-street parking.
Management of parking facilities
Other Government Departments & Agencies

Public Vehicles Department & Regional Transport Authorities
The Public Vehicles Department at Patiala and the Regional Transport Authorities of the
districts in Punjab while issuing permits for new bus and minibus routes connecting the
Patiala Municipal Corporation would ensure that off-street parking spaces of suitable sizes
are available at the terminal points in Patiala Municipal Corporation. No new bus and
minibus routes would be introduced if there is no off-street parking space is available.
For the existing bus and minibus routes where no off-street parking facilities are there, the
authorities would suitably alter the routes to ensure off-street parking facilities of buses
and minibuses.
Prior to issuing permits for new auto rickshaw routes the authority would also ensure the
availability of off-street parking spaces of adequate size at the two terminals.
The existing auto rickshaw routes where off-street parking facilities at the two ends are
not available, the routes would be modified to ensure off-street parking facility at the
terminating points.
In view to ensure the off-street parking facility, the PVD and the RTAs as precondition for
registration and issuing licenses would get declaration from the owner of the motorized
vehicles viz cars, two wheelers, trucks and other commercial vehicles in respect of specific
garaging facility with address.
Police Authority
The Patiala police and the Punjab police in consultation with the ULBs will:
Notify the areas/zones of no-parking, fee parking and free parking.
Finalise the arrangement and management of existing and future public parking facilities.
Restrict and enforce the movement and parking of different categories vehicles.
Arrange for provision of traffic signs and road markings for control of parking.
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Control the movement of vehicles and pedestrians in congested areas.
Transport Department, Govt of Name Punjab

The Transport Department would take action towards:
Extension, Intensification and Improvement of public transport facility so that use of

personalized vehicles is minimized.
Provision of adequate number of off-street terminals for buses and minibuses with
facilities for paratransit.
Introduction of Mass Rapid Transit systems on major corridors of passengers movement.
Utilisation of the existing tram depots and bus depots towards more effective use/uses
including creation of public parking facilities.
Gradual withdrawal of auto rickshaw services from corridors with adequate transit routes.
Persuading the Railway Authority to provide adequate surface dispersal facilities including
off-street parking facilities around the suburban rail stations and the metrorail stations.
Ensure the provision of adequate facility for vehicular and passenger dispersals including
provision of parking spaces for all categories of vehicles at the station locations/ transfer
points of future facilities of rapid bus transit system in Patiala.
Urban Development Department, Punjab

The Urban Development Department would ensure:
Preparation of the Comprehensive Parking Plans by all the ULBs with due regard to the
Development Plans as well as to initiate actions for development of off-street parking
facilities at the congested areas towards minimization of the hazards of on-street parking.
Modifications of the LUDCPs for the ULBs in respect of zoning plans and development
control regulations towards provision of additional parking areas for different categories
of uses within the premises as well as for encouraging the generation of public parking
spaces.
Actions for phased implementation of the wholesale trading centres and truck terminals
proposed in the Master Plan for Traffic and Transportation approved by the Patiala Local
Planning Authority. Provision of technical and financial supports to the ULBs for
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preparation of Comprehensive Parking Plans and short term actions for provision of
parking facilities.
The Urban Development Department would also pursue the Eastern & South Eastern
Railways to provide adequate dispersal facilities with off-street parking facilities for
different categories of vehicles in the suburban rail stations in Patiala. For dispersal
facilities around the metrorail stations with off-street parking facilities the Metrorail
Authority would also be pursued.
Municipal Affairs Department, Government of Punjab

The Municipal Affairs Department would take actions towards:
Preparation of the Comprehensive Parking Plans by the ULBs and short term actions
towards minimization of traffic hazards due to on-street parking at critical areas.
Amendment of the Punjab Municipal Building Rules towards provision of additional

parking facilities within the premises for different categories of buildings and occupancies
as well as relaxation of F.A.R restrictions towards generation of public parking spaces.
Making appropriate rules under the provision of Punjab Municipal Act, Patiala Municipal
Corporation Act and Patiala Municipal Corporation Act so that the respective ULBs can
levy and collect parking fees for different categories of vehicles at the rates approved by
the government.
Railways:
The Northern Railways should ensure the proper passenger as well as vehicular, dispersal
facilities around the existing as well as proposed suburban rail stations and terminals. The
redevelopment of railway land in the metropolis should also ensure that adequate public
car spaces are generated.
The Metrorail Authority should also ensure that adequate passenger and vehicular
dispersal facilities with provision of off-street parking spaces and loading and unloading
zones are developed around the Metrorail stations.
Public Works Department, Govt. of Punjab

