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[Public Service Announcement] – Giving Way to an Ambulance
Author: Srikanth
BEST? Bus!
Vroom, *pulls bellpull*
Hi, I'm Srikanth. I'm a freelance media fellow with a fascination for buses, toll plazas, fire trucks and drones.
[Photos] Depots of Luxury
Some bus depots are lucky. They house various kinds of buses, old, new, fancy, premium, luxury, you name it.
In this post, I’m going to talk about luxury buses [Branded as such] of two specific depots: The Parel Depot which comes under the Mumbai division of MSRTC and Depot No. 4 of KSRTC’s Bangalore division. And no, Depot #4 here is not the same depot where Bus no 8954 was stationed.
MSRTC
Featuring the standard bus that almost all STUs in India have, the Volvo B7R, MSRTC successfully runs these buses on the Dadar-Pune, Thane-Swargate, Pune-Nashik, Mumbai-Aurangabad and Pune-Aurangabad routes, mostly as a non-stop service without a conductor. Branded as the Shivneri- a 17th century fort located in Junnar, Pune, where Chhatrapati Shivaji was born, it briefly made an appearance on the Kandivali-BKC route as the Shivneri Corporate. They were given a minor overhaul in 2015 with LED displays displaying the route up front.
In 2015 MSRTC started running trials of Scania’s Metrolink series. At that point, KSRTC had already completed trials of the twin-rear-axled Scania MetroLink and was in talks to procure them. MSRTC finally inducted several single-rear-axled buses into its fleet under the Shivneri brand. They are mostly seen on the Dadar East to Pune Station route.
Now, when an STU has a Volvo B7R, natural progression is when it acquires a Volvo B9R. And thus, MSRTC brought out the Ashwamedh, named after the Ashvamedha horse sacrifice ritual of the Vedic times. If, it was indeed an Ashwamedh sacrifice, MSRTC would probably conquering territories under Ashwamedh routes from competition, be it private or another STU. The Ashwamedh has the same fare structure as the Shivneri and is offically still called Shivneri on the ticketing system.
Evidently someone at the MSRTC design department was a fan of Francis Ford Coppola’s The Godfather and decided to stick a picture of a Horse’s Head on the side of the bus. This person was also a Nationalist and put the Tiranga on the side, thus making this an ideal bus on the Delhi-Lahore route, to capture and recapture territory.
Now, as competition to the most outrageous livery, MSRTC decided it go a step further. It had a single rear axle Scania, might as well go for a twin rear axle one as well right? And thus, the Scania Ashwamedh was born.
This was not only competition to the previous Ashwamedh, but also, to KSRTC’s buses. The Scania Ashwamedh was originally meant for the Mumbai Central – Swargate – Hyderabad route, but was ultimately extended to the Dadar-Pune Station and Dadar – Swargate routes.
KSRTC
KSRTC has been the pioneer of intercity Volvo buses for a long time. It operates long distance routes from Mangalore, Mysore and Bangalore to Chennai, Trivandrum, Shirdi, Hyderabad, Mumbai, and Pune.
The original Airavat, as KSRTC named their Volvo B7Rs, retains the same livery even today. Here is a picture of the Airvat, clicked in 2007.
The Airavat refers to the Airavata, the mythical white elephant that carries the Hindu god Indra. The bus itself is white in colour, and well, one could very well argue that it looks like an elephant.
Natural progression resulted in KSRTC getting the Volvo B9R, named the Airavat Club Class, this was possibly what made MSRTC get the livery on their Ashwamedh Scanias.
This was followed by the Airavat Bliss and the Airavat Superia. Both featured an in-house pantry, with the Superia featured a Chemical Toilet.
Pictures of these two will make it here later. KSRTC has two low resolution pictures on its website.
Now, being the pioneer in luxury services, you can’t expect KSRTC to be behind the rest can you? No, thus, KSRTC became the first transco to get Scania MetroLink buses with a twin rear axle.
Nicknamed as the Airavat Diamond Class, it is currently KSRTC’s most premium service. Ticket prices are more or less on par with the Airavat Club Class.
The tagline on the side of both the Club Class and the Diamond Class says Sleep Like a Baby, and has a picture of a baby on a pram. Of course, it also features a teddy bear and a rubber ducky, so one is left scratching their heads wondering if it has a bath tub on the inside.
All said and done, I am a supporter of Capitalism and believe in Privatisation of certain services and Private Participation in essential services. However, I for one am not too enthused with Premium buses owned by Private Transport Companies for one simple reason: Bad maintenance. Private Transcos never maintain their buses well. One can observe Neeta Travels with either the Engine compartment open or missing its cover. Very few exceptions exist, such as Conti Travels or ABTX Travels, both based out of Coimbatore.
Have a look at some of the premium buses offered by MSRTC and KSRTC. Share on X
Note: Shivneri Bus without AC =Hirkani. Airavat Bus without AC =Rajhamsa.
I want to take my blog to the next level #Blogchatter
Note: 18 April, 2021: I have struck out Pooja’s name because of her current position as a member of the Indian National Congress. The Congress has been a shameful party during the 2020-2021 Wuhan Virus Pandemic and anyone associated with the party or supporting it needs to be ashamed.
