Position paper SUTP Bihar - ZERO DRAFT(2)

A position paper on State Urban Transport With special reference to State Bihar

Support and Guidance by SUMNET, Pune

Prepared by Vishwa Ranjan Citizen’s Action Group Patna , Bihar

Content CHAPTER 1 1.1 Introduction 1.2 General description of the State – area, number of cities and metropolitan regions, current population and growth rate, urbanization trends. 1.3 Database of cities in the state as per population. 1.4 General state of urban affairs and a commentary on what are some of the key challenges CHAPTER 2 2.1 Current status of urban transport in the State 2.2 A summary of JNNURM for the state – transport projects, funds 2.3 List of mission cities under both UIG and UIDSSMT and analysis/critique 2.4 Role of State level Authorities involved in traffic and transportation regulation, ( State Transport Authority, Municipal Corporations, Metropolitan Region Planning Committees, Police, Road Transport Authority, State Urban Development Department, Pollution Control Board, Urban Development Authorities, State Town Planning Depts.)

2.5 Other influences on transportation decisions – judicial intervention, initiatives of civil society organizations 2.6 Key challenges for urban transport – financial condition of cities, disconnect between police and urban transport, changing bureaucracy, capacity issues, political issues CHAPTER 3 3.1 Need a State Urban Transport Policy: issues need immediate address What issues will it not address? Are there concerns? How might one address them? 3.2 Stakeholder Interviews – A summary of key people and what they think about the NUTP and the idea of a State Urban Transport Policy. People to talk to and record opinions would include politicians, academics, bureaucrats, civil society involved in issues related to urban governance/urban planning/urban transport CHAPTER 4 4.1 Towards a State Urban Transport Policy Broadly what would such a State Urban Transport Policy contain – what are the key issues (we should be careful not to make any policy recommendations, we are not drafting the policy – only suggesting the broad components that it would contain) 4.2 Who would be the stakeholders in drafting the policy 4.3 What are some of the key processes that should be mentioned in the SUTP 4.4 What should be the process adopted for drafting and finalizing the SUTP so that it is ultimately effective and not just another policy on paper 4.5 What will be some of the mechanisms to enforce the policy – how will it translate into actual change at the city-level? 4.6 The Stakeholder Interviews may also cover these questions and be included here.

CHAPTER 1 1.1 Introduction

Bihar is one of the fastest growing state of India .This development has important implications in terms of social, environmental and economic repercussion .In terms of transport, sudden emergence of express highways, improvised existing old highways and inter-district roads gave opportunity bfor new various vehicles to come in.However no preparation was for managing them within city boundaries. These lack of prudence resulted into increase in city level decline in quality of air and as well increase in road accidents. The trend is almost all across the states .Bigger cities generally have their own corpus to address such issues up to certain extent .However small cities and small and medium sized cities have nighters resources nor skilled personal to carve the fortitude plan , Reason why many small and medium town cities started fading and many such cities of Bihar are not exception for it.. The second is the decision to improve the urban public transport network. These two decisions, apparently contradictory, must be developed coherently to arrive at an improved public and private transport situation for such cities, while not hampering its scope for industrial development. It is true that urban transport problems have been associated with globalization, urbanization, fiscal decentralization and an economic transition. There are also growing concerns such as suburbanization of homes and consequent longer trips. Also, it is equally relevant that there is a lack of technical capacity and practical experience in strategic planning in respect of transport within such cities . Unfortunately creating opportunities for public participation in transport planning processes are minimal. Cities generally opt for new technological solutions rather than modified policies, priorities of sustainable means of transport or demand management techniques to improve transportation. The immediate need is to have people-centered transport means where all citizens have access to transport, improving democracy in its management. Non Motorized vehicles ie bicycles, richshaws etc should have share in land use as per their numbers and this should be linked-up with popular public transport system obliging the mass and cars should left for class. Similarly for such cities considering the road width as major limiting factor para transport means such as taxi or auto should be dejected. Presently in the state accountability related with traffic management is nowhere and almost hovering. Some responsibilities can be observed for creating transport support infra structures but negligible towards protecting the rights of pedestrian, bicycle users , two wheelers and NMV operators. There is no such organized federation of such class so objective of preparing Position Paper on SUTP is to create platform for dialogue among themselves and with policy makers. Socio economic aspects, socio political aspects , technology, land use planning , accountability , coordination among various government agencies and long term vision plan of action can only establish the democracy in traffic and transportation. Rising graphs of fatalities and mishaps can only be reduced if charter for traffic and transportation are defined and put into practice. Further, the answer lies in the hands of the policy-makers. political will, continuity and constant enhancement of transport related projects, creating capacity among government staff particularly of smaller cities and providing them with the appropriate tools have proven effective in changing a city‘s transport situation and in making sustainable urban mobility a driver for city development.

1.2 General description of the State

State Profile: Bihar

Political Map

The State of Bihar was reorganized on November 15, 2000 with 38 districts of undivided Bihar. It lies mid-way between West Bengal in the east and Uttar Pradesh in the west. It is bounded by Nepal in the North and by Jharkhand in the south. It is divided into two natural regions viz., North Bihar Plain and South Bihar Plain. The total area of the State is 94,163.00 sq. kms. Out of this, only 56.03 lakh hectare is the net cultivated area while the gross cultivated area is 79.46 lakh hectare. The state has several rivers such as Ganga, Sone, Bagmati, Kosi, Budhi Gandak, Punpun, etc. Forty-one per cent of cultivated area is flood prone and another forty per cent is drought prone.

Total population 2011

Decadal growth of

Average annual

( In millions)

population

exponential growth rate of population

Total

Male

103.80 54.18

Female

1991-2001

2001-11

2091-2001

2001-11

49.62

28.62

25.07

2.56

2.26

The economy of Bihar is predominantly rural in as much as 89.50 per cent population is living in rural areas as against 74.30 per cent for the country. The literate people in the State constitute

47.53 per cent of the population, with 60.32 per cent and 33.57 per cent being the male and female literacy rate respectively. As much as 42.60 per cent of population is still living below poverty line in the State, as compared to only 26.10 per cent at all-India level.

1.3 Urbanization Trends

Year wise : Urbanization trends of Bihar

SN

Reference year

Growth in %

1

1981

23.4

2

1991

25.7

3

2001

27.8

4

2011

30.4

Pace of urbanization has been steadily growing in India and 31 per cent of India’s population is inhabited in urban areas in 2011. The phenomenal increase in census towns during 2011 census was also responsible for the increase in urbanization. There has been a growing tendency to create new districts in several states. Among the major states, Tamil Nadu, Maharashtra, Gujarat and Karnataka are more urbanized. The rapid rural-urban migration is also responsible for significant differences in population densities between rural and urban areas. The decline in population growth rate was moderate in poverty stricken states of Bihar and Uttar Pradesh. Several states have experienced deceleration in population growth during last decade compared to 90s. Kerala has registered an impressive annual growth of 0.48 per cent. It is disturbing to note that there was acceleration of population growth in the states of Tamil Nadu and Chhattisgarh. Source: Census India 2011

1.4 Database of cities in the state as per population. As per Bihar Municipal Act 2007 for being a municipal Corporation the minimum population should be 3 lacs, For being Municipal Council the population should be above 40 thousand and local bodies upto 40 lacs are Nagar Punchayats .