P.W. Department, Govt of Punjab would provide adequate off-street parking facilities for
cars, commercial vehicles, long distance buses on state Highways at an interval of 5 kms.
or at major nodal locations integrating with petrol pumps, service stations, motels/eating
houses.
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National Highway Authority of India:

The NHAI would ensure the provision of-street parking facilities for cars, commercial
vehicles on the National Highways at distances of at least 5 kms. integrating preferably
with petrol pumps, service stations and motels/eating houses.
4.0 Objectives
The objectives of the Parking Policy for Patiala Municipal Corporation is to initiate
concerted actions by the authorities concerned for improvement of the travel
characteristics by minimizing the disruptions due to on-street parking of vehicular traffic
and to ensure the proper functioning of urban activities . The Parking Policy aims at:
i). Ensuring the preparation of the Comprehensive Parking Plans by the ULBs in
consideration of their Development Plans and future travel characteristics so as to
meet the short term as well as long term deficiencies in provision of off-street
parking facilities for all categories of vehicular traffic.
ii). Involving the other concerned Government agencies in taking appropriate actions
towards generation of adequate off-street parking spaces as well as minimizing the
existing on-street parkings in phased manner.
iii). Formulation of uniform rules and regulations towards development, pricing,
management and enforcement of parking facilities.
iv). Ensuring the participation of the private sector in developing public parking
facilities.
v). Initiating advance actions for minimization of parking demand of personalized motor
vehicles by intensification of mass transit facilities and minimization of the goods
vehicle parking in the congested central areas by relocation of wholesale trading
areas with truck terminals to the periphery.
vi). Providing technical and financial support to the ULBs for preparation of the
Comprehensive Parking Plans.
To achieve the above objectives the aspects which need detailed attention are:
4.1 Generation of off-street car parking facilities for all categories of new developments.
All new developments must provide parking facilities for vehicles to be generated in the
area in respect of the total floor area as per the guidelines of the Urban Development Plan
Formulation and Implementation (UDPFI) or the National Building Code (NBC) or any other
Development Control Regulations formulated for the particular area/areas.
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Provision for appropriate number of parking facilities for visitors cars/vehicles must also
be provided within the premises. The number and type of such facilities to be provided
would depend on the occupancy of use categories in the particular building/buildings.
Incentives in F.A.R
To encourage generation of additional parking facilities to be used as public car parking
facility, incentives in the form of F.A.R may be allowed subject to the condition that the
additional car parking lot is to be free gifted to the ULB or to the civic authority.
Parking facilities for transit and paratransit vehicles

The provision of parking areas for transit vehicles viz buses, minibuses and paratransit
vehicles viz. taxis, auto rickshaws, cycle rickshaws etc should be planned by the local body
at nodal locations on land belonging to the Govt or the local authority. Where such land
with public ownership is not available private plot owners may be given incentives in the
form of additional floor area over and above the permissible limit for free gifting of land to
local bodies for arrangement of parking facilities for transit and paratransit vehicles.
To ensure generation of parking facilities for paratransit vehicles viz Cycle Rickshaws,
Taxis, Auto rickshaws etc at the specified nodal locations to be identified by the ULB/
Planning Authority, incentives in the form of additional F.A.R may be provided subject to
the condition that the parking spaces are free gifted to the ULB/Civic authority and that at
least a minimum number of such parking facility (at least 10-15 nos) is provided and
handed over to the ULB for availing of such concessions. This provision of incentive in floor
area for free gifting of land towards public parking spaces and for widening of the
adjoining roads will be subject to the approval of the local authority.
Parking facilities for commercial, business and assembly buildings