I was tagged by Pooja to write this post.
So here goes,
Hi all,
This is just an update on the things that may change on this blog in the near future.
For starters, this is the 50th post on the blog. Yes. 50th. I couldn’t have reached 50 posts without the support of various people around me, including the online friends that I have made in the last few months.
Among these 50 posts are two guest posts by a friend of mine, who isn’t going to reveal his real name to anyone. A few more guest posts, on various topics, including Indian Railways, BEST, Ahmedabad Janmarg, PMPML and buses in Abu Dhabi are all in the pipeline. A lot of interesting updates have been planned for the months of March-April-May, so stay tuned to BESTpedia. A new theme, and a new sub-blog is also in the pipeline!
For those who want to stay updated, I’d recommend that you add the RSS feed to you browser. The RSS feed is accessible at https://bestpedia.in/feed/
If you use Feedly or Bloglovin’, here are some links that could work well for you.
Bloglovin’ link: https://www.bloglovin.com/feed/blog/14473693
Feedly link: https://feedly.com/i/category/Bestpedia.in
I now tag Gauravi to write their take on the topic.
I want to take my blog to the next level with Blogchatter
Motorcycle Taxis: Zooming Past Traffic
Motorcycle taxis in India have been in existence since the 1980s.
Founded in 1980, The Goa Motorcycle Taxi Riders Association (GMTRA) was set up to operate two-wheeler taxis in the state. The following year, the Government of Goa began issuing licences to riders, known as Pilots. They use Yellow-coloured motorcycles and have fixed rates.
In June 2015, a company called HeyTaxi started two-wheeler taxi services in Mumbai. Taxis could be booked using an app. A few months later, a Bangalore based startup called HeyBob began offering the same services. Here too, taxis were to be booked with an app.
What happened next?
The Regional Transport Authority [RTA] in both states began preparing various guidelines and regulations for bike taxis. That is, until Maharashtra’s Transport Minister Diwakar Raote decided that “Such taxis are extremely unsafe and should not be allowed” and rejected the proposal of the RTA to permit them with a fixed colour-code and fare slab on the lines of existing autos and taxis in the city. Karnataka meanwhile said that the Transport Department could issue such permits, but the State Government would have to notify guidelines for their operations. In spite of this inanity, both HeyTaxi and HeyBob continue to operate today.
In late 2015, two companies Baxi and m-Taxi started offering Bike Taxi services in Haryana’s commercial capital of Gurgaon. With inadequate public transit in Gurgaon, they were quite successful. Taxis can be booked using an app, or hailed from a taxi stand like the picture above. Both companies had the necessary permits from the Haryana government and were looking to expand services into neighbouring Delhi.
Now, in a significant move that will boost the Motorcycle Taxi industry in India, Uber announced the launch of UberMoto, a move that was emulated by its local rival OlaCabs within hours as Ola Bikes. Both services are confined to Bengaluru as of now. Both have a minimum fare of ₹15, with Uber charging ₹3/km and Ola charging ₹2/km thereafter.
Given the massive userbase that Ola and Uber enjoy, this is going to be a big advantage to the entire industry. The advantage Ola and Uber will enjoy is that existing customers merely have to update the app. However, existing service providers have experience in dealing with the industry and traffic, and as existing entities, can also slash prices to compete with the two giants. HeyTaxi also allows people to send shipments across Mumbai using its fleet.
It remains to be seen how this will affect streets. Hopefully, it will help rationalise and streamline traffic, rather than mess things up more.
We look forward to women driving Motorcycle taxis in India.
UberMoto and OlaBikes have arrived. What next? Share on X
The Escape Velocity of JnNURM buses
The Jawaharlal Nehru National Urban Renewal Mission [JnNURM] is probably one of the most well known Government schemes that happened from 2005 to 2014. Anyone living in a big city would know what JnNURM is purely because of the ugly JnNURM logo being plastered everywhere, from buses to flyovers and ultimately to ultrasonic flow-meters used to measure water flow in underground supply systems.
![Logo of the Jawaharlal Nehru National Urban Renewal Mission [JnNURM].](https://commons.wikimedia.org/wiki/File:JnNURM_logo.jpg){kind=logo}
Among the various points mentioned in the above document; Point 3 talks about Definitions. It defines State as a State or Union Territory, a city as a City, Agglomeration, or Metropolitan area defined by the State, and Special Purpose Vehicle [SPV] as meant to run bus services within a city. It also states that existing corporations such as BEST, DTC, BMTC et al, also come under the definition of an SPV. A crucial thing to note here is Point 3.4 which talks about Para-Statals like KSRTC and APSRTC, which can operate buses under JnNURM, but would require an SPV at city level, OR could set up an SPV for a cluster of cities under Point 3.5.
Now, not all transcos followed the JnNURM guidelines. State level transcos as well as their city level counterparts did what was ideally not permitted.
Now let us list out all the violations that were possible; and then examine them case-by-case. This article only deals with the operating body, and jurisdictions. Another article will come soon on violations of bus specifications.
- Not setting up an SPV to handle JnNURM buses.
