PMPML: A POOR JOKE

P.S.: ‘Assal Puneri’ lokanno, krupya hi blog tumcha swatacha jokhmivar vaacha. Hi blog tumcha ghav varti mith sodu shakto XD.

 

Translating that, Die-hard Punekars, please read this blog at your own risk. This post may rub salt on your wounds! This is because I’m going to bash our very own PMPML (Pune Mahanagar Parivahan Mahamandal Ltd.) which even you will surely admit is a joke, but brace yourselves!

 

 Every traveller in Pune. Reminded me of the times I travelled. (PC: The Golden Sparrow)

I remember my first tryst with PMPML (Then Pune Municipal Transport) when I used to travel with my father to Pulgate. We used to catch a bus from Vaibhav Talkies, Hadapsar and travel upto the Pulgate bus stand. That was in the early 2000s when you had the decently maintained old buses of the ‘MH12R’ and ‘MH12AR’ series plying on the streets. Apparently, this fact also has a sacred connotation with BEST’s ‘MH01L’ and ‘MH01LA’ series which came in later. However, the latter lived up to its connotations to a large extent barring the battered King Longs while these buses were converted to depot service vehicles. This brought out a feeling of gloom for me and still saddens me till today.

Let me now tell you a story.

Once upon a time in 2007, I had a very good impression on PMT buses because of the BEST-like facades and the engine growl. I had travelled to and from Bengaluru in a KSRTC Airavat in November 2006 which increased my affection for the Swedish brand, such that I used to boast with my classmates that I travelled in a Volvo! I was all the more happy when I realised that PMT was going to get more buses into its fleet which included ten Volvo B7R low floors! Along with this attractive package were BEST-MUTP styled and normal Tata low floor buses and Tata low-floor CBUs (Completely Built Units).

Pune was also the first city in India to experiment with the BRT system. The BRT (Bus Rapid Transit) system includes allotting separate lanes only for buses. It is also necessary to utilize and optimize space effectively for ridding any hindrance in traffic. Usually, a conventional BRT system looks like this:

 

          Shivranjani Station, Ahmedabad BRTS System (PC: Hindu Business Line)

However, Pune Municipal Corporation had a huge adrenaline rush and was fantasizing on getting world recognition for this project (As if Pune’s proximity to Mumbai or Misal Pav was not enough). They went on to build the BRT lane somewhat like this:

 Swargate BRT Corridor, still used more by private vehicles and State Transport buses. (PC: betasector.blogspot.in)

Unconventional, isn’t it?

And this was it. Soon after the PMT-PCMT merger into PMPMLand formal commencement of operations, they started plying all the Volvos and half of the low floors in these lanes. The results were...... read on to find out!

I started using buses full-fledgedly as I started going for tuition classes in Salunke Vihar around 2010 and later around towards Camp in 2013. These years were enough to scar me for life. Enough said. Fortunately, I shifted to a scooter in November 2013 like any other resident of Pune.

Here are a few examples to cite my dissatisfaction:

1.A feature on 99% PMPML buses. Will prevent anyone else from sitting on your seat on being viewed:

2.Very useful if you want a whiff of fresh air mixed with putrid odours and pollutants:

https://www.youtube.com/watch?v=37aD4_x7opw

3.Lack of technical knowledge:

1.https://www.youtube.com/watch?v=opXugU3CYHI

(Missing horn pad and damage being done to the clutch plate got me to tears. My sincere sympathies with ACGL Goa who procured these units.)

2.https://www.youtube.com/watch?v=KOs6-kQrCKs

(Many drivers do this. They prompt the accelerator with such objects and keep the brake pressed for stopping. This damages the engine, the braking system and also poses a huge risk to passengers' safety.)

4.The public transport system of a city is a reflection of its culture and the people:

          (Don't feel like mentioning the route or make by the looks of it. PC: Wikipedia)

             (Market Yard Depot: Home to battered metal carcasses. PC: Wikipedia)

                                                (NAUSEATING! PC: Team BHP) 
 

5. Finally, The much anticipated Volvos: 

                                                     (PC: Biswajit Baruah)

(Any bus fanner would get conjunctivitis on seeing this. PC: The Golden Sparrow)

6. Scams, Anyone?

1.https://cyberjournal24.in/2015/09/27/punes-pmpml-officials-sold-brand-new-buses-purchased-under-jnnurm-to-third-parties/

2.https://www.youtube.com/watch?v=rMpZZ4-xiwo

Let me also cite a few videos which have highlighted the plight:

1.https://www.youtube.com/watch?v=RqXEy1VEeE0

2.https://www.youtube.com/watch?v=oi8WYG9nVQ0

3.https://www.youtube.com/watch?v=SfqVpc-OSPY 

4.https://www.youtube.com/watch?v=LHIEku6ntfQ

Apparently, the uploader of the third video was idiotic enough to go in this lane and shoot a video. He proved himself to be a true-blue indifferent Punekar.