Presently Bihar has 

11 Municipal Corporations



42 Municipal Council and



88 Nagar Punchayats

State urban population as per 2011 census is around 92 lacs. Population of Patna as per 2011 census is around 20 lacs and Gaya, Bhagalpur, Muzaferpur , Purnia and Biharsharif have population between 3 lacs to 8 lacs and all other ULBs within jurisdiction of Bihar are below 3 lacs.

1.5 General state of urban affairs and a commentary on what are some of the key challenges

The state which is known for illiteracy, lowest per capita income , lower Human Development Index and poor infrastructure for development has multiple issues related with traffic and transportation:

1. Concept of network of roads are very limited, Roads are generally narrow and not able to accommodate the rising population as per gradual growth of cities 2. Roads are poorly maintained and there is no bench mark defined or standard defined for various types of roads. 3. Most of the roads are unpaved and even where there are pedestrian are poorly maintained and human factors are critically ignored. 4. There is no data base at city level about status, quality and length and there is no monitoring agency which can be made accountable for poor condition of roads. 5. Almost Unplanned, chaotic development without adequate infrastructure creates difficulty to distinguish city areas and fringe areas situated at periphery of cities. , 6. There is no guiding principles for intra and

inter district transport and interstate

transport. 7. Public transport Iis available in Capital city Patna which is very irregular, entrusted, unpopular , unscheduled and creates traffic problems rather extending solutions. 8. Except few lanes in state capital there are no provisions in state to allocate separate space for NMV. 9. Extremely congested roads with an incompatible mix of both motorized and nonmotorized are common feature of city roads.

10. There is no charter for speed for city vehicles as a result they travel at widely different speeds 11. City roads are occupied by rapidly increasing private cars and motorcycles 12. Serious bottleneck is Inadequate roadway accommodations for buses and non-motorized transport 13. Traffic management system is still primitive or non-existent and traffic control through light based signals are almost defunct. 14. Street signage has their existence only in state capital. 15. Extremely high and rapidly rising traffic fatalities, especially among pedestrians and motorcyclists 16. Overcrowded, uncomfortable, undependable, slow, uncoordinated, inefficient, and dangerous public transport. There is no popular public transport system in state. 17. Extremely high levels of transport-related pollution, noise and other environmental impacts, especially in large cities. 18. There is no parking place for bicycle users across the state. In state capital two wheeler users can have to go for more than 1-2 kilometers if they opt for parking in any business areas . This is not practical thus they park anywhere along the roads causing traffic jam during peak hours. 19. There is no coordination among different means of public transport, even none of them are following scheduled trip. In few cities there are bus stops built on PPP concept along the roads but never used for except being used as advertisement post.s

CHAPTER 2

2.1 Traffic and Transportation: Current State of affair

Bihar

being one of the poorest state of India is Air pollution doubles in city

characterized by having number of small and medium sized cities of high densities, intensely mixed land use patterns, short trip distances, and high share of

Times of India Parul Pandey, TNN Dec 30, 2010, 11.39pm IST

walking and non-motorized transport. The transport and land- use patterns found in these cities are so influenced by poverty and high level of complexity that

it

becomes

difficult

to

analyze

their

characteristics using the same indices as used for cities in highly motorized countries.

There are ample evidences to illustrate the mismatch between urban transportation planning methods and the growing transportation problems. Absence of town planners has created mess in urban planning and creating infrastructures. cities

continue

to

face

Consequently, these environmental

decay,

congestion, poor health conditions, etc. Unstructured growth, low incomes, and extreme inequality are among the main underlying causes of transport problems in such cities. Although the nature and extent of transport problems obviously vary from one city to another,. There is neither space nor practice to

PATNA: Air pollution has doubled in the state capital in the last five years on account of a sharp rise in the number of vehicles in the city. The officials concerned have miserably failed to ensure enforcement of rules pertaining to curbing of vehicular pollution. There has been a sharp spurt in the number of vehicles plying in the city, especially in the last three years. The data available with district transport office shows that 1.2 lakh commercial vehicles were registered in the city in the last three years. Add to that the figure of private vehicles, and the total number increases astonishingly. Naveen Kumar, a scientist with the Bihar State Pollution Control Board (BSPCB), said that according to a survey done by the board, Patna City, Kankarbagh, Dak Bungalow and Station areas are the worst-affected by high pollution. As per the survey conducted in 2009-10, the presence of nitrogen oxide and respirable suspended particulate matter (tiny particles on which gravitational force does not act, making them easily reach the air packets in lungs) in air has doubled in last five years. During 1997-98, nitrogen oxide's presence in Patna was 32 which went up to 60.1 in 2009-10 in the highly polluted areas of the city. Respirable suspended particulate matter (RSPM) went up from 70 (1997-98) to 121 (2009-10) in less polluted areas. Kumar said due to increase in air pollution, health problems such as itching, redness of skin, mottling of teeth (appearance of white flecks or yellow/brown spots on the surface of teeth), yellowness of eyes, headache, respiratory tract irritation, cough and sore throat are common.

engage public , incorporate their opinions before finalizing any plan of action . As a result most of plans have failed in resolving traffic issues.

2.2 Air Pollution Air Pollution level of the cities are at critical level. This has been flashed by several news paper time to time. There are two major reason for such condition first one is Burning of waste at road

side and across lanes since only 10-15% of garbage is lifted by all municipalities and second one is consistent traffic jam during day time. A agencies surveyed that in terms of auto rickshaw to pick or dropping a passanger leads to wastage of one litre of Petrol . Since there is no defined bus or auto stops in cities they are free to stop anywhere else to obey the passangers. Roads are generally narrow thus as one vehicle gets stop a queue is formed behind it . All the vehicles behind it are forced to stop till the passenger get accommodation in the said auto rickshaw. Undue use of brake and accelerator leads to such wastage.

2.3 Bihar Municipal Act 2007

Under core function of urban local bodies as per municipal act responsibilities lies with itself. Under Section 45 (a)(v) authorizes to ensure for prper and adequate communication systems , constructions and maintenance of roads footpaths pedestrians pathways transportation terminals , both for passengers and goods , and

Sec 45 (a) (vi) bridges, over bridges, sub ways, ferries and inland water transport system. Transport system accessories including traffic engineering schemes , street furniture, street lighting , parking areas and bus stops.

Sec 45 (4) authorizes to plan, build, operate, maintain or manage the infrastructure required for discharge of any of the function as aforesaid either by itself or by any agency under any concession agreement under PPP.

Chapter XXVI covered under sections 231 to 243 authorizes to make provisions and laws for surface transport system , all Public Street and parking areas , side drains, footpaths etc to be developed , controlled , maintained and regulated in accordance with the provisions of this act Further it has been well spelt that ULB or the agency appointed in its behalf shall , from time to time , cause the infrastructure vested with it be labeled , metalled , paved, channeled , altered or repaired and may widen, extend or otherwise improved where ever and whenever required .Except in the case of class C cities where width of street is six meters , the width shall be ten meters including footpath. Also ULBs either by its own or by the agency appointed by it shall comply with provisions related to traffic engineering schemes street furniture’s and bus stops.

2.4 Integration of Land Use and Transport Plan

Transport planning is intrinsically linked to land use planning and both need to be developed together in a manner that serves the entire population of all income levels and entire geographical area of the city and yet minimizes travel needs of its citizens. In developing such plans, attention should also be paid to channel the future growth of a city around a preplanned transport network rather than develop a transport system after uncontrolled sprawl has taken place. Transport plans should, therefore, enable a city to take an urban form that best suits the geographical constraints of its location and also one that best supports the key social and economic activities of its residents. These issues are largely addressed in master plan of a city Master plan of most of the cities including state capital Patna has not been finalized till date and for reference almost 30 years old master plan is referred. Population has now increased to double without defining fresh land use for forthcoming population. This resulted into extreme pressure on roads .New houses were built but road width factor to accommodate traffic due to increase in population was simply ignored.