- Using JnNURM buses outside the city or area where they were to be used.
- Using JnNURM buses for purposes other than Public-Transport.
Now that the violations have been listed, let us examine, on a case by case basis, what each transco did.
Metropolitan Transport Corporation/Tamil Nadu State Transport Corporation
One of the earliest pioneers in the JnNURM violations, the MTC recieved a set of Volvo B7RLEs which it operated inside city limits, on routes such as CMBT-Red Hills or CMBT-Chengalpattu. It also ran on routes such as 588B from Broadway to Mamallapuram, which is acceptable as it is a city route. The issue cropped up when MTC transferred some of its Volvo buses to TNSTC Villupuram, and began using them on various intercity routes such as Chennai-Puducherry, Chennai-Hosur, and Chennai-Trichy. Perhaps its MTC which is innocent and TNSTC which is the culprit.
TNSTC Coimbatore and TNSTC Madurai received non-AC Semi-Low-floor [SLF] buses for intra-city use. These buses were not used on routes outside of their respective cities but there was no SPV created for them. Of course, one may argue that TNSTC Coimbatore’s JnNURM buses were used exclusively in Coimbatore and not in Erode or Ooty and thus TNSTC CBE is not the para-statal here but merely a city-specific transport corporation.
Puducherry Road Transport Corporation
On the lines of the TNSTC-MTC mischief-making duo, the PRTC got itself a set of SLFs under JnNURM. PRTC hardly used any of them in its capital city. Instead, it chose to ply them between Pondicherry and Karaikal. One may argue that there is nothing wrong in this as they are two parts of Pondi only. They then ran them on East Coast Road [ECR] along with the TNSTC VPM Volvos. This, made them serial offenders, just like the others.
Kerala State Road Transport Corporation
Another arty and masterful violator, KeSRTC received Volvo B7RLEs for use in Kochi and Thiruvananthapuram. What did they do with these? Run them on intercity routes, of course. No SPV was created. The Central Government stepped in and objected to this violation, going so far as taking KeSRTC to court.
However, being crafty, the KeSRTC found a work-around for this. The court order affected only buses belonging to the Kochi division, prompting KeSRTC to transfer most of these buses to the Thrivananthapuram division. The reason? These buses were super-profitable and KeSRTC otherwise had only one Volvo service between Trivandrum and Bangalore, which was running at a loss due to KaSRTCs super-efficiency.
In November 2014, KeSRTC finally created an SPV called the Kerala Urban Road Transport Corporation [KURTC] exclusively for JnNURM buses, thus making it an SPV for a cluster of cities.
Karnataka State Road Transport Corporation
Among the most ethical State Transport Undertakings in India, KaSRTC has actually followed most of the rules in the book. However, it did miss out on a few:
- Mysore received a batch of Volvo and non-AC buses under the JnNURM. These buses were operated by the Mysore City Transport Department [MCTD] of the KaSRTC. The MCTD had existed long before launch of JnNURM. In 2010, in order to comply with JnNURM norms, the state government decided to initiate the process of turning the MCTD into the Mysore City Transport Corporation [MCTC] as a body to not only operate buses [JnNURM and otherwise], but also for ease of implementing a World Bank-funded Intelligent Transport System [ITS] in the city. Of course, this was shelved when the government changed in 2013.
- Funding later on came for other cities including Hubli-Dharwad, Mangalore, Belgaum, Tumkur, etc, but no SPV was set up.
- Buses in the city of Hubli-Dharwad were operated by the North-West Karnataka Road Transport Corporation [NWKRTC]. In early 2014, the government set up a new entity, the North West Urban Transport Corporation [NWURTC], to operate JnNURM buses in the Hubli-Dharwad region.
- In 2012, the Government of Karnataka, NWKRTC, Hubli-Dharwad Municipal Corporation [HDMC], Hubli-Dharwad Urban Development Authority set up a company, the Hubli-Dharwad BRTS Company as an SPV that would oversee the construction, upgradation of the old Hubli-Dharwad Highway thru the twin cities, commissioning of the BRTS and its operations.
KaSRTC has lived up by trying to follow norms as much as possible. One just hopes that Mysore and Mangalore get their own transport corporations soon.
Andhra Pradesh State Road Transport Corporation/Telangana State Road Transport Corporation
The APSRTC, during the United Andhra days operated JnNURM buses in Hyderabad, and Visakhapatnam. It continues to operate the latter, while its younger sibling the TSRTC has taken over the erstwhile capital. There is no SPV to handle city operations. One hopes that the upcoming capital of Amaravati will have its own Transco, with funding under AMRUT.
Along with this, several of the Volvo “Metro Luxury” buses have found their way to intercity routes, both in AP and Telangana.
Note: Thanks to GSR Chaitanya for pointing out that APSRTC/TSRTC did indeed have an SPV. An article on this was posted a year earlier on Love of Z, a blog dedicated to APSRTC/TSRTC buses. You can read the article here.
Buses in Hyderabad, on paper operate under the aegis of the Hyderabad Zonal Urban Road Transport Corporation.
