As part of a pilot project in Millenium City Gurgaon (Gurugram), the Gurugram Metropolitan City Bus Limited (GMCBL) and ride-sharing aggregator platform Uber have entered into a partnership. Commuters will now be able to book and reserve seats for themselves in select GMCBL buses. The pilot project will allow commuters to book tickets in the corporation’s air-conditioned buses on two routes. Commuters can book seats and follow the live location of a bus on the Uber app, much like they do with cabs on the app.
According to Uber, the company hopes to incentivise the shift to shared mobility using this project and encourage public transport. Uber hopes to use the data to provide better commuting options to passengers while also help the transport body in understanding and predicting passenger demand.
All seats on the bus will be reserved and there will be no standees.
According to the Gurugram Metropolitan Development Authority (GMDA), the service, known as Gurugaman Plus, will operate on the following two routes:
Badshahpur Bus Stand to DLF Cyber Park (Shankar Chowk) via HUDA City Centre Metro Station
BPTP Astaire Garden (Sector 70) to DLF Cyber Park via Golf Course Road.
Services will be available between 7am and 12pm (noon) and 3pm to 8pm daily.
Featured Image: GMCBL’s Gurugaman Plus bus
Do enjoy your ride on the Gurugaman Plus bus, but please do take precautions.
Continuing to provide you all with amazing aerial photographs of bus depots, here is a drone photograph, but this time from a different city.
Older readers of BESTpedia might remember that in 2015, when I was undergoing an internship in Gurgaon (now called Gurugram) I had written about ways to get around the city. (Read: Getting around Gurgaon)
In the older post, I had mentioned about buses operated by the Haryana Roadways. In the five years that have elapsed since my short, yet memorable stay in the Millienium City, also erroneously referred to as Cyber City, a lot has changed. For starters, the Haryana Urban Development Authority (HUDA)– since renamed to Haryana Shahari Vikas Pradhikaran (HSVP) – no longer has jurisdiction over the city and handles the rest of the state while Gurgaon now comes under the aegis of the Gurugram Metropolitan Development Authority (GMDA) and Faridabad comes under the Faridabad MDA (FMDA).
Further, intra-city buses in Gurgaon are no longer handled by Haryana Roadways but by a new agency – the Gurugram Metropolitan City Bus Limited (GMCBL) that is a joint venture between the Municipal Corporation of Gurgaon, GMDA and the Haryana State Industrial and Infrastructure Corporation Limited (HSIICL). In 2019, owing to the financial troubles that Infrastructure Leasing and Financial Services (IL&FS) was facing, the Delhi Metro Rail Corporation (DMRC) took over Rapid Metro operations as well.
Here is what a GMCBL bus looks like.
Gurugram City Bus (Image Credits: GMCBL/Facebook)
Now, coming to the aerial view that I was talking about. Gurgaon is among the rare cities in India which has a Metro Depot adjacent to a Bus Depot.
The 11.7km-long RMRG line features two depots, a small one that is located adjacent to the Cybercity Phase 3 Station which is the first elevated metro depot in the country. This was opened along with the first phase of the line in 2013. Here is an aerial view of this from 2016.
#Gurgaon's Metro uses this cute little depot in Cybercity to stable & maintain 5 trains. It's the only elevated depot in the country. pic.twitter.com/M2copedpR9
The second depot which is much larger, meanwhile is located at the other end of the line, near the Sector 55-56 station. It is this depot that is located adjacent to GMCBL’s bus depot. And here is it’s picture. You’ll have to click on the image to view it.
Nice drone views of #Gurgaon Metro's 2nd (& main) depot in Sector 53 for its CRRC train-sets. Right next to it is @gurugaman's bus depot
— The Metro Rail Guy (@TheMetroRailGuy) June 12, 2020
Shot during the ongoing lockdown using a drone by Gunj Guglani, this was shared recently by TheMetroRailGuy (TMRG) who runs a fantabulous website documenting India’s metro rail. Do check it out here: themetrorailguy.com.
A double bonanza featuring both a bus depot and a metro depot!
That’s all for me for the time being. Remember, share this post, and if you can, do back me up on Patreon. Times are hard and us Bloggers are among the worst affected.