2.5 No Regional Development Authority

Earlier Regional Development Authorities in practice

had larger roles in compliances of

provisions related to planning of cities .Their organizational structure were in access to mass and people used to get aware about such regulatory provisions through them. They had offices in each cities . They use to formulate plan as well monitor them, organize public consultations to incorporate realistic suggestions in plans. Once concept of RDAs merged with urban local bodies ie PRDA merged with PMC the planning for land use agenda get diluted and gradually situation became pathetic. Presently there is a separate cell in Urban Development Department called “Town and Country Planning Department “ with three full time staff. This department is to be led by a qualified town planner and designated as Chief Town Planner . Unfortunately in Bihar there is no qualified town planner has been appointed since last many years and the related formalities and compliances are executed by a engineer who has been sent on this post on deputation.

Presently Master Plan of nine cities has been submitted by various outsourced agencies for approval and still pending with CTP. Serious lacking of planning skills at state level has created

mess .Recently preparation of City Development Plan of twenty eight class one cities had been ordered , the concerned agencies prepared all the documents in magical time and as a result there are several discrepancies in the documents. But no authorities have been designated at city or state level to respond on such issues.

2.6 A cooperative study of status regarding Traffic and Transportation

To understand the existing scenario of traffic and transportation in Bihar a cooperative data collected and analyzed. The other states are Andhara Pradesh ( middle India), Goa ( Coastal State), , Gujarat ( Developed State), Arunachal Pradesh ( North east state) and Chandigarh ( Planned City ). He perspectives studied were:

1. length of roads in Selected states Vs Bihar 2. length of urban roads in Selected states Vs Bihar 3. In Selected states Vs Bihar road density per 1000 population 4. Registration of Motor vehicles in Selected states Vs Bihar as on 31st March 5. Category wise numbers of vehicles in Selected states Vs Bihar

2.6.1 State wise length of roads in India: Bihar Vs selected states ( length in km) SN

Name of state

2003

2004

2005

2006

2007

2008

% change (2003-08)

1

Andhara

201895

206125

329407

336982

339002

345012

2

Arunachal

15661

15712

17216

17430

16494

1.04

11.31%

Pradesh 3

Assam

160380

192980

208788

215819

223450

230334

7.51

4

Bihar

78750

73834

119958

120127

120127

120127

8.81

5

Chandigarh

72729

73993

72322

73892

73705

74434

.46

6

Goa

10231

10240

10331

10420

10523

10569

.65

7

Gujrat

142755

143660

143419

144777

145631

146630

.54

Source: Ministry of Statics and Ptogramme Implementation, GOI

2.6.2 State wise length of urban roads : Bihar Vs Selected state

SN

Name of

2003

2004

2005

2006

2007

2008

state

% change (2003-08)

1

Andhara

13521

13521

13753

13760

13771

13799

.41

2

Arunachal

35

35

14

14

14

14

-17

Pradesh 3

Assam

4270

4270

5648

5686

5725

5747

6.12

4

Bihar

9581

9911

9790

9854

9854

9854

.56

5

Chandigarh

5141

5141

6304

6320

6361

6553

4.97

6

Goa

1082

1091

1127

1193

1193

1193

1.97

7

Gujrat

15645

15942

16358

17280

18400

19306

4.29

Source: Ministry of Statics and Ptogramme Implementation, GOI

2.6.3 State wise road density per 1000 population : % change

Goa

Chandigarh

Bihar

Assam

State wise road density per 1000 population % change(2003-08)

Andhara

Gujrat

Goa

Chandigarh

Bihar

Assam

Arunachal…

Andhara

12 10 8 6 4 2 0 -2 -4

7 6 5 4 3 2 1 0

Arunachal…

Statewise road density per 1000 KM

State wise road density per 1000 population

% change(200308)

Source: Ministry of Statics and Ptogramme Implementation, GOI

2.6.4 State wise registration of Motor vehicles in India as on 31st March State wise registration of Motor vehicles in India as on 31st March SN

State

2003

2004

2005

2006 CAGR (%)

5002

5720

6458

7218

13

21

21

22

22

1.56

3 Assam

657

727

815

914

11.63

4 Bihar

1121

751

1352

1432

8.5

5 Chhatishgarh

1076

1216

1375

1541

12.7

397

436

483

529

10

6508

7087

7817

8622

9.83

1 Andhra Pradesh 3 Arunachal Pradesh

6 Goa 7 Gujrat

Source: Ministry of Statics and Ptogramme Implementation, GOI

2.6.5 State wise category wise numbers of vehicles in India State wise category wise numbers of vehicles in India Multi axled/ Articulated Light Light Total Vehicles/ Motor Buses Taxies Motor Transport Trucks / Vehicle Vehicle Lorries 1818132 85112 18368 113693 299776 698781

Name of State

SN 1 Andhra Pradesh Arunachal 2 Pradesh 2355 601 682 343 1449 3 Assam 91801 19371 11378 12671 34906 4 Bihar 50016 / 16271 22698 45365 5 Chhatishgarh 51716 21858 24955 5036 9194 6 Goa 34043 / s689 9361 10035 7 Gujrat 204362 253340 54446 47914 336695 Source: Ministry of Statics and Ptogramme Implementation, GOI

2.7 Current status of urban transport in the State Accidents details : Bihar Bihar

7,774 6,141

year 2003

8,991

10,065

11,033 10,673

5,594

4,027

3,768

Year 2004

Year 2005

year 2006

year 2007

year 2008

year 2009

year 2010

year 2011

Comparative data related with accident India Vs Bihar

600,000 500,000 400,000 300,000 200,000 100,000 0 year Year Year year year year year year year 2003 2004 2005 2006 2007 2008 2009 2010 2011 Bihar All India

5430 17012 134350 59128 59128 896757

2.3 A summary of JNNURM for the state – transport projects, funds JNNURM was introduced on 2005-06 for seven years. Its goal was to upgrade social and economic infrastructure of cities and create economically productive, efficient and responsive cities. However, the programme had little effect on the urbanization of Bihar. Two cities were selected Patna the capital city having population more than 16 lacs and the other one Bodh gaya having population below a lac but internationally known pilgrim city. State missed several developmental opportunities including gate way of traffic issues a popular public transport system ie JNNURM bus. There are various reasons for it. State was not technically ready to enact . There were shortages of engineers and town planners in State Urban Development Department. Situation of Local Urban Bodies are vulnerable. Mandatory planning documents necessary for references and guiding the city development were still not ready. Out of 29 DPRs only 6 were approves and rest were sent to state government UDD for modification which were never attempted by state.CDP of City Patna prepared in the year of 2010 almost five years after the launch and Master Plan of City Patna is still under consideration. So the basic issue of land use is still pending with the state.