Haryana Roadways
Another serial offender, Haryana Roadways has both non-AC buses like the above, as well as Volvo B7RLEs, both of which, were allotted to the Faridabad division. Once again, there is no SPV here, and these buses always operate on the Gurgaon-Faridabad-Ballabgarh route. Buses that operate within Gurgaon, however, are non JnNURM buses.
Bangalore Metropolitan Transport Corporation
The BMTC, one of the largest beneficiaries under JnNURM, is a mere crook among the no-goodniks of the Transport world. It’s only violation of the JnNURM guidelines? Renting out buses. A large chunk of BMTCs revenue comes from leasing out its Volvo fleet to the IT sector for dedicated pickup and drop trips. The BMTC quickly rectified this however by purchasing brand new Volvo buses and deputing the JnNURM ones for Public Transport. A good move to conform to norms, but the downside? The IT sector gets the really good buses, the rest of us, nothing.
Brihanmumbai Electricity Supply and Transport
Another small-time crook in the world of the Mafioso, BESTs only mistake in violating JnNURM guidelines was leasing out its Second-Generation Cerita [yep, them Purple Faeries] to Air India to ferry passengers between the aircraft and the terminal. The cash-strapped body, with annual losses of ~₹700crore needed to monetise its fleet, and did so by leasing them out. However, word has it that the after the Air India agreement ended, BEST has been leasing out its older, First-Generation, Single-Door Cerita buses which were not acquired under JnNURM. In order to further monetise them, BEST put out full body adverts on them, thus turning them into giant, moving billboards.
Now that we’re done with the villainous lot, let’s head to the heroes of the hour!
Jaipur City Transport Services Limited
This SPV was set up by the Rajasthan State Road Transport Corporation in 2008 to handle city buses in Jaipur. It operates JnNURM buses, other buses as well as the Jaipur BRTS.
Atal Indore City Transport Services Ltd
Set up to run bus services in Madhya Pradesh’s largest city, Indore, the AiCTSL, operates city buses, as well as the BRTS. It also operates a Radio Cab service in the city.
For a further reading on JnNURM funding of buses, please read this.
JnNURM has been scrapped in favour of the Atal Mission for Rejuvenation and Urban Transformation [AMRUT]. While nothing concrete has been set for buses, one hopes that AMRUT paves the way for more intelligent transit in the country.
Which Transport body has violated JnNURM guidelines in the country? Share on X
Moving along the Rainbow
This is a continuation to a previous post, The Rainbow Across Pune and Pimpri-Chinchwad.
Several significant changes have happened since then; notably the following:
- Bus Number 324 has been renumbered to Vajra 6 from Hinjewadi Phase 3 [Maan Gaon] to Bhosari, running almost entirely along the Wakad Chowk-Nashik Phata Corridor.
- All buses heading for Hinjewadi use the BRTS corridor from Mankar Chowk to Wakad Chowk, where land is still required to build a bus lane for the last half kilometre.
- A new BRTS Terminal has been built at Bhosari under the flyover, similar to the one at Kiwale.
Nothing significant has happened on the Nagar Road corridor under PMC and Kalewadi to Empire Estate and Nigdi to Dapodi corridors under PCMC barring the construction of the Nigdi Bhakti Shakti terminal.
However, a lot of new kinks need to be ironed out in this system, and it is crucial that it is done before any damage happens.
The Major problem is the Mixed-Use BRTS and non BRTS sections, most prominent along the Wakad to Nashik Phata corridor. Vajra 6 runs as a non-BRTS bus from Hinjewadi Phase 3 till Wakad Chowk from where it takes the BRTS till Mankar Chowk. From here, it gets into Kaspate Wasti and then gets on to the BRTS corridor at Kalewadi Phata where it stays till Nashik Phata, after which it runs as a regular service till Bhosari Terminal which is a BRTS terminal. This Regular-BRTS-Regular-BRTS-Regular-BRTS system is confusing, for both the passenger as well the driver. It is dangerous for the latter, as he has to go Left-Right-Left-Right while opening the door. Several buses have opened the BRTS doors in a non BRTS area while in motion.
The system needs a bit of automation, which would ideally be a little tricky at this stage given PMPMLs finances. Along with this, the driver needs to be given a single switch for both the Left side doors, and a one for the Right-side doors. There should be an indicator on the ceiling of the bus that can be a simple LED strip on either side. Depending on which side doors are to open, the corresponding LED strip can glow.
PMC vs PCMC
On a comparitive level, PMC and PCMC have slightly different bus stations. The former are visually more appealing, have Footbridges and Subways at several stations, and are overall better to be in.
However, the PCMC section is longer, consists of better planned corridors, of which two [Aundh-Ravet and Nigdi-Dapodi] are massive. The two PMC corridors: Nagar Road from Yerwada towards Wagholi, and Sangamwadi to Vishrantiwadi are not connected to each other. One hopes that the PCMC and PMC find a deal with the Kirkee Cantonment Board to build a corridor via Khadi to connect the BRTS corridor from Holkar Bridge to Harris Bridge, which could ideally connect the Sangamwadi and Dapodi corridors.