Many ‘futurists’ and a significant number of urban local government officials and policymakers I’ve met and/or interacted with hold the following view – ‘Internet, faster communication and changing social attitudes will soon make large urban agglomerations i.e cities in the form of cities irrelevant. We will be participants in an era of small, compact cities with innovators, job creators and seekers moving to such cities from megacities to make their fortunes’.
This view is often represented as a fact in many conferences, seminars and ‘talks’ by organized by the intelligentsia which in turn has transformed the view into conventional wisdom. They are wrong. The internet or any other faster means of communication (except teleporting perhaps’ will never be able to match This view combined with the very Indian tendency to ‘equalize’ development of different regions has led to some perverse policy prescriptions but that is a matter for another day. In this post, I will discuss a little on why the ‘compact future city’ view is incorrect and touch upon what we need to improve transportation outcomes..
In his book- The Rise and Fall of Nations, Ruchir Sharma writes:
‘In recent years it became fashionable to argue that location no longer matters, because the internet makes it possible to provide services from anywhere. But physical goods still make up the bulk of global trade flows, and location still matters for companies that want to be close to their customers and suppliers.’
Some of you may argue that physical goods will not constitute a majority of trade flows in the near future where trade will mostly constitute IT based service sector transactions; and that’s when we will see intelligent people leaving cities along with their businesses for small towns. You would then be wrong. Again. Later in the book, Ruchir Sharma writes this:
‘Today the internet is making geography irrelevant neither for manufacturing industries nor for service industries. People still meet face to face in order to manage and build service companies that provide everything from internet search engines to cargo logistics, and new companies in these industries typically set up in the same town to tap the same expert talent pool. The result is the rise of cities with a cluster of companies and talent in a specific service niche.’
‘In South Korea, Busan continues to thrive as the nation’s leading port and as a regional hub for logistics service companies. In the Philippines, Manila has been rising for some time as as a major global provider of back office services, and now that business is spilling over to its satellite cities, including Quezon and Caloocan. Dubai continues to build on its dual role as a major port moving oil and other goods and as a service hub for the Middle East.’
To the above list, I would add- Bangalore continues to thrive as India’s leading education hub and as a hub for R&D, IT-BPO companies; Mumbai continues to thrive as the city whose professionals arrange financing for mega projects across India and Kolkata for producing intellectuals who fill our history textbooks with crap.
In short, cities will NOT become small. Businesses and intelligent people will NOT move to compact cities. Most of India’s megacities will keep getting bigger. (I’m not saying that there is no future for second cities and therefore we should ignore them. They are a very integral part of the modern economy and need to be accorded that status. That discussion is for another post). Our planners and urban administrators need to imbibe this very basic fact when they are managing our cities. In my opinion, amongst these planners and urban administrators, the ones that need to learn this lesson the most are – public transport officials.
A few months ago, St Srikanth of Depot (Srikanth) and I had a chance to interact with officials of BMRCL (Bangalore Metro Rail Corporation Limited) and BMTC (Bangalore Metropolitan Transport Corporation). Almost every second conversation we had with a management level employee revealed their deep discomfort about private operated public transport facilities. Before these conversations, I admit to having hoped that public transport officials would recognize that government ownership of public transport infrastructure and the legal monopoly over these operations would increasingly lead to very bad transportation outcomes. Those hopes were dashed after the above mentioned conversation. I realized that these buggers are going to sit on their arses, wait for their retirement and meanwhile prevent and/or harass tech enabled transportation systems like Uber, Ola and ZipGo and oppose private entry into the business in the traditional forms.
Before continuing that rant, I will emphasise the need for an efficient public transportation system in every city. As mentioned before, every city is essentially a concentrated labor market. Businesses – low tech, high tech, service sector, manufacturing like to set themselves up in cities as these cities offer them access to a large pool of labor in short distance. This in combination with the fact that most of their suppliers and customers too do the same lead to something known as agglomeration benefits. All the above depends upon the efficiency of the transportation system and the density of urban living. The higher the efficiency of transportation networks and the density of urban living, the greater the agglomeration benefits and therefore higher incomes.