2.4 List of mission cities under both UIG and UIDSSMT and analysis/critique List of UIG cities and schemes sanctioned Schemes

Name of city

Status of Implementation

SWM

Patna Municipal Area

Not implemented Yet

Water Supply

Patna Municipal Area

In progress

Integrated SWM

Patna Agglomeration

In progress

Water Supply Schemes

Phoolwarisarif Nagar Punchayat

In progress

Water Supply Scheme

Bodhgaya Nagar Punchayat

In progress

Water Supply schemes

Danapur Municipal Council

In progress

Sewerage System

Bodhgaya NP

In progress

Buses for Urban Transport

Bodh gaya NP

In progress

Buses for Urban Transport

Patna Municipal Area

Not Implemented yet

Differing to first phase of JNNURM wow state is planning to step up the pace of Urbanization. It is now planning to develop selective cities and small towns .In phase II a proposal has been passed regarding Public transport. This is for two cities one is Patna and other one is Bodh gaya. For Bodh Gaya which is known International Bidhdhist Pilgrim centre has been credited with public transport. The money for such initiatives has been transferred to State Transport Corporation which is most corrupt and almost defunct enterprise. In case of Patna EOI had been invited from potential agencies but none of them could be short listed. According tom media report the agencies afraid of anticipated protest from Auto Rickshaw Associations. In city Patna almost 70000 thousands auto rickshaw operates on daily basis.They have strong union and they have already disapproved

this intervention of government.

Considering the large number Government is somehow helpless. List of UIDSSMT cities Name of Schemes

Name of city

Status

of

Implementation Road with drain

Fatuah

In progress

Road with drain

Murliganj

In progress

Road with drain

Narkatiyaganj

In progress

Road with drain

Rosara

In progress

Road with drain

Barbigha

In progress

Road with drain

Bhabhua

In progress

Road with drain

Bakhtiyarpur

In progress

Road with drain

Lalganj

In progress

Road with drain

Chakia

In progress

Water Supply

Muzzaferpur

In progress

SWM

Arah

Not implemented yet

Out of eleven schemes belonging to eleven cities none of schemes are for traffic and transportation. Out of above two are Municipal Corporation ie Muzaferpur and Arah and population six lacs. These cities essentially require public transport . Since state has no policy on urban transportation , such aspect are not in priorities.

2.5 Role of State level Authorities involved in traffic and transportation regulation, 2.5.1 Department of Transport, GOB The mandate of Transport Department, Bihar is to provide the people of Bihar a fully integrated pro-active transport system and infrastructure which would optimally meet the articulated as well as latent needs of mobility and passenger/freight transport for different strata of the society, with the guarantee of safe, reliable efficient and cost effective multi-model mix with competitive choices of alternatives infusing innovative, modern and appropriate technologies. Department’s prominent role is to ensure pollution free roads vehicles operating under certain rules and regulations defined by the Department. It is responsible to providing higher levels of services with minimizing infrastructure cost and also to ensure decline in transport cost and directly contributing to the goals of social and economic upliftment of the state while being environmentally friendly. However accordingly to the officials working in this department funds allocated to this department annually is insufficient to carry out its mandate. The department has no policy to engage public or private resources in better services. A corporation called public transport corporation has engaged some bus operators for providing Public transport system is almost nonexistent in state . There is no guidelines to control on number of motorized privately operated vehicles ie auto rickshaw or mini-doors etc Basic functionaries related with departments are : 

Registration of vehicles



Tax collection



Pollution control and



Issuance of Drivers/Conductor’s licenses,



Ensure safe movement of the vehicles and measures of checking accidents, etc.

2.5.2 Municipal Bodies As per Bihar Municipal Act 2007, the municipal bodies are vested with a long list of functions delegated to them by the state government under the municipal legislation. These functions broadly relate to

public Health welfare, regulatory functions Public Safety, ,

infrastructure works, and development activities.

Public

Under the head

public safety includes fire protection , street lighting, etc.; public works

measures such as construction and maintenance of inner city roads, etc.; and development functions related to town planning and development of commercial marketsThe Twelfth Schedule of Constitution (Article 243 w) provides an illustrative list of eighteen functions, that may be entrusted to the municipalities. Besides the traditional core functions of municipalities, it also includes development functions like planning for economic development and social justice urban poverty alleviation programs and promotion of cultural, educational and aesthetic aspects The suggested functions to municipal corporations, municipalities and nagar panchayats are listed in the table below. Regulation of land-use and construction of buildings, Urban planning including town planning, Planning for economic and social development, Roads and bridges, Parking lots, bus stops and public conveniences Water supply domestic, Industrial and commercial purposes, Public health, sanitation, Conservancy and solid waste management, Fire services, Urban forestry, Preventive Health Care, Provision of urban amenities and facilities such as parks, gardens, playgrounds, Burials and burial grounds, cremations, cremation ghats/grounds and electric crematoria, Cattle pounds, prevention of cruelty to animals, Vital statistics including registration of births and deaths, Street lighting, Regulation of slaughter houses and tanneries 2.5.3 Police Authorities and district Administration At district level there is a separate unit which specifically looks after traffic issue.It can be said that a small secretariat exist in bigger cities like Patna, Bhagalpur, Gaya etc to support the authorities however in smaller cities respective local Thana looks after such issue. In state capital A separate authorities have been designated led by Traffic SP . Other subordinate

authorities are Traffic DSP who supervise traffic inspectors. Bigger cities are sub divided in different zones for better monitoring. But there is no such division which has its institutional recognition. Boundaries can be changed as per need or convenience. There is no such separate portal at state level which can be used as information hub .Any notifications or orders issued related to traffic is kept with District Administration through order of District Magistrate .It can be said that District Administration coordinated the traffic issues at district level. There is no space to capitalize the learnings

coming out handling traffic

management.By the transfer of a district magistrate capacities also get transferred. The new officer who takes charge and starts implementing his own wisdom and ideas keeping a side previous practice.

2.5.4 Department of Urban Development, GOB The department covers nurturing and nourishing of Local Government, that is to say define and establish the constitution and powers of municipal corporation, municipalities, notified area committees, improvement trusts, mining settlement authorities and other local authorities for the purpose of Local SelfGovernment or local administration. It also includes subject ie Administration of Bihar Restriction of Uses of Land Act, Town and Country Planning, Environmental planning and co-ordination, Control over regional development authorities, Slum Development scheme, Administrative charge of all buildings occupied by the Urban Development Department. The other core areas are Control mechanism of Bihar State WaterSupply and Sewerage Board, District Boards and Local Self-Government Act. Except planning and defining land use as a larger domain which are considered as essential to cater basic needs of residing population UDD has no clear mandate for smooth traffic and transportation

2.5.6 State Pollution Control Board State Pollution Control Board

State Pollution Control Board has also critical role in regulating the provisions related with traffic with considering the factors affecting environment. They carryout research with collecting air quality samples from different part of cities and share the findings with government .Accordingly they also define the permissible limits and danger marks, for pollution. SPCB is also required to define the maximum permissible period in terms of age , its other fitness criteria for vehicles running on roads.

Presently for private vehicle above fifteen years and commercial vehicles

above eight years are not allowed in city Patna considering the pollution level of state capital.

2.5.7 Regional Development Authority

Earlier Regional Development Authorities in practice

had larger roles in compliances of

provisions related to planning of cities .Their organizational structure were in access to mass and people used to get aware about such regulatory provisions through them. They had offices in each cities . They use to formulate plan as well monitor them, organize public consultations to incorporate realistic suggestions in plans. Once concept of RDAs merged with urban local bodies ie PRDA merged with PMC the planning for land use agenda get diluted and gradually situation became pathetic. Presently there is a separate cell in Urban Development Department called “Town and Country Planning Department “ with three full time staff. This department is to be led by a qualified town planner and designated as Chief Town Planner . Unfortunately in Bihar there is no qualified town planner has been appointed since last many years and the related formalities and compliances are executed by a engineer who has been sent on this post on deputation. Presently Master Plan of nine cities has been submitted by various outsourced agencies for approval and still pending with CTP. Serious lacking of planning skills at state level has created mess .Recently preparation of City Development Plan of twenty eight class one cities had been ordered , the concerned agencies prepared all the documents in magical time and as a result there are several discrepancies in the documents. But no authorities at city or state level to respond on those issues.