Vishrantwadi Terminal
BRTS Buses terminating at Vishrantwadi [like Vajra 4] run along the corridor from Sangamwadi to the Wadi terminal. Barring the terminal, all stations use the BRT doors. The terminal on the other hand, is just a series of bus stops on the left side of the service lane with the last two bus shelters reserved for Rainbow buses. This is rather disappointing, as PMC could have done what PCMC did with the Bhosari and Kiwale terminals.
The Bhosari terminal meanwhile, lacks a platform for buses bound to Pune station [via Vishrantwadi], which continue to terminate under the flyover. Both Bhosari and Kiwali need to be provided with a fence to prevent private vehicles from parking next to the BRTS platform.
BRTS Parking
Since most of the stretch from Kokane Chowk to Nashik Phata didn’t exist prior to the the BRTS, the PCMC has ensure that all commercial buildings along the stretch that lie in the vicinity of a BRTS station have allocated a part of their Ground Floors as Parking Space for Buses. This is great, and helps out massively with the ‘Park and Ride’ concept.
Overall
Overall, PMC scores in the design part, but lags in the execution part. It is highly disappointing to see the only major infrastructure development on Nagar Road taking so much time to be complete.
An interesting thing to note is that all buses running along Vajra 6 make use of the Ashok Leyland buses from the Bhosari depot and not Tata buses.
PMPML's Rainbow gets more advanced! Share on X
From #MakeInIndia to Made in India
The #MakeInIndia week at Mumbai has been quite an eventful one. A lot has been learned here, and I have understood a lot about various things.
Barring an unfortunate incident involving a fire at the Maharashtra Night cultural program at Girgaum Chowpatty, the event has been a largely successful one.
Among the various exhibits and tidbits I managed to gather over the last two days while covering the event, here are some:
Amitabh Kant, Secretary of Industrial Policy and Promotion stressed on the need to not only Manufacture in India, but also Invent, Innovate and Design in India.
Scania and Volvo had got their new buses.
The Scania was the same bus that had been given to the Nagpur Mahanagar Parivahan Limited. It is India’s first bio-fuel bus, and it’s components are mostly sourced from India itself.
The Volvo was a Hybrid B7RLE/8400 model that NMMT had ordered. Of course, this does mean that BEST’s AC services are going to take a hit, but that is a different story altogether.
Ministers and industrialists spoke about road connectivity, rail connectivity, and inland water transport. While the former two were with regard to connecting ports, the latter was to decongest ports and roads. Now, if one can equate Passenger and Cargo traffic, you could come to the conclusion that a set-up for Freight should ideally work for a Set-up for Passengers as well, with minor modifications. This needs to be explored big time. The ship-building industry has a vast potential in India, and this needs to be explored big time by major cities, especially Mumbai, Surat, Chennai, Kolkata, and Mangalore. Connecting Ports to Hinterland with Rail, Road, and Inland Waterways will be a big boon for people living in the vicinity. It will encourage healthy competition [not the BEST vs NMMT kind, which is toxic] among different modes, and boost trade and productivity.
Amitabh Kant stressed on the need to manufacture more in India. While Services may form bulk of our economy, manufacturing is a must for it to be sustainable. This works in case of transport too. Buses need to be manufactured, trains need to be manufactured. With FDI is the rail sector, especially, high-speed rail, things are certainly set to change. He also mentioned that “Good quality Frugal Eningeering and Smartness must be combined to develop an Indian ability to manufacture”, which is true. One cannot directly apply global standards to India. India has different constraints, as well as requirements, and this must be taken care of.
Overall, I was part of several brilliant sessions, with various ministers, as well as Industrialists being part of there. I also, saw a lot of the exhibitions in vicinity.
Now, for other things:
The Fire
The fire that broke out at the Stage during the Maharashtra Night cultural programme at Girgaum Chowpatti was a rather unfortunate one. It was a stray firework and of course, the event company must be penalised. It was an unfortunate event and the ever-awesome Mumbai Fire Brigade rushed to the spot in no time and had the fire under control with no casualties. Chief Minister Devendra Fadnavis himself stayed back till the end of the rescue operation to ensure that all had been led to safety. What peeves me off is that while not only did political parties try and gain political mileage out of this, but certain people went to the extent of calling it “Fake In India”, mocking the entire event, and making fun of a calamity, by way of which, they insulted the work done by the Firemen, as well as the Organisers of the entire event [not just the Cultural Programme].
The Auto Strike
Auto-Walas chose the wrong week to strike. Auto drivers across the city decided to strike on Monday 15th February in a protest against cab aggregators and illegal buses in the city as well as raised fares for issuing auto permits. However, BEST saved the day. BEST ran close to 90 extra services, ferrying 12 million people more on that day than the previous, and earning ₹5.2crore, which is ₹73lakh more than normal on that single day. However, BEST should have been running extra services to BKC, both Double-Deckers as well as special AC buses on that day, keeping the Make In India program in mind. Along with this, AC services should have been running on an hourly basis in and around BKC for the week. The strike didn’t impact NMMT or TMT much however, as it was within Mumbai city limits.