BRT Lanes are also open to emergency vehicles. The fact that the ambulance in the fourth video was blocked just points out to the mutual callousness in Pune's system.

Looking from a positive angle, PMPML has actually facilitated excellent business for the Regional Transport Offices of Pune Main (MH12), Pimpri-Chinchwad (MH14) and their rural counterpart of Baramati (MH42)!

 

Later, there were buses bought for the BRT lanes. The previous lot has already been battered without any use of their BRT doors and the newer lot, although being used are in the process of being battered.

                                      BRT Lane in Pimpri-Chinchwad (PC: DNA)

After many years, a sincere effort was put out to improve the situation and thus 'Indradhanush' BRT was born. https://www.youtube.com/watch?v=gpNH13VeAKY

The Aundh-Chinchwad lane however has gathered favourable response especially after the proper planning which went into developing this lane. This was one sensible step which goes on to prove why people of Pimpri Chinchwad are actually serious and instrumental in getting things implemented as compared to the indifferent and lazy people of Pune.

Another line is being readied from Sangamwadi to Kharadi. Hopefully the line works out as well as the previous one. However, there will always be some issue:

1.https://www.youtube.com/watch?v=k-sZLKEDtpI

2.https://www.youtube.com/watch?v=xPriZ8tQtcA

3.https://www.youtube.com/watch?v=gpNH13VeAKY

Moral: Never make decisions in haste and repent later.

While PMPML and PMC's efforts are worth recognition, I, as any other resident of Pune will still stick to the advantage and comfort of a private vehicle and save myself from the laughs and taunts which Bangaloreans and Hyderabadis shower on us - all for this near defunct body.

Pune, it's a Poor Joke, and the Punekar attitude is NOT good for PMPML's existence.

- Shoubhik Ghosh

Disclaimer: Views expressed are the author's own.

URBAN TRANSPORT CORPORATIONS: EASING INDIA'S MOBILITY BURDEN

The management of State Transport Undertakings in India is different for each. The Telugu speaking states have their city operations under their respective state transport corporations. Gujarat and Maharashtra have their city services under municipal bodies for major cities. Although, a few manage their undertakings properly, many places like Pune (PMPML) and Mira-Bhayandar (MBMT) in Thane’s MMRDA region cannot manage to do so. Likewise, in states like Andhra Pradesh (APSRTC), Goa (Kadamba) and Karnataka (NE/NWKRTC and most areas of KSRTC), the municipal transport runs under the state transport organisation. Although, these states can manage proper maintenance in spite of a lot of load on fleet traffic, states like Uttar Pradesh and Bihar have miserably failed to do so. No matter how successful a state is in controlling and maintaining all their buses, it is a difficult affair for any corporation to manage their long distance and city buses in one go. The easiest and immediate solution to this is probably the formation of an Urban Transport Corporation.

An Urban Transport Corporation is nothing but a state transport unit, which runs buses in urban areas for transportation. The first URTC was formed in Kerala under the acronym KURTC (Kerala Urban Road Transport Corporation) in November 2014. Assam also followed suit.

       KURTC Volvo (Then under KSRTC) on a Kochi City-Airport route (PC: Wikipedia)

Kerala and Assam have quite a few similarities in their State Transport units, the most striking detail being the allocation of a different RTO for each of their undertakings. The allocation of different URTCs for these states is nothing new.

Kerala has around 900 low floor buses under KURTC. The corporation has seven divisions out of which the major ones are Ernakulam and Thiruvananthapuram. Assam State Urban Transport Corporation (ASUTC) which was launched in March 2015 runs around 600 buses in the Kamrup Metropolitan district which is headquartered by Guwahati. Also, the formation of a different corporation was a much needed and convenient move for easing the burden of their parent organisations. Since both the organisations are new, nothing can be said about them as of except for the fact that KURTC has been functioning decently in spite of limited routes.

An ASUTC Minibus being dispatched on an unknown route in Guwahati. (PC: Biswajit Baruah, reputed bus blogger)

An ASUTC AC Midibus doing another unknown route in Guwahati. (PC: Biswajit Baruah, reputed bus blogger)

The advantage of a different URTC is justifiable. First, it presses the organisation to buy more buses for easing public transport in urban and mofussil areas. Secondly, the State Transport Corporations have a lot of long distance route traffic to handle with different classes and multiple routes which is why there may be less focus on the urban transport segment if there is no proper experience in handling. This lessens the burden of SRTCs and ensures better handling.