2.6 Authorities engaged with Traffic and Transportation

Presently organizations engaged with day to day traffic and transportation and its management are Urban Development Department, Road Construction Department, Municipal bodies, and District Administration and Traffic Management cell led by traffic SP.

SN

Issues in traffic and

Responsible agency

1

Overall

1

responsibility for city transport 2

Traffic regulation

3

Suburban rail

1 1

Indian Railways 4

Providing bus

1

services 5

Road Safety

1

education 6

Rescue

7

Pollution control

8

Transport safety

9

Fiscal and legal

1 1 1 1

environment 10

Trauma care and

1

ambulance 11

City Planning

12

Construction of

1 1

roads `13

Registration of

1

vehicles 14

Registration of

1

vehicles

2.7 Other influences on transportation decisions –

2.7.1 Judicial intervention, No such prominent judicial reference are available which can be marked as leading case in this regard. 2.7.2 Initiatives of civil society organizations

agency

specific

office No

fire State ent (C+S)

ation Governm

administr Federal

traffic

Control District Board authoritie City s

Departme State nt Pollution

ment ULBs

Develop on

corporati Urban

transport

State nt

departme

Transport

transportation

“TARUMITRA” A small organization led by school students works on environment and carry out campaign against pollution including vehicular pollution .They indirectly gear up the agencies regulation pollution in city areas but the scale they are operating is very small . 2.8

What are the key challenges for urban transport –

2.8.1 Resource Gap.

Source IIM , Ahmadabad

2.8.2 Financial condition of cities : Cities own collection of taxes from HH in terms of state average is not more than 30% of total HH. 2.8.3 Disconnect between police and urban transport : There is no coordination platform among these two agencies, most of the time they perform parallel to each other. 2.8.4 Changing bureaucratic pattern: Since there is no such policy on traffic and transportation thus individual reflection becomes dominant. 2.8.5 Capacity issues : No city have capacity to address transport issue, neither have expert of this field to give direction in transport planning. 2.8.6 Political issues : Urban population are around 12% only thus gets least priority

CHAPTER 3

3.1 Need for a State Urban Transport Policy

As it has been widely accepted that, “Public policy is the broad framework of ideas and values within which decisions are taken and action, or inaction, is pursued by governments in relation to some issue or problem.” (Brooks, 1989, p. 16). Subsequently in the present scenario when the rate of urbanisation in the country is blooming at 31 percent, it is high time to pour a deep thought into mounting issues of urban transport specifically in the state of Bihar. In the present setting, there is no such policy which establishes a means by which state government sets out to achieve its objectives in support of urban transport policy at national level. If the present scenario is analysed in context of Bihar, the high urban growth rate in the state is out-pacing the available resources, provision and services. Since urbanization is flourishing broadly in an unplanned manner as a consequence it is posing a hindrance to plan, programme and implement transport in harmony with urban development.

Nevertheless it has been well

accepted that transpiration has the ability to integrate as well as isolate the societies. Peculiar characteristics of urban transport in Bihar Regulation and Institutional Mechanism 

No rules and guidelines at state level to address the issues



Ad hoc decisions mostly on personal thoughts and insights



Lack of institutional mechanism for proper monitoring



Lack of institutional arrangements to document learnings



No separate cadre to capitalize learnings



No defined bench mark of service being provided



No platform for citizens to give feedback

Prevailing Edgy situations 

Congested central areas of the cities



Poor quality of service from transport operators



Absence of public transport in real mean



High exposure to road accidents



Poor environmental standards



No separate lanes for Non- motorized vehicles (makes the traffic chaotic and dangerous for NMV users)



Non- automated traffic signals (depends on individual skills and instincts )



Non- availability of proper public transport system, the available tariffs make the facilities unaffordable to the urban poor community.



Low capacity of the existing road network, and its inefficient use.



Poor planning and control procedures for land use development, resulting in additional traffic congestion and safety hazards.



The low standards of road traffic awareness, vehicle maintenance, and driver behavior, which contribute to high accident rates, particularly among pedestrians and children.



The poor upkeep of vehicles which causes excessive vehicular emissions.



All types of traffic and every means of transport are competing each other rather aliened to each other .

For addressing the above mentioned urban transport issues, a well devised strategy is required which ultimately aims to formulate a broad framework of strategies that can enhance the effectiveness, efficiency and affordability of the urban transport in the state of Bihar, keeping improvement in the life of community at its core.

3.2 Issues to address

Urban Transport Policy in the state will primarily focus on achieving the following broad Objectives I.

Augmenting the mobility of people: enhancing the urban connectivity, enhancing the rural, inter-city and intra-city connectivity.

II.

Promoting use of Non- Motorised vehicles: endorsing the use of such vehicles by dedicating lanes and sub-roads in every part of the city.

III.

Making the existing road networks friendly for pedestrians.

IV.

Improving the capacity of existing road networks and its optimal use.

V.

Making the transport operations safe, efficient and economically viable.

VI.

Making cities more liveable: Safe, secure, affordable, and accessible, better quality of life, environment for all.

VII.

Promoting public transport and raising their service reliability.

Augmenting the mobility of people: mobility has always been intrinsic to human beings right from the period they are believed to be in existence, whatsoever be the reasons of mobility. In the present context of Bihar, if the status of transport if analysed generally, it is evident that whole of this system in the state is strongly dependent on ‘Juggad’, which connotes that things have never shaped up in a planned way in the state. This policy will aim to augment mobility of people in a manner which will complement the existing structures along with fresh inputs. The policy will help to interconnect personal mode of conveyance (in which the use of nonmotorised vehicles will be promoted) with public mode of conveyance. It will help in designing a model where public transportation is most reliable mode of travel. Apart from the above in almost all cities/towns of Bihar, the floating population is huge, where people commute from the rural areas daily for their livelihood, but this has not been broadly recognised in the existing system, the proposed policy, will aim to connect major population and economic centres adequately through public transport networks, which will play a critical role in ensuring that people and goods are able to move freely and easily through the country. The overall public transport connectivity network will be proposed to be connected not only to the urban towns and cities, but also to the densely populated rural areas. Such connectivity will ensure the market linkage of people and goods to the entire state and ultimately to the country. Promoting use of Non- Motorised vehicles: specifically in the context of Bihar it is noteworthy that it is one state of its kind where there are quite a number of places apart from the state capital Patna which fulfils the criteria of being called a city according to census definition, but on the other scales i.e. economy, infrastructure, quality of life etc. they do not fit in the definition of cities/ towns. As a result most of the people in these places are heavily dependent on non motorised vehicles, be it be bicycles , cycle rickshaws etc. as it is economically affordable for them and friendly for the traffic of cities/towns. But ironically, these have not been recognised in the existing transport system in the state. Where one can find a parking space (though not easily) for a motorised vehicle, it is almost impossible to find place to park or access a non motorised vehicle, since it has never managed to find a place in the existing scheme of things.