Let me illustrate this with an example from our National Capital Region. Say Srikanth decides to shift from Bengaluru [He is desperate to] to the wretched hellhole that is NCR and rents a place in Dharuhera (About 45kms from Gurugram). He is forced to rent here because he has a taste for luxury and but his bank account isn’t all that good enough to enable him to live in Gurugram. It takes about an hour to travel between Gurugram and Dharuhera as he travels through public transport, Uber and Ola aren’t available in Dharuhera and the nearest metro is HUDA city center which is about 40kms away. What are the chances of him accepting a job paying ₹60k per month near Rajiv Chowk i.e. Connaught Place, New Delhi over a job paying ₹55k in Gurugram ? (It takes about 2.5 hrs to travel from Dharuhera to Connaught Place). Very low. He most probably will take the ₹55k job as it saves him 3 hours of travelling everyday. The company in Connaught Place will probably have to do with lower quality labor or increase the offer and thus incur higher labor cost.
Haryana Roadways is one of the worst state road transportation companies (SRTCs) with only about 100 buses in operation in Gurugram on about 15 routes. If one attempts to go via public transport from Dharuhera to Gurugram, he or she is forced to take the very rickety illegal buses as the Haryana Roadways buses on the route are very infrequent. The private ones that operate are harassed and sometimes seized if they use the Haryana Roadways logo to escape harassment. If private bus operators existed and the construction on the highway is completed, the route will take about half an hour. Srikanth might take up a job a little further away from Gurgaon say at Hauz Khas @ ₹58k.
Now, back to my rant on BMTC and BMRCL. The old geezers in BMTC and their parent PSU- KSRTC will NEVER give up their legal monopoly. The ones in BMRCL will take another 10 years to realize that Majestic and MG Road no longer are the locus of business activity in Bengaluru city and that the locus has shifted to suburbs like Whitefield and Sarjapur. If Karnataka and other states stop harassing tech based taxi and bus aggregators like Ola, Uber, ZipGo and ends the legal monopoly of SRTCs and their subsidiaries, the transportation outcomes in our cities will vastly improve and believe me and the years of Urban Economics research- the resultant increase in agglomeration benefits will make everyone richer off.
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]. Image in Public Domain.Now flyovers, bridges, skywalks, underpasses, et al, are out of the purview of this article. The discussion is about buses. In 2013, it was announced that the Central government was willing to fund the allotment of an additional 10,000 buses and development of ancillary infrastructure such as Depots, Workshops and Control Rooms.
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
An MTC Volvo on Route 588B from Broadway to Mamallapuram. Image copyright Vinoth Thambidurai, CC-BY-SA 3.0 Unported, available on the Wikimedia Commons.
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
A Volvo B7RLE bus owned by the Kerala State Road Transport Corporation at Angamally Bus Station, heading for Aroor. Image copyright RanjithSiji, CC-BY-SA 3.0 Unported, available on the Wikimedia Commons.
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.
A low-floor Tata Marcopolo Bus belonging to the Karnataka State Road Transport Corporation -Mysore City Transport Department. Image copyright Srikanth Ramakrishnan, CC-BY-SA 3.0, Unported, available on the Wikimedia Commons.
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:
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
A Volvo B7RLE operating under the brand name of Metro Luxury by the Andhra Pradesh State Road Transport Corporation in Visakhapatnam. Image copyright LOVEofZ, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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
A Haryana Roadways JnNURM Ashok Leyland Bus. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0, International, available on the Wikimedia Commons.
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
A Bharat Stage IV Volvo operated by the Bangalore Metropolitan Transport Corporation. Image copyright Hayathkhan.h, CC-BY-SA 3.0 Unported, available on the Wikimedia Commons.
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
A JnNURM double-door second generation Cerita owned by BEST, leased out to Air India for ferrying passengers between the aircraft and the terminal. Image copyright Prateek Karandikar, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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
A bus operated by Atal Indore City Transport Services Ltd in Indore. Image copyright Prateek Karandikar, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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.
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.
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
Bike Taxi Stand at HUDA City Centre. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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
A Tempo on duty with Shuttl. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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 Rapid Metro pulling in at Sikanderpur station. Image copyright Ajaydeshwal1994, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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
Bus No 321 at HUDA City Centre. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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.