Disadvantages may range from lack of mutual cooperation to financing. No SRTC will be willing to give their buses on lease to a URTC under any circumstance and jeapordise their operations. Also, independent financing from the government may be an issue if losses are prevalent. Financing is a huge advantage for a united SRTC. A URTC also may be shut down under any circumstances but an SRTC cannot unless it is necessary.

Also, URTCs are run on state level. Corporations like Bengaluru Metropolitan Transport Corporation (BMTC), Delhi Transport Corporation (DTC) and Lucknow Mahanagar Parivahan Seva (LMPS) are not URTCs. This is because BMTC operate their buses only in Bengaluru Nagara and Rural districts as well as Ramanagara, DTC also operates interstate and long distance services in and around the NCR. LMPS is just a fancy name given to UPSRTC’s Lucknow City Depot.

Nevertheless, URTCs have come up with a positive start and good response and hopefully the practice of URTC formations will be a national trend.

-Shoubhik Ghosh

MSRTC: YET TO RISK THE ‘SHIVNERI’

                                               MSRTC Logo. (PC: Imbalance Colors)

My first article will be on the State Transport Unit of the region where I reside - Maharashtra State Road Transport Corporation (MSRTC), an undertaking with a lot of hidden potential in it which has unfortunately not been brought out.

Bus transport in Maharashtra has always been a contributing factor for making the western micro-nation what it is today. Maharashtra has one provision which many other states like Madhya Pradesh lack: A decent state transport unit which runs 16500 buses carrying 7 million passengers on 18700 routes daily. Government transport undertakings have got more favour over private players in today’s time because of the safety and connectivity factor and this is what makes the wheel-and-arrow logo stamped ’Lal-dabba’ (red tin box) fleet loved by every Maharashtrian around the globe. Being a non-Maharashtrian, MSRTC has also earned my respect. 

An MSRTC Parivartan of Khed Depot in Ratnagiri distt. doing Khed-Borivali (Mumbai) rounds at Borivali. Such buses are lovingly called 'Lal-Dabba' (PC: Kunal Jadhav)

Even though MSRTC has excellent rural connectivity, it still lags much behind in the premium travel sector when compared to South Indian states like Karnataka or the Telugu heartland. The main reason is the shoddy resource allocation which is done by the body. The Mumbai-Pune route has excellent bus connectivity, where you have an air-conditioned bus under the ‘Shivneri’ brand leaving every thirty minutes from either city. However, people still have to use the red tin boxes (or white, if the passenger needs more comfort) for other major routes. The state which parents India’s biggest city also has the unfavourable tag of having a superficially successful transport organisation. This has resulted in a lot of inconvenience for commuters and office holders.

An MSRTC Shivneri of Parel Depot in Mumbai doing Mumbai-Pune rounds ready to move from Dadar bus-bay. Every bus has a frequency of 30 minutes. (PC: Kunal Jadhav)

 Let us take two scenarios in the Silicon Triangle. Karnataka State Road Transport Corporation (KSRTC) is considered to be the best transport system of India and continues to live by it. The organisation plies five air conditioned multi-axle buses under the brand ‘Airavat’ everyday from Bengaluru to Pune at a fare of around Rs. 1100 for one way. Telangana’s State Transport undertaking (TSRTC) also runs three services everyday for Rs. 1200 of the same specifications under the brand name ‘Garuda Plus’. However, Pune does not have any such premium service as all the compatible buses are deployed on Mumbai-Pune rounds, although one was proposed around Rs. 2000 for one way which was later scrapped. There is an MSRTC semi-luxury bus which runs between Bengaluru and Pune but this chassis built bus is only fit for intra state travel. What more, the fare comes up to around Rs. 1500 for a 24 hour journey as compared to the Airavat’s duration of fourteen hours and its fare. There is one bus per day which worsens matters. The same scenario exists on the Hyderabad route also. Lack of knowledge in all fields has led to the premium bus sector disintegrate in MSRTC with exorbitant fares and pathetic management. 

              Current Shivneri routes and pricing (Credits: MSRTC Official Website)

The organisation has procured multi-axle buses under the ‘Ashwamedh’ brand which have been deployed on the same old route again! However, the organisation has also come up with a plan of procuring buses by buying some and outsourcing some from private operators. These will run under the name ‘Shiv