On the contrary they are considered as a hazard to the traffic. The state policy will aim to sponsor the use of non-motorised throughout the state, with dedicating lanes, by lanes, roads, parking and other such amenities for its promotion, given the fact that NMVs need safe and dedicated infrastructure. Making the existing road networks friendly for pedestrians: in the present settings in the state of Bihar footpaths for pedestrians have been constructed at various places, but when they are evaluated (only physically) it is apparent that almost all of them have been constructed only symbolically (as a mere fulfilment of formalities). Regrettably most of the footpaths in the cities/towns here are ill-maintained, encroached and have been constructed well above cities’ contour levels. As a consequence to these footpaths are never a preferred mode to commute for the pedestrians as well as this discourages people to walk even for shorter distances. Apart from these, provisions for safe road crossing for the pedestrians is almost invisible, this puts them at high risks and vulnerable to accidents. The proposed policy for the state will aim to make the road networks more pedestrian friendly, by making the footpaths well maintained and walkable. This will include, sterilising the footpaths from encroachments, plantation of trees around, to make the place cooler and environmental friendly, illumination of these places for making them usable at night construction of barricades to discourage any form of vehicular entry, proper time allotment and construction of foot over bridges, zebra crossing wherever need be, for safe crossing of roads. Improving the capacity of existing road networks and its optimal use: in last one decade, state has witnessed enormous growth in number of vehicles, but conversely, the road network in the state has not grown at the same pace making a huge gap in demand and supply, not only in the vehicular movements but it also has added to the parking woes. Vehicles parked on the roads meant for commutation is a very common sight in the state and authorities too are well aware of it, apart from this vendors hawkers and other such petty traders, use r oads as their business place which ultimately exhausts the road networks of its capacities and there is a heavy toll on traffic. The proposed policy will aim at providing alternatives to all such issues with proper rehabilitation, so that the commutation is hindrance free as well as smooth for vehicular as was pedestrian movements. The use of existing infrastructure will also be optimised by using through more effective traffic management techniques and emphasis will be laid on the rehabilitation and maintenance of the existing urban network.

Making the transport operations safe, efficient and economically viable: if we analyze the data shared in the table above (table no.) the number of accidents in the state has showed an alarming upward trend, which puts a big question mark on the existing system followed in transportation. We cannot ignore the fact that, increase in number of accidents is a direct/indirect manifestation of overseeing the existing rules and system at most of the time. The proposed policy will aim at larger dissemination and deliberation of rules, information and system among different stakeholders, using innovative and modern strategies. It will propose a mandatory participation of all the stakeholders in implementation of such strategies so that, citizens are made accountable in the case of lacuna or flaw in the process and which will ultimately promote inclusiveness. Making cities more livable: Safe, secure, affordable, and accessible, better quality of life, environment for all: remarkably, India is witnessing an increased pace of urbanisation and notably it is one of the fastest urbanizing countries in the world and the state of Bihar is also taking small steps towards it. Universally, cities are considered as propellants which fuels the national economy and fires the dreams of millions, be it a migrant worker from the rural areas or an IT professional. But, to make all these a reality, safe mobility of people is of great importance. The word safety, not only describes the physical safety of people but it also describes a place which is environment friendly, all the services are accessible to people. The proposed policy will aim to aim to setup a system, which imposes mandatory pollution control among the vehicles and make people accountable for being environmental friendly, some innovations can also be diffused in this, for e.g. how to minimise unnecessary honking of horns, plantation two saplings for every vehicle registered to name a few. Vehicle examination and driver licensing system will be tightened and private sector participation will be encouraged to improve effectiveness. At the same time provision for the protection of pedestrians and in particular the young and the elderly will also be addressed through provision of walk ways, road crossings and educational publicity campaigns. Promoting public transport and raising their service reliability: if a research is done for knowing the worst public transport system in the country, Bihar will undoubtedly be in the top five of the charts. It is one of the states in the country which has almost a defunct, non-reliable public transportation system, as consequence to this the growth in number of vehicles is augmenting in the state at a high velocity as people don’t have many other alternatives to address the issue which is people’s need. This policy will aim to promote a comprehensive public

transport system, which ensures a high reliability among the people at the same time it ensures availability at the conveyance of people. The policy will seek ways to encourage operators to service in low income areas as well, so that every class of the society has access to a reliable transportation system and at the same time they will contribute to the cities’ economy in a better way. In the present setup, there are multiple agencies/ departments which are engaged to manage the traffic and transportation of the province: 

Bihar Urban Development Agency



Municipal Bodies



District Administration



Road Construction Department



Traffic management cell (headed by Superintendent of Police)

As a corollary to this there is no single agency in whole of this process, which can be held accountable and this creates enough space to play the blame game for all the agencies involved. The proposed policy aims to create an institutional arrangement where all the above agencies involved in management of transportation, can be converged at one level. The present need for the issue to be addressed is, roles and responsibilities of all the involved agencies should be designed in a way where they complement each other (i.e. when the functioning of one agency terminates the functioning of other starts) and they ultimately are accountable to one single unit which will be adhered the core responsibility. This policy will aim to provide a set up approved institutionally where roles and responsibilities of all the agencies are clearly defined and they ultimately report to the bureau which has been assigned the core responsibilities. This will help in curbing down the ad-hocism to a great extent, which evidently visible in the present process. This policy will also aim at making the system citizen friendly and operationalize certain social accountability tools e.g. Citizen’s Charter, Public Grievance Redressal System and Proactive Disclosure of Information. Which will help the people to get in touch with the system wherever the need be. In the initial stage, efforts will be made to organize regular meetings at various levels (where participation of the end users is maximum) to identify priority issues (faced by people locally), through which charter of demands will be prepared and which will ultimately help in preparing citizen carter. This will help in bridging the gap between the ordinary citizens and service

providers, consequently it will also help in outlining the quantity and quality of services citizens can expect. All of these will be aimed at improving the accountability of the agencies involved in the process. The charter will not only empower end users with critical information, but also force the service providers to live up to their obligations towards the citizens. On the other end, Grievance Redressal System will outline the redressal process and the mechanisms that citizens will follow in the event of any complain regarding any service. 3.3 Issues not being addressed However, apart from the above the purposed policy will not be based on an Egalitarian concept, there are certain issues which may not be addressed in the policy and proposed scheme of things. 3.4

Study /survey to assess the peoples standpoint on urban transport

Objectives of the study I. II. III. IV. V. VI.

Exploring spaces for augmenting the mobility of people: Enhancing the urban connectivity, enhancing the rural, inter-city and intra-city connectivity. Deriving scope for Promotion of use of Non-Motorised vehicles and endorsing the use of such vehicles by dedicating lanes and sub-roads in every part of the city. Mapping the existing road networks friendly for pedestrians. Capturing the refection about the transport operations safe, efficient and economically viable. Mapping of cities as livable: Safe, secure, affordable, and accessible, better quality of life, environment for all.