For commercial, business and assembly buildings, where the duration of parking of the
vehicles are generally longer, multilevel parking facilities would be encouraged with
basement parking and car parking facility on elevated structures with electrical lifts. The
built up areas for such parking facilities would not be counted towards the permissible
floor areas in FAR. In case of
basement parking, the basement structure may be allowed to extend beyond the building
profile below the ground level subject to the approval of the local authority and provision
of the underground utilities.
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The present stipulations for compulsory provision of parking facilities in

different categories of buildings in different development control zones in the Land Use
and Development Control Plans (LUDCP) prepared by KMDA under the provisions of the
Punjab Town & Country ( P&D ) Act need to be reviewed and additional parking facilities
to be ensured to cater the increasing vehicle ownership and the resulting increased
demand for parking. A guideline for mandatory car parking facility within the premises
for various categories of buildings and occupancies has been enclosed in Annexure-1. In
the revision of LUDCPs for ULBs in Patiala Municipal Corporation, the guidelines may be
suitably adopted with the concurrence of the ULBs.
Control of development of various categories of land uses

The land uses such as markets, shopping complexes, auditoriums, schools and colleges
generate vehicle trips with pronounced peak at specific periods in
the day and as such generate high demand for parking of vehicles of various categories. To
avoid traffic disruptions in the peak periods the vehicular entry- exits of these facilities
should be located at least 100 metres away from major
intersections. The provision of service roads should also be attempted in such cases.
Over and above, the development control regulations should also prohibit the
development of such facilities in close proximity in order to avoid the disruption of traffic
due to the cumulative effect of the congestion generated
by each other.
Provision of passenger dispersal facilities around suburban railway stations, metro rail
stations, ferry stations and bus terminals.
The passenger dispersal facilities in the form of parking and loading-unloading areas for
different categories of vehicles viz cars, two wheelers, bicycles, taxis, buses, auto
rickshaws, cycle rickshaws etc must be provided prior to the opening of any such new
facility. The Department concerned along with Police authority and the Civic authority
would assess the extent of requirement of such facilities depending on the peak passenger
demand and would provide such facilities within the premises prior to the starting of the
operation of any such facility.
The Public Vehicles Department or the Regional Transport Authority while sanctioning
permit for new bus or minibus route or auto rickshaw route must ensure the availability of
off-street terminal facilities at the two ends. No such new route should be sanctioned
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unless the Authority is assured that adequate off-street terminal facilities are available.
The Police authority should strictly ensure the above.
4.2 Generation of Off-street parking facilities in already built-up areas at locations of major
vehicular and pedestrian concentrations.
Off-street vehicle parking facilities to be generated in built up areas near office complexes,
shopping complexes, cultural activity zones or major passenger terminals etc where the
existing on-street parking of vehicles create major traffic bottlenecks. Where land for such
off-street parking facilities are not available attempts to be made for providing
underground parking in nearest parks or public open spaces and by the construction of
multistoried parking structures with commercial activities over the existing bus terminals
and depots.
The, development control regulations for such areas should have the mandatory provision
of public parking facilities in cases of redevelopment of existing structures and should also
be supplemented with incentives towards F.A.R.
Reconstruction of buildings on public land

In case of development of public land or reconstruction of public buildings in the CBD
areas of Patiala and in congested locations, generation of public parking facilities for
various categories of vehicles and handing over the facilities to the civic authority should
be made mandatory. If required the incentives in FAR may also be allowed in such cases.
All the municipal corporations and municipalities should be instructed in this regard so
that at the stage of sanctioning of the building plan the provision of such public parking
facilities are ensured.
Construction of additional building on existing plots

For plots with existing building with no provision for parking facility but with adequate
vacant land would be asked to provide the requisite parking facilities within the premises.
In case development for additional building within the plot, the equivalent car parking
space as required with the present
regulations for the old as well as the new building would have to be ensured during
sanctioning of the building plans.
Redevelopment of markets
In Patiala Municipal Corporation, a number of old markets are being redeveloped or under
consideration for redevelopment. Since these markets are generally located on bigger size
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plots, provision of additional public parking space over and above the parking spaces
required for the commercial floor area within the market need to be arranged. In some of
the markets the redevelopment process have already started with the participation of the
private developer. The Government may by order instruct the local bodies to ensure that
some additional parking spaces are generated and kept reserved for public parking spaces
to meet the parking demand of various categories of vehicular traffic generated in the
adjoining areas. This parking space must be in addition to the requirement of parking
space for the occupancies in the redeveloped market and may be provided in the ground
level or in the basement or in the upper stories served by ramps or by lifts. The area of
such public parking space and the connecting ramps would not be counted in the FAR of
the building and to provide incentive towards generation of such public parking space the
ULB may allow some additional FAR. In municipalities where such additional parking
spaces are not immediately required provisions for future construction should be ensured.
Immediate provision of off-street car parking facilities in the CBD of Patiala

The parking demand in the central areas of Patiala city would substantially increase during
the intervening period. A detailed parking study need to be conducted for these areas and
the demand for the future years need to be estimated. A time bound program for
generation of off-street parking facility for these areas should be taken up. Since most of
the buildings in these areas are old and have practically no parking facility within the
premises, construction of multistoried car parking facilities in the redevelopment of old
buildings perhaps is the only solution for minimizing the on-street parking of cars.
Taking into consideration the high land value and excessive demand for business and
commercial uses, it is to be decided as a policy to develop all vacant or underutilized plots
belonging to the public sector in the area to generate floor areas of conforming and
remunerative use categories along with public parking facilities with other uses viz
commercial, business etc. In this regard the floor space allotted for public parking facilities
to be exempted from the permissible floor area in F.A.R.
The locations for the off-street parking facilities need to be identified with priority. The
prospects of PPP projects in the above mentioned locations are to be pursued for
immediate generation of off-street, parking facilities.
The Patiala Municipal Corporation should be instructed to ensure provision of additional

public parking spaces during sanctioning of any redevelopment proposal in the central
areas.
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Parking facilities on Highways and Expressways:

Intermittent parking facilities for commercial vehicles and passenger cars be provided on
either side of such roads at an interval of 3-4 kms. Parking facilities may be integrated with
petrol pumps and service stations, Motels/Eating Houses. This will help in enforcing
banning of on street parking on such roads.
4.3 Rational use of existing parking spaces by pricing mechanism.
The existing public parking facilities are mostly on-street. These facilities should be utilized
effectively. It is to be ensured that the parking fee is scheduled in such a manner that the
turnover of the parking spaces may be maximum. This implies the followings
 The parking fee should be commensurate with the land price. The fees for multi
storied and underground parking should also include the construction cost and the
operation and maintenance costs.
 The parking fee should be progressively higher for longer duration of parking. The
monthly parking fee system should be discontinued in the context of the acute
shortage of supply in relation to the demand.
 The car parking fee should be higher in the CBD area and should be progressively
reduced with the distance from the City center.
 The fee structure should vary at different hours of the day according to the peak
demand. The fee structure may be highest during the 20 peak demand and may be
lesser during the period of lean demand. This will ensure the utilization of parking
spaces more effectively as well as influence to some extent the travel habits.
 The parking fee for different category of vehicles should be different. This should
depend on the total area occupied and also on the income level of the users.
A guideline for Schedule of Parking Fees for different categories of vehicles and for
different zones in Patiala Municipal Corporation have been given in Annexure-2.
The ULBs in consultation with Police authority would however determine the Parking fees.
The parking fees should be revised after every three years
4.4 Regulations for on-street parking
The on-street parking facilities would likely to continue unless alternative provisions for
off-street parking facilities are developed. Some regulations for on-street parking of
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vehicles need to be enforced in order to minimize the disruptions and congestions created
out of on-street parking.
Minimum width of carriageway

The various arrangements of on-street parking viz parallel parking, perpendicular parking,
angular parking etc need to be specified in relation to the carriageway widths, the traffic
volume and the composition of traffic. In this regard there are some guidelines of the
Indian Roads congress. The ULBs while deciding on such issues should specify the
minimum widths of carriageways for different arrangement of parking for different
categories of vehicles viz cars, taxis, bicycles, vans, trucks etc.
The vehicle parking arrangements and whether the parkings would be allowed on one side
or on both sides should be decided on the basis of the width of carriageway, volume and
composition of traffic as well as the character of the road. For important transit corridors
where buses and minibuses ply, the on-street parking should be restricted so as to ensure
the smooth flow of transit vehicles as well as passenger loading -unloading.
The minimum width of carriageway for on-street parking arrangements would also
depend on nature of flow of traffic i.e one-way movement or both directional movement
of traffic. Depending on the traffic volume, the landuse and the parking demand, the ULBs
in consultation with the Police may notify a road as one-wav to increase capacity and to
minimise accidents.
Location of the on-street parking lots

The on-street parking lots should be at least 50 metres away from major intersections and
from the toe of the bridges and flyovers as well as from the starting point of the ramps of
the underpasses.
The on-street parking should be away from the bus and minibus stops so that the loading
unloading of passengers is performed close to the foot path and not in the middle of the
carriageways which may result traffic accidents.
The on-street parking lots should be clear of the driveways to the adjoining properties.
Delineation of on-street parking lots with traffic signs and road markings.
The, zones or stretches of on-street parking need to be specifically delineated with
appropriate traffic signs indicating the category of vehicles, time periods and mode of
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parking (parallel, angular or perpendicular) as per the specifications of the Indian Roads
Congress (IRC)
The no-parking zones and stretches similarly need to be delineated by appropriate traffic
signs supplemented with road markings as per IRC specifications.
Restrictions on on-street parking on major arterial roads with heavy traffic volume and
on transit corridors.
On major arterial roads and transit corridors with the volume/capacity ratio (V/C) more
than 0.7, no on-street parking of vehicles should be allowed.
Provision of parking facilities for different categories of vehicular traffic

The on-street parking facilities whenever allowed should be for all categories of vehicular
traffic moving in and around the area and not for cars and taxis only. Depending on the
composition of traffic and unless otherwise restricted due to local traffic conditions,
parking facilities for all categories of vehicles viz, two-wheelers, bicycles, cycle rickshaws,
auto-rickshaws, etc should be provided with respective lot sizes and with specific
delineations. In commercial areas and market centers, the required minimum amount of
parking provisions to be made for goods vehicles viz. trucks, mini-trucks, cycle vans etc.
4.5 Management of parking facilities
The on-street as well as off-street parking facilities need to be managed efficiently for
convenience of the parkers as well as for efficient utilization of the parking spaces. In
parking lots there should be zones for different categories of vehicles and the parking slots
should be of the specific size of that particular vehicle category. There may be zones for
small size vehicles as well as zones for bigger size vehicles and the areas should be
properly delineated for maximum utilization of the available space.
In major off-street parking lots, in multistoried car parking structures with ramps or
automated and in underground parking facilities with ramps or automated there must be
proper Parking Guidance and Information (PGI) system for improving the efficiency of the
system by vehicle monitoring communication to the incoming drivers, in station control
and graphical user interface (GUI) message signs both variable and numerical for zone
monitoring as well as for space monitoring.
For charging and collection of parking fees appropriate system need to be introduced to
minimize hassles and delays.
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Some turning movements occur on roads at the locations of on-street parking lots and
these movements interfere the movements of through vehicles causing serious traffic
accidents at times. With the growth of vehicles, the traffic management by Police needs to
be improved particularly at the locations of major vehicular and pedestrian trip
generation.
4.6 Monitoring and Enforcement for violation of regulations for parking
There should be mechanism for continuous monitoring in respect of development of

parking facilities in individual buildings as well as proper utilization of the facilities. The
mandatory parking facilities as per development control regulations for different
categories of buildings must be provided as per the approved building plan and this must
be monitored by the respective local body. Sometimes it is observed that the statutory
parking areas within the premises are converted to other uses. This tendency needs to be
stopped by periodic checking of the local body as well as by the police authority.
The violation of the regulations of the on-street and off-street parking facilities need to be
checked regularly by the traffic police. The tendency of admitting unauthorized parking in
no-parking zones and excessive overloading of the parking lots for extra revenue must be
checked in the interest of smooth movement of vehicular traffic.
4.7 Advance action for minimization of parking demand
The use of personalized motor vehicles viz. cars, two-wheelers etc. need to be minimized
in the context of conservation of energy, environmental pollution as well as reduction of
congestion and traffic accidents. The demand for parking in the City of these categories of
vehicles can also be reduced if the mass transit facilities are extended and the service
levels are maintained in such a way that the facility becomes both economical as well as
convenient to owners of cars and two wheelers. Thus the extension and improvement of
mass transit services as well as introduction of high capacity rapid transit system with
electric traction need to be one of the essential components of transportation planning for
growing cities.
The wholesale trading centers are the generators goods vehicles. These centers located in
and around the central area create traffic bottlenecks due to the movement and parking
of goods vehicles. As a part of the transportation plan, these centers need to be relocated
to the periphery in nodal locations served with highways and arterial roads. This will not
99
only minimize the congestion in the central area but also will ensure the better functioning
of the wholesale trading activity with scope for future expansions.
4.8 Technical and Financial Supports to the ULBs
Most of the ULBs in Patiala MC lack technical manpower in planning and therefore need to
be supported with experts to frame the Comprehensive Parking Plan. As such the PMC
even has not yet prepared any Parking Plan for the city. So for preparation of the Parking
Plans, the Urban Development Department, Government of Punjab needs to extend
technical and financial support to the ULBs.
5.0 Need for creation of off-street parking facilities
In view of limited road space, high density of traffic and the mix of fast vehicles, slow
vehicles and pedestrians, the arterial roads in PMC need to be kept free of on-street
parking of vehicles to ensure a desirable level of flow of vehicular traffic as well as
pedestrian traffic. It has been observed that the on-street parking of vehicles reduces the
effective carriageway widths of roads to a significant extent and with the steady growth of
vehicle population this phenomenon would seriously affect capacities of the existing roads
and thereby the travel situation in future. Parking facilities for different categories of
vehicles at specific locations and off the major roads and pedestrian activity zones are to
be created both within the metropolitan core area as well as in the municipalities outside
for sale and smooth movement of vehicular and pedestrian traffic and for the proper
functioning of various urban activities.
Since the population and urban activities in PMC is going to be decentralized from the core
area to outside at a much faster rate in future, advance actions for provision of off-street
parking facilities in the municipalities are of equal importance.
5.1 Priority Areas
The areas which should get priority for provision of Off-street parking are:
 Central Business Districts of Patiala and Patiala District and Sub-divisional

Headquarter towns, Officer Complexes and Court Areas.
 Commercial areas and shopping activity zones.
 Cultural and Recreational centers viz. cinema halls, theatres, entertainment

complexes, stadia, religious places etc.
100
 Railway stations and major bus terminals.
 Wholesale trading areas and goods handling zones including Ports, Docks, freight
handling zones.
 Hospitals, schools and colleges.
In all the above mentioned areas the parking facilities to be provided should be away from
the roads and should be managed by the urban local bodies with the help of Police
Authority. In MC and MC area and for some densely built up municipalities, the immediate
provisions of parking facilities is essential particularly for new developments of buildings
belonging to the categories viz business, commercial, assembly, institutional etc. Some
major housing complexes are also coming up with multistoried apartments and
condominiums along with shopping plazas and multiplexes. These facilities also generate
substantial demand for parking of cars, taxis, two-wheelers, bicycles, cycle rickshaws etc
and in most of the cases sufficient parking provisions are not made within the premises.
In the existing building regulations, the provision of car parking spaces in relation to the
floor arras of specific use categories is mandatory, but these regulations do not cover the
requirements of parking facilities for visitors cars and the transit and paratransit vehicles
viz buses, auto rickshaws, taxis, cycle rickshaws etc. The responsibility of providing
adequate parking facilities for such vehicles must be borne by the urban local bodies or
the development authorities. Due to scarcity of available land and for resources crunch of
the local bodies, appropriate actions in this regard often do not become possible and as a
result serious traffic bottlenecks occur at the critical locations affecting the movement of
all categories of traffic. Since in Patiala Municipal Corporation more than 35% of the
person trips are performed by transit and paratransit modes, the provision of adequate
parking facilities for these vehicles are essential. In order to minimize the use of
personalized vehicles the facilities for mass transit would require to be extended in future
and the requirement of providing off-street parking facilities for such vehicles would
increase considerably.
Similarly the parking facilities for goods vehicles viz trucks, tempos, vans, cycle vans etc
are also essential since these are related with the trading and commercial activities of the
urban area and generally very marginal parking facilities are provided with the existing
markets, wholesale trading areas or railway siding areas. Since bottlenecks created in one
area due to absence of proper off-street parking and loading unloading areas affect the
101
movement of vehicular traffic in adjoining localities also, the provision of parking facilities
is very important towards proper functioning of the urban activities.
6.0 Specific Areas of Action
The Comprehensive Parking Plan and its successful implementation in phases would
require some actions by the ULBs which include:
Surveys & studies

Assessment of requirements of parking facilities for different categories of vehicles in
different zones within the ULBs. In this regard fresh parking surveys would be required to
ascertain the total demand classified in terms of categories of vehicles as well as the
hourly distributions.
The assessment of future requirement of parking facilities would be based on the present
trend as well as the developments envisaged in future in the respective development
plans of the ULBs.
Land
To meet the existing deficiencies of parking, the ULBs would require to identify vacant
land for creation of off-street parking facilities. The land under the ownership of the ULB
or the State Govt would be most suitable for generation of public car parking facility along
with other uses. The ULBs would need to identify such land and while according
development permissions would ensure that along with remunerative uses, public parking
spaces are generated and handed over to the ULB. In achieving the above objective the
ULB if necessary, would extend the benefit of additional F.A.R.
Redevelopment
In blighted areas located in the central areas or adjoining the nodal locations like railway
stations, bus terminals etc, redevelopment actions would require to be taken up for
generations of additional floor areas for remunerative uses. In such cases along with
provisions of parking facilities required for the built up areas additional public car parking
facilities would be arranged which would be under the control of the ULB. The ULB would
identify such blighted areas and would negotiate with the landowners and occupants for
phased implementation of the redevelopment scheme.
Private Public Partnership
102
The ULBs would take initiative in the development of its own land and Government land
(with the prior consent of the respective department) for conforming uses with the
participation of private developer if adequate fund provisions are not there. The
necessary urban infrastructures like roads, water supply, drainage, sewerage etc would be
provided by the ULBs and the revenue from the developed floor areas would be shared
proportionately. In all such cases the ULBs would ensure that public parking spaces are
developed to minimize the traffic hazards created out of on-street parking in the adjoining
areas.
Amendment of LUDCPs and Building rules

The ULBs would highlight the changes felt necessary in the zoning plans or in the
development control regulations of the Land Use and Development Control Plans. The
provisions for requirement of additional car parking spaces in different categories of
buildings and for different use groups which need amendments for accommodating
increased parking demand would need to be specifically referred to the Government for
amendment.
Incentives in FAR
The ULBs have the statutory power to allow additional F.A.R. over the existing permissible
limits for public interest. The ULBs would exercise the power for ensuring development of
public parking spaces and the related road widening. The benefit of additional F.A.R.
would only be extended to compensate the developer the loss of floor space it incurs for
providing land for development of off-street car parking facilities be it in the form of
surface parking lots, multistoried car parking structures or underground parking facilities.
Management of enforcement of traffic regulations

The management of traffic in the zones of major vehicular and pedestrian trip generations
is very important towards minimization of hazards due to on-street parking. In most of
the municipal towns the traffic management aspects are not given proper importance. To
ensure smooth flow of traffic the enforcement of traffic rules and regulations need to be
improved.
7.0 Action Plan
The action plan for implementation of the Parking Policy would consist of:
i) Preparation of Comprehensive Parking Plans by all the ULBs in Patiala MC within a

period of 6 months. These plans would be for a period of 10-15 years and would
103
be based on the existing land use pattern, travel characteristics and future growth
patterns as envisaged in the Development Plans of the ULBs. These plans would
also take into account the necessary inputs form the Perspective Plan and the
Traffic and Transportation Master Plan for Patiala
The Comprehensive Parking Plans will identify short terms actions for the next one
year and long term actions including the actions to be taken for identification and
procurement of land for generation of parking facilities at the important locations.
The Comprehensive Parking Plans would have estimate of costs of the proposed
actions.
ii) The Patiala Municipal Corporation will prepare a Guideline for Preparation of
Comprehensive Parking Plans in PMC highlighting the surveys and studies to be
undertaken in respect of ascertaining the characteristics of parking demand, the
procedures for estimating the future demand, the regulations for on-street and
off-street parking facilities, the options for supply of parking facilities and the
possible traffic management actions.
iii) The Urban Development Department will provide technical and financial support
to the ULBs for preparation of the Comprehensive Parking Plan and will also
earmark a fund for implementation of the schemes for generation of parking
facilities in PMC
8.0 The ultimate Goal
The ultimate goal of this Parking Policy is to ensure a concerted effort of all the stakeholders
towards generating parking facilities for all categories of vehicular traffic in a sustainable manner
and to minimize the traffic disruptions and congestions in PMC due to the on-street and
uncontrolled parking of vehicles. The Policy will ensure a planned approach of the ULBs to meet
the parking problems in their respective areas and thereby the whole of the urban area in the
Patiala City.
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Patiala Town

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Detailed Project Report for Financial Assistance

PATIALA MUNICIPAL CORPORATION

Detailed Project Report for Financial

Assistance under MoUD Scheme for

[Total Project Cost: (in ` 24.90 Crores )]

[Central Financial Assistance Required: (in ` 12.56 Crores)]

REPORT CARD OF EARLIER JnNURM FUNDING1:

No Funding was received in the earlier JnNURM Funding.

1Applicable only for JnNURM mission cities

Chapter 1: Patiala - City Profile ................................................................. 12

Chapter 2: Public Transport Characteristics............................................... 36

Chapter 3: Proposed Operation Plan ......................................................... 50

Chapter 4: Financial Resources Plan .......................................................... 58

Chapter 5: Urban Transport Reforms ........................................................ 64

Table 1-1: Temperature and Precipitation ........................................................................................ 14

Figure 1-1: Location of Patiala in Punjab State ............................................................................... 12

Annexure 1 : Advertisement Policy for Patiala .................................................................................. 73

Abbreviations and Acronyms

AFC Automatic Fare Collection

MV Act Motor Vehicle Act

STU State Transport Undertaking

Chapter 1: Patiala - City Profile

Figure 1-1: Location of Patiala in Punjab State

Figure 1-2: Moti Bagh Palace, Patiala

1.2. Spatial Growth and Regional Setting

substantial administrative, institutional and commercial development that has already

Table 1-1: Temperature and Precipitation

1.4. Linkages & Connectivity

1.5. Demographic Profile

Figure 1-3: Comparative Decadal Population of the Patiala City

1.5.2 Population Growth Rate

1.5.3 Population Density

Table 1-3: Decadal Population Density of Patiala City

1.5.4 Age profile & Gender Ratio

Table 1-4: Gender Ratio and Age profile of Patiala City

1.5.5 Literacy Rate

Table 1-5: Literacy Rate of Patiala City

1.6. Urban Economy

1.6.1 Occupational Pattern

Table 1-6: Occupational Pattern of Patiala City

Source: Master Plan LPA Patiala

precincts of the household who live in urban areas. It is related to manufacturing,

Table 1-8: Category Wise Distribution of Workers in Patiala City

Total 96402 100

Source: Master Plan LPA Patiala

1.6.2 Income profile

1.7. Land use Distribution

TOTAL 199.51 3.12

Source: Master Plan LPA Patiala

1.8. Transport Network Characteristics

1.8.1 Road Network Characteristics:

These important roads entering the city are listed below;

to Bhadson Road (upto Jail End)

(Factory Area Road)

Source: Master Plan LPA Patiala

Right of Way (RoW)

Source: Master Plan LPA Patiala

1.8.2 Major Intersections

20 N.I.S Chowk Roundabout

Source: Master Plan LPA Patiala

Source: Master Plan LPA Patiala

1.8.3 Pedestrian and NMV Facilities