Other Observations
![Nagpur Mahanagar Parivahan Limited [NMPL]'s Scania biofuel bus.](https://commons.wikimedia.org/wiki/File:MakeInIndia-NMPL-Scania-Ethanol.jpg)
The Scania Citybus that NMPL recieved in 2014 was present. The bus runs on an Ethanol based blend and is both eco-friendly as well as fuel efficient. The bus went to Nagpur because the Minister of Road Transport and Highways, Nitin Gadkari hails from Nagpur. One hopes that with MSRTC inducting Scanias into its fleet, BEST too would get this.
The new Volvo Hybrid bus that has been launched on the 8400 platform was on display. NMMT has purchased 5 of these buses that run on Diesel-CNG and this is definitely going to take a toll on BEST.
Force Motors had on display, a minivan. This minivan seemed very comfortable, and reasonable luxurious. Personally, I believe it can be used as a Feeder service to the Metro.
Bajaj’s Quadricycle, the Qute was also present there. The Qute can actually be used as an alternative for auto-rickshaws, or maybe be the Kaali-Peeli vs Cool Cab type.
And, the bonus:
The mammoth 205-ton dumper that Bharat Earth Movers Limited [BEML] built for mining purposes was also there.
Other observations and quotes:
- In the food court, Falafels was using a Balaji Ticketing machine that Trimax uses for BEST and MSRTC.
- Sadhguruji of the Isha Yoga Foundation was present, and made a few inspiring statements:
- True design unlocks better thinking, better insights, better products & better humans.
- Design should be used for promoting & leveraging towards sustainable growth for one and all.
- Amitabh Kant of the Niti Aayog, too had a lot of motivating statements:
- Design is important in manufacturing & improving products. India will be providing solutions. to 6-7 billion people in the world with design.
- Challenge is to make urbanization sustainable. Compact cities, connectivity, sanitation, safety depends on design & innovation.
- India must be ready for smart, frugal innovation.
Overall, #MakeInIndia week was brilliant. It was a brilliant experience, and one that would last a lifetime.
Here is a Robot that was programmed to pick up objects:
For those interested:
I’m a freelance Digital Media Marketing consultant. I was hired to cover the #MakeInIndia week on Social Media, and prior to this, I was part of CII’s Partnership Summit in Visakhapatnam in January 2016. Should you want to engage with me and my associates, please drop in a line at bestpedia[at]gmail[dot]com.
If you are sharing this post on Twitter, please do consider Retweeting the tweet below; it was RT’ed by Amitabh Kant himself.
What I learnt from the #MakeInIndia week:
With inspiring quotes from @amitabhk87 and @sadhgurujv
https://t.co/FDIDud5mqa
Please RT.— Srikanth (@rsrikanth05) February 21, 2016
Highlights of the Transport sector from #MakeInIndia week. Share on X
A Prepaid Card system for Manual Fare Collection
Presenting: #1 on the list of things that shouldn’t be implemented in the transport world, as well as a Logistical Nightmare: A Prepaid Card system for Manual Fare Collection.
Now, the concept of a prepaid card works well with an Automatic Fare Collection system in place, but would it work with a manual one?
Of course it would, why not? However, there are some things that need to be factored in this case.
Presenting, with images [designed by yours truly], a Prepaid Card for Manual Fare Collection Systems, or, a Prepaid Card for Punched Tickets, or a Prepaid Punched Card. Geeks like me will naturally be excited by this idea, as much as we are with out collection of Vintage IBM Punched Cards.
The concept is simple. Like in the case of the BEST Prepaid Card, the Commuter needs to have an ID card. Since we are looking at a non-computerised system, the ID Card can be similar to PMPML’s ID cards, which are nothing but cardboard ID cards with a photo stuck onto it, stamped, a Hologram sticker, and the Users Name, Age, and Address. There is no record kept of the card anywhere. The date of issue is stamped on top, and so is the Serial Number. The same can apply here, except, perhaps a copy of the User information can be kept as backup.
Now, before we go into the actual system, one thing needs to be done: All fares must be rationalised into multiples of 5, like what PMPML did. Once this is done, the rest is a piece of cake.
Now for the Punched Card:
- Have a card [not a sheet] with a fixed denomination. Ideally ₹200 or ₹500 would be good. A template for a ₹500 is provided below.
- Since all fares, passes, et al are in denominations of ₹5, when a passenger buys a ticket, the conductor issues the ticket and punches out the number of ₹5s that have been sold on the card. If a passenger buys a ten rupee ticket, and a 5 rupee ticket, the conductor issues the tickets normally, and punches out 3 5s from the card.
Now, hold on. There is problem here:
In a manual fare collection system, how is the total fare collection calculated?
The entire route is divided into different stages with each stage having a few bus stops. Tickets are issued between two or more stages. At the end of each stage, the conductor writes down the serial number of the ticket on top of the bundle for each denomination onto a log sheet provided. This is often time consuming and this was the reason why ETMs were introduced in the first place. The number of tickets sold per denomination is calculated, multiplied by the denomination, and totalled at the end of the trip. This is then compared with the cash collected. What could be the problem here?
Now, for the aforementioned problem. There will be a major discrepancy in the cash collected vs tickets sold.
How do you solve this?
Simple: Follow the BMTC method of Daily Passes!