Cities selected: Patna Biharsharif Chapra Muzzafferpur

Population approx 20 Lacs Population 4.5 Lacs Population 4 Lacs Approx 6 lacs

Considerations: Conditions related with Idle sample size could not be met however the idea was to have a glimpse about what people think about traffic and transportation. Altogether 150 respondents were from Patna, and 50 from other cities. Further we tried to rationalize the representation of various categories of traffic and transport in the survey. Around 300 people were interviewed using a semi structured questionnaire to understand people’s perspective in the city in context to traffic transportation, related issues and need of a policy. The

respondents comprised of people belonging to different categories which together contribute to the city as well as to the city’s economy in one way or the other. Broadly the respondents can be categorized into; office goers, business owners, student groups, petty traders etc. The survey was conducted during different durations of the day so that people could connect and relate directly to what they face on daily basis. The facts which came out evidently have been summarized below with the help of graphs and tables. If we try to categorize and summarize the findings, it seems quite obvious (based on the responses), no matter what type of vehicle is being used by a commuter, all agree to the fact that state must have policy which specifically addresses the issues related to traffic faced by people on daily basis. One of the findings which need to be highlighted is that irrespective of vehicle which a person owns, most of them are ready to use bicycle if a dedicated lane and proper parking facilities are provided for it. Notably, maximum number of people who are dependent on public transport system due to lack of option (financially, physically and geographically) available to them were keen to use bicycle both for short as well as long distances, this at the same time proved the chaotic state of public transport system in the city which is being faced by the commuters. During the research people shared that the factors which make the existing public transport system poorer are manifold, viz. no regulation for defining fare, route, parking places, accountability etc. Similarly many were keen to use cycle rickshaws for commutation if regularized, systematic arrangements are available, in the present scheme of things there is no defined place or location where people can have an easy access to cycle rickshaws.

From the figure it is evident that 91 percent of the respondents were unsatisfied with the existing traffic system, which at the same time justifies the need of a transport policy for the state.

If dedicated lanes and parking facilities for bicycle is available would opt for cycling Yes 92.3 7.7 Bicycle

NO

66.8 33.2

40 60

Motor Bike

Cars

70

30

Others

Satisfaction with the existing traffic system This issue was further analyzed to understand the how the dissatisfaction varies with the type of vehicle people own. The graph clearly shows none of the respondents who commuted on bicycles were satisfied with the existing traffic system and satisfaction level across different vehicle owners were also negligible (below 10 percent in all the cases).

9% Satisifed 91%

Not Satisfied

Veichle owned and satisfaction with the exsting traffic system

When the respondents were given an option to choose a mode of commutation in the existing scenario 83 percent of the people opted to travel using their own mode of commutation, this at the same time proves the failed state of public transportation system in the state.

100 80 60 40 20 0

Satisifed Not Satisfied

any other 11%

At the same to search for alternatives, the respondents were asked whether use of bicycles can be one of the alternatives for resolving the issues of traffic if dedicated lanes and facilities for parking is made available to them. Bicycle users agreed that they would use their bicycles even for longer distances, and 66.8 percent, 40 percent and 70 percent of the motor bike, car and other vehicle users agreed to use the bicycle when improved facilities are available to them.

The responses were also encouraging when other non- motorized transport (cycle rickshaw) usage was proposed to the commuters. Notably cycle rickshaw proved to be a popular mode of transport among most of the people irrespective of the vehicles they owned.

govenrme nt veichles 1%

Bicycl e 0

Moto r Bike 1.7

Cars 6.6

Other s 8

100

98.3

93.4

92

In the present scenario, which mode of travel you would opt for if given a choice

Public 5%

Own 83%

If organised cycle rickshaw stands are availble in each colony will you be using it 100 80 60 40 20 0 Bicycle Yes

64.5

Motor Bike 80.2

NO

35.5

19.8

Cars

Others

83.5

74.4

16.5

25.6

To assess the pedestrian friendliness of the city’s road networks some pedestrians were also interviewed the findings have been summarized in the form of tables below:Do you feel safe while walking on road?

Response

Percentage

Safe

6.2

Completely unSafe

80

Unsafe

10.8

Safety is not an issue

3

Do you feel safe while crossing the road?

Response

Percentage

Safe

6.5

Life threatening

27

Unsafe

58.5

Safety is not an issue

9

Opinion on existing amenities for the pedestrians

Response

Percentage

Satisfactory

6.4

Unsatisfactory

55.6

Poor

38

Are footpaths on the road good for pedestrians?

Response

Percentage

Safe

9.5

Unsafe

87

Not an issue

3.5

From the data mentioned above an inference can be easily drawn that at present there are not even basic amenities are available in the city to make it sociable for the use of pedestrians, as a consequence to this people are bound to use some sort of transpiration system even for the distances which are easily walk able. In the survey many other aspects also emerged as sub findings of the research for example, many respondents who comprised of businessmen shared their business are badly affected at the peak hours of traffic as costumers do get easy parking our easy way through their establishments and at the same time the consumers also accepted that, there have been many instances when they had go back without fulfilling their purpose of commixing to market because of chaotic traffic and lack of parking space. To conclude, it has well been ascertained by primary and secondary data that not only a particular class or section of society is affected by the bad transport system, but each and every categories are affected equally and a transport policy which focuses on inclusiveness is need of the hour.

3.5

A summary of Interview of key people and what they think about the NUTP/ SUTP

(Note: - Though interview was unstructured but effort has done to compile the view points on common issues to make our purpose of interview more objective)

Issues 1

2

3

Are you satisfied with present scenario of T&T Do you need to have separate Department of T&T within state Is there any charter for Traffic manageme nt

No

Pr Sec Transport Dept No

Minister Transport Dept No

Municipal District Commissione Magistrate, r, PMC Patna Not so good The best can but not so be done is bad being done

Not very clear about it

This is beyond my jurisdiction

Beyond Jurisdiction but if it is then good

Yes

Another confusion

Its decision to be taken by state

No

Thinking in this way

We must have ,let’s see what other states are doing

No

No, but we should have

We prepare guidelines time to time as per requirement

Sec UDD

Traffic SP We are doing our best in given situation

4

Any cell / resource centre within state to capitalize learning and influence policies. Any information about orientation of your staff at some bigger cities or resource centers Need to have transport policy for state

No

No

No

No

No

One No staff was informatio sent to n about it IUT a year back

No

Never, we are ignored institution

No

No

Should explore such issue

We should discuss about it

There are several policies which are of no use and this would happen again

Essentially we should have

Essentially we should have however when ever require we make for our purpose

How city traffic plans are being made currently

Ad hoc & erratic vary from official to official

It is made at city level not state level

Better go and ask from City traffic cell

Made by traffic SP under leadership of District Magistrate

We all concerned responsible authorities sit together and decide about decision

8

Need to engage business communitie s in traffic planning

Yes

Never thought in this way

Yes

Yes we do the same time to time

Yes we hear them and invite in our meeting

9

Should smaller cities should have popular transport

Yes

Yes

Urban Dev Dept is working on it

Let’s big city be the role model

Yes it should be all across

Yes , many state already have / not aware about parking policy being prepared by any agency in state We have list of category representati on whom we discuss/ however no public consultation organized to obtain their opinion Yes , they make representati on either by application or representati on It is more relevant in bigger cities

7

5

6

No

1 0

system Agree on to have policy for pedestrians

Yes

Yes

Yes but most of roads are narrow

Yes but encroachme nt is big issue which is dealt by local thana Yes

Yes but people are generally resistant

Yes , It is essential for smooth functioning of city

Yes , we should work on this issue with municipal corporation

Yes , some exercise is being done by state/ not fully aware about it Yes, we have lot of examples within metro city.