Bus No 321 at HUDA City Centre. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
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.
So I took a bus from Gurgaon to Faridabad. Just like the Tamil Nadu State Transport Corporation [TNSTC], the Kerala State Road Transport Corporation [KSRTC], Haryana Roadways [HR] and the Delhi Transport Corporation [DTC] make the mistake of running JnNURM buses on Inter-city routes. TNSTC-Villupuram runs Volvo B7RLE buses that the Metropolitan Transport Coporation [MTC] of Chennai received under JnNURM on Chennai-Pondicherry routes along East Coast Road and the Grand Southern Trunk Road, while its Kerala counterpart runs them from Cochin to Trivandrum via Allepy or Kollam. Similarly, DTC runs its JnNURM low-floor AC and non-AC buses from various parts of Delhi to Gurgaon. Haryana Roadways, meanwhile runs various AC, non-AC buses from Delhi, Faridabad, Chandigarh and Gurgaon to each other.
Now, my point with this post is not about the use of JnNURM buses on intercity routes, but something totally different.
An MSRTC Mahabus-Shivneri ticket. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
MSRTC runs conductor-less buses on multiple routes; Mumbai-Pune, Pune-Ahmednagar-Aurangabad, Pune-Kolhapur, Pune-Sangli among others. The principle here is that there is a booth, wherever the Bus Stops, with a Conductor waiting, who issues you a ticket.
An MSRTC Mahabus-Shivneri ticket. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
The purpose of this model, as discussed before, is to eliminate the need for a conductor on-board the bus, thus reducing travel time and costs on employing conductors.
Prior to Electronic tickets, ST conductors at these booths would issue punched tickets, and these would be logged under the individual conductors sales, and the numbers would be written on the trip-sheet.
Haryana Roadways
Now, for the Haryana Roadways model! If this can be called one that is. The bus I took was a Volvo B7RLE 8400 model, acquired by the Haryana Roadways Corporation – Faridabad Division under JnNURM. It was running on the Gurgaon-Faridabad-Ballabgarh route, as a city bus. Yes, as a city bus. I reached Gurgaon Bus Stand, and saw two identical Volvo buses parked next to each other. One had a Cardboard sign saying Ballabgarh in Hindi and the other had one saying Rohtak, in English. I asked a conductor if either bus would go to Faridabad, and was told that the former would go. I walked upto the Conductor and I was told to go to the Ticket counter in front of the bus. At the counter, I was given a punched ticket for ₹50. A punched ticket [yes HR conductors religiously punch tickets in all services, unlike their DTC counterparts], not a printed one.
A Haryana Roadways punched ticket. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.
I expected the service to be similar to MSRTC. But, I was mistaken.
The bus started, and left with its front door open. The conductor stood there, shouting out Faridabad, Ballabgarh, as we pulled out. The door remained open till we crossed the Sikanderpur Metro Station, after which the conductor came behind. I was seated on the last seat. He asked all of us who had bought tickets at the counter to show him the tickets, after which he pulled out a stack and issued them to those who had just boarded. The real concern here is that these are punched tickets, not printed tickets. If you remember what I had said about MSRTC in the post on Electronic Ticket Machines, this would be tricky to handle. While I bought the ticket at the counter, the conductor was next to the bus. He took his set of tickets from inside his pouch, long after we had left the Bus Stand. Obviously the guy at the counter wouldn’t have handed over his set to this fellow. Won’t logging or tracking ticket sales then be difficult? What, pray, may I ask, was the purpose in making me go and buy the ticket at the counter, when you were going to sell it inside the bus anyway?
This is something that I find fishy. I sincerely believe that the three states of Maharashtra, Karnataka, and Gujarat have figured out the best way to run transport services and that every other State Transport Undertaking should learn from them.
If anyone can answer why this absurdity happens, please do let me know in the comments section below.
![Logo of the Jawaharlal Nehru National Urban Renewal Mission [JnNURM].](https://commons.wikimedia.org/wiki/File:JnNURM_logo.jpg){kind=logo}