In 2010, BMTC had introduced the Concept of Loyalty Cards; an ID card valid for one year, priced at ₹25 instead of the ₹100 ID card which Monthly Pass holders had for a three year period. Then, they charged ₹5 extra for people who wanted non-AC Daily Passes but did not have either the ID Card or the Loyalty Card. The net result? BMTC conductors had to carry two different sets of passes, one for the ID holders and one for others. They sold passes and ensured that ID holders filled in their details.
The Transco just has to give out a second set of tickets for Prepaid Card Holders. Colour code them if needed, or keep an identifying pattern on them. Issue them to Prepaid card holders only. This will supremely increase the work-load of conductors, but then, that is precisely why this article starts with the equivalent of a “Do not attempt this at home.” kind of warning.
Impact of this ridiculous idea:
- Conductors will work more.
- The Organisation will have to print more tickets.
- Passengers may increase.
So there you have it folks, as stated earlier, Do Not Attempt This At Home. This needs to be junked and never implemented, but who knows? Somewhere, someone might just be doing this!
Note: It is unsure at this stage if JAT used this or not.
Prepaid Cards and Punched Tickets: An idea. Share on X
This blog post is inspired by the blogging marathon hosted on IndiBlogger for the launch of the #Fantastico Zica from Tata Motors. You can apply for a test drive of the hatchback Zica today.
Getting around Gurgaon
Gurgaon, sometimes known as the Millennium City, is Haryana’s second largest city. It is also the most isolated part of the cities that form the first rung of the NCR. Unlike NOIDA, Ghaziabad and Faridabad, Gurgaon is at a little distance from Delhi, thus being buffered from its overflowing traffic and pollution.
While the original town of Gurgaon has existed for decades, the city in its current form is a recent development, thus making it the youngest city in the NCR.
Gurgaon has several modes of transport, like most major cities in India.
Autos
Autos are the most common form of public transport in Gurgaon. They are green in colour, can be hailed from anywhere on the streets, but they don’t have a Fare Meter. It is up to the commuter and autowala to bargain and agree to a price. However, Gurgaon autowalas are reasonable compared to their Delhi counterparts and a compromise can be reached easily. There are several Auto-booking apps as well, such as Jugnoo and G-Auto, the latter of which is backed by the Gurgaon Municipal Corporation.
Taxis
Hailing Taxis on the streets isn’t a daily affair in Gurgaon. If you need a cab, the best thing to do is to use Uber or Ola. However, Bike Taxis are very common. Players such as Baxi and M-Taxi have proper taxi stands at prominent places, such as outside HUDA City Centre, while other such as HeyTaxi require to be booked using the Mobile App.
Shuttle Services
Shuttle services, like I had discussed, in an earlier post, such as Ola Shuttle, ZipGo, Shuttl, are available on select routes within Gurgaon and between Gurgaon and other parts of the NCR. These bus aggregators feature Mobile-app based bookings, free WiFi, cashless payments. Mostly operated using Tempo Travellers, they are popular with Office Goers in areas closer to Sohna Road and other such areas where the Metro hasn’t gone yet.
Metro
The most important form of transport in Gurgaon, the city is served by two Metro lines: The Yellow line of the Delhi Metro that has five stations in Gurgaon, and the Rapid MetroRail Gurgaon, which is India’s first truly private metro rail to be operational.
Delhi Metro’s Yellow Line connects Gurgaon to some of New Delhi’s most crucial areas such as Connaught Place, New Delhi, Chandni Chowk, Kashmere Gate, Parliament House, Vidhan Sabha, Delhi University, Saket, Qutub Minar, etc.
Rapid Metro connects DLF CyberHub to Sikanderpur and will further connect to Sector 56.
Buses
Gurgaon has City Bus services operated by Haryana Roadways.Buses connect various parts of the city with the Gurgaon Bus Stand, Railway Station or HUDA City Centre. Non-AC buses are blue in colour while AC buses are Red or Maroon. Buses are operated by HR’s Gurgaon Division and also the Faridabad Division which operates its city buses into Gurgaon.
In addition to this, the DTC operates its buses from various parts of Delhi, such as Karol Bagh, Anand Vihar, Badarpur, Uttam Nagar and Dwarka to the Gurgaon Bus Stand. Haryana Roadways also operates a Volvo service connecting Chandigarh to Gurgaon via Delhi Airport.
So there are the various ways of getting around Gurgaon.
Addendum.
If you’re in Sector 14, you should try Mogli’s Coffee. They have some interesting variations, including Brownie Cappuccino among others. They are located at the far end of Sector 14 Market, in front of South Store on the same lane as the PNB ATM.
How Amaravati can be a True Smart City
Amaravati, the upcoming capital of Andhra Pradesh, is touted to be a major game changer in Indian cities. While it will be the fourth major planned State Capital, after Bhubaneshwar, Chandigarh and Gandhinagar, it will be the first major Smart City in India as a State Capital.
Now, all this sure sounds rosy on paper, but fancy stuff isn’t what we’re looking for right now. What we need is functionality. Here are some key pointers that I have decided to put across for Amaravati’s transport, which will help livability in the city massively.