1 1

Agree on to have parking policy

Departm This not in Yes ent is our domain preparin g

1 2

Any opportunity to engage PPP approach in parking infrastructu res Vision to institutional ize rickshaw pullar Policy of foot over/ road crossing

Let’s have policy first

Yes but do we have capacity to manage it

It is urban domain

This area can be looked into however basic preparation is required from UDD

Never been discussed earlier , but good

No

No

Not in our jurisdiction

Its in Corporation domain

It is a good idea

No

No

Agencies preparing RFP for DPR preparatio n should abide with it

PMC is running lack of space since long UDD should take lead in it

UDD should take lead for it

1 5

Steps to control stray animals

Local initiative is required

1 6

Why accident graph is rising

It is responsi bility of Traffic Dept Lack of awarene ss among commut er

One such structure District have made considering the urgency but UDD should take lead We carry out special drive to control it time to time

1 3

1 4

Local authority are there to regulate it Corporatio We can n is defunct look for better infrastruct ure planner

We carry out special drive to control it with help from District Lack of awareness among commuters

Lack of proper city planning

It’s a serious issue but local thana should take lead Poor city planning and lack of civic awareness

Interestingly except Secretary UDD none other could respond on NUTP. He shared the draft which has been sent to GOI as review of NUTP which is as follows: The Central Government has formulated a National Urban Transport Policy (NUTP) in April, 2006 which envisages safe, affordable, quick, comfortable, reliable and sustainable urban transport systems, establishment of quality focused multimodal public transport systems that are well integrated, providing seamless travel across modes, land use transport integration, introducing intelligent transport systems for traffic management etc. Following the same the policy frame work provides for general guidelines for financial support. However, central assistance to States/UTs for urban transport is provided under the various schemes of the Ministry in selected cities of selected states. List of beneficiary cities are so long to cater through limited schemes. Most of the cases schemes are for bigger cities . Unfortunately chunk of small and medium town cities have no “role model” to follow and address their own issues. There are very few professionals in states who can be engaged institutionally for capacity building of the cities .The NUTP should categorically address the issues of various types of cities separately. Further policy intervention is also required in field of urban transport which has to be initated as follows: 1.

2. 3. 4. 5. 6. 7. 8.

9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Accountability in terms of Urban Transport should be defined institutionally. For this a new department of urban transport to be set up in the Ministry of Urban Development at Government of India level and in UDD and ULBs should designate a full time Secretary as in charge to address such issues. States are politically, economically and geographically different from other so ensuring availability of applicable resources within state , NUTP must address all these in its policy framework. Subject “Urban Transport” to be provided in the concurrent list (List III of Schedule VII) of the Constitution of India; There can be various modes and design for promoting walking and cycling being practiced by various cities; state requires orientations of such issues. Also it is expected that model policy for pedestrian and policy for parking etc should also be the part of NUTP. Emerging cities of Bihar are facing poor air quality and causing health detriment so, schemes should not only for bigger projects like BRTS, Mono rail, Metro but for popularizing auto rickshaw should also be taken care off. NUTP should also address setting up of Commission for Urban Road Transport Safety to cover safety certification and audit of road vehicles and road infrastructure in urban areas; Setting up and institutionalizing MPC/DPC as mentioned in the 74th constitutional amendment for inter-sect oral coordination and setting up Unified Metropolitan Transport Authority in all million plus cities under the MPC/DPC duly supported by Transport Cell manned by trained Urban Transport professionals Provisions for Tax exemptions to be provided for public transport, to make provision of quality and making public transport cost effective. Define and design a Dedicated Urban Transport Fund at National, State level and city level; With a view to promote indigenization and development of low cost technologies, pilot projects ie public bicycle scheme, improvement of para-transit etc should be taken care off considering local factors. Centre should extend opportunities in form of small research based schemes to capitalize learning both at state level and at city level. Existing schemes of Urban Transport Planning should also address capacity building in urban transport and for that additional allocation of fund should be made compulsory. Empowerment program me should be designed for Cities to them capable in terms of identifying the needs and mechanism to address them. Provision for creation of separate non motorized cell should be designed in each ULBs; Promoting pedestrianisation, cycle facilities etc through central schemes. Under NUTP some courses should be designed and curriculum should be developed for traffic management. Under NUTP a resource centre should be establish in states to collect data related with accidents and causalities. A concept of safety audit need to be popularize within states. Various tools are also required developed in this regards. Financial conditions of ULBs are very pathetic 2lac + cities in the state seriously require infrastructure support for city bus services. Even basic amenities should also necessarily require to be part of budget related with city bus services.

CHAPTER 4

5.1 Content of State Urban Transport Policy

A. Identifying the responsible agencies engaged in traffic management B. Clear accountability mapping of all related agencies C. Defining the institutional set up at state level The set up to create an umbrella of various agencies engaged in traffic management (Committed for planning, design, construction, operation, maintenance, management and development of all forms of urban transport in an economically efficient, equitable and sustainable manner.)

D. The charter of entitlements i.

Provision for pedestrian traffic / footpath users

ii.

Provision for NMV

iii.

Mandate for street width

iv.

Land use and sect oral segregations

v.

guiding principles for bus stops, rickshaw stands and Bicycle stands

vi.

Regulation regarding environmental issues

vii.

Road safety standards and First aid facilities

viii.

Roadside amenities

ix.

Defining priorities regarding Mass Transport, Intermediate transport system , personalized motor transport and NMV including bicycle users.

E. Benchmark for infrastructures and services within preview of traffic i.

Level of services provided by various means of transport

ii.

Classification of urban roads, express ways , freeways and respective guidelines

iii.

Population and availability of infrastructure/zone wise/ location wise

iv.

City business opportunities and support mechanism

v.

Parking infrastructure and management

vi.

Building byelaws and traffic

vii.

Road aesthetic principles

viii.

Strategies for intersections

F. Pro active disclosure rules G. Restructuring Institutional log frame H. Grievance redressal mechanism I.

Stakeholder identification and their engagement in planning

J. Participatory planning structures, rules methodologies K. Training policies L. Cadre divisions M. Development of Awareness tools and dissemination policies N. Engagement of PPP in traffic and transportation in achieving the benchmark O. Establishment of R&D and sustainable urban transport P. Engagement of civil society Q. Enforcement of penal provisions

5.2 Key issues for the policy

A. Traffic related information and data base B. Traffic management skills C. Road safety and standard D. Sustainable urban transport E. Promotion and protection of NMV F. Popularize eco friendly means and footpath conditions G. Gradual economic growth of cities H. Spaces for innovations and related opportunities

5.3 Stakeholders in drafting the policy

A. Department of Urban Development B. Department of Transport C. State pollution control board D. District Administration E. Town and Country planning Department

F. Bihar urban infrastructure Development Corporation G. Traffic operators associations H. Municipal Corporation I.

State transport corporation

J. District traffic administration K. Street vendors L. Civil society working on similar issues. M. Rtd officials who have long experiences in dealing with traffic N. City business group O. Local technical institutions P. Local architect planner Q. District fire offices

5.4 Key processes that should be mentioned in the SUTP

Creating a platform to engage various stakeholders and to respond them and also derive mechanism for collecting their view point objectively.

5.5 Process adopted for drafting and finalizing the SUTP

A. Visioning exercise in terms of traffic and related challenges B. Review of past orders and circulars and gap identification C. Review of existing and previous legislations related with traffic D. Vetting of content of policy through participatory methodology E. Planning in terms of quality, design , coverage for traffic infrastructure through FGD with 9allied stakeholder F. Engaging political parties to incorporate such issues in their manifeastos G. Consultations with departments functioning at district level separately H. State level consultation to incorporate the mandate coming out from various stakeholders and district agencies. I.

Public opinions through surveys, newspapers and also through active media .

J. Engaging youth and other research institution working on similar issues at state level

5.6 Mechanisms to enforce the policy

A. Flexible and inclusive policy B. Frequent interface between policy makers and implementers working at city level C. Thorough tracking and documentation of learnings D. Linking the system with e governance E. Popularize the citizen’s Charter F. Budgeting exercise in conformity with policy G. Defining the lead role for implementation of policy

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