Theoretical Stuff
Start a new unified transit body
Create a new entity from scratch for Amaravati’s transport. That’s right. A new entity, solely for transport within the Capital Region. It can be either a Municipal-run body like BEST, or a State-run body like MTC. However, this body should be a Unified body on the lines of Transport for London [TfL] or New York’s Metropolitan Transit Authority [MTA]. Let this authority or agency handle buses, trains, and also be a nodal point for autorickshaws/taxis. The Transco can also be jointly managed by all three levels of government. Road related works can remain under existing agencies like the Public Works Department or Andhra Pradesh Road Development Corporation
Keep out of existing Establishments
Amaravati must not rely on APSRTC or Indian Railways for its Transport. Buses in Hyderabad were earlier run by the APSRTC, and now by the TSRTC. Rail transit for the new city must be independent of Indian Railways, to prevent congestion and avoid red-tapism on the network like on the Mumbai Suburban Railway. MSRTC operates inter-city buses in Mumbai. BEST operates intra-city services. The other transcos [NMMT, TMT, MBMT, et al] handle services between the different jurisdictions within the MMR. Amaravti might be made up of multiple Municipal bodies for Vijayawada, Guntur and the upcoming city, but transport within these regions must be kept for a single entity that exclusively serves it.
Practical Stuff
Underground Metro Corridors
Since the entire city is being built from scratch, the entire Metro corridor needs to be built underground. This will help keep the city aesthetically appealing. If elevated corridors are built, they should use the 25m segment like what Mumbai Metro 1 and incorporate the cantilever station design of the Hyderabad Metro.
Bus Rapid Transit Systems
Amaravti has the potential to make Bus Rapid Transit Systems [BRTS] work more efficiently than other cities including Ahmedabad and Surat. It can implement them on a large scale as a feeder system to the aforementioned Metro systems. Again, since the city is being built from scratch, bus lanes can be made signal free, making them truly rapid. Trolleybuses, or even trams can be run to make it more eco-friendly.
Smart Buses
The new Transco that was spoken about earlier needs to make itself ready for the year it was built for and not the 1950s. All buses need to be fitted with a Passenger Information System [PIS], as well as a system to allow the visually-impaired know the route number and destination of the bus. Let the bus be traceable using GPS, develop a smartphone app as well as a website for commuters to be able to use. Use GPRS-enabled always online ETMs similar to what the cluster buses of Delhi use, except ensure that they use Smart Cards for passes and prepaid payment systems like what BEST has achieved in Mumbai. Ensure that the fleet is an even mix of AC and non AC buses, if getting a fully-AC fleet is not possible. Additionally, encourage corporate bodies to take up bus clusters similar to Delhi on a Public-Private partnership.
Cycle-Friendliness
Amaravati must ensure that roads are built with proper cycle lanes that are separated from pedestrian lanes and motorised traffic. Encourage the usage of cycles, and incentivise riding them. Public cycles should be introduced. Use a smart card for parking spaces and renting cycles.
Accessibility
All roads must feature properly laid and leveled pedestrian walkways as well as ramps for the differently-abled. With the Prime Minister stressing on the word Divyang for differently-abled people, it is imperative that this is taken up seriously. Traffic signals must be fitted with audio devices to let visually-impaired people know that they can cross the road. Bus stops should feature Braille signage and pavements should feature a tactile path similar to the one in Metro stations.
Smart Design and Technology
All roads must be designed with ducts for cables, pipelines, and other channels to prevent them from being dug up very often. This is similar to what is done in Mumbai and Bangalore [the latter thru TenderSURE]. Roads should be laid using plastic waste to recycle the waste as well as make the road long lasting. Electric cables should be underground to prevent accidents. Traffic signals, bus stops, footbridges, parking lots, benches, should be fitted with CCTV cameras for safety and security, as well as fitted with solar panels to generate power as well as provide shade.
Common Payment instrument
A super crucial point, a Common Payment Instrument must be instituted across the city. A single smart card should be used for Metro, Buses, BRTS, Cycles, etc. This model is followed abroad in many places. Like several cities abroad, NFC-enabled smartphones can be used as a payment mechanism. As stated earlier for buses, an App could be developed for buses, trains, availability of cycles and payments. Keep it simple silly!
TAXIS and autos
Autos, while seen as a burden on the roads by many, are very crucial. Electric Rickshaws can be mandated to keep the air clean. Similarly, permits should be issued for regular taxis, similar to the Cool Cabs and regular Kaali-Peelis of Mumbai. However, these auto and taxi drivers must be given a loan to purchase a GPS-enabled Fare Meter that can support RFID/NFC payments so that people can use the aforementioned smart cards and phone payment methods. The Transport Department, City Administration and Traffic Police must strictly enforce this however.
Water Transport
Sitting on the banks of the Krishna river, Amaravati can make use of this natural resource. A network of channels can also be built across the city, with boats, similar to Allepy.
Overall, the future of Amaravati seems to be quite bright, with Chandrababu Naidu as the Chief Minister of Andhra Pradesh. I just hope some of these suggestions are taken seriously.
Do share this post. Tweet it out and use the hashtags #SunriseAndhra and #SmartCity so that it can reach the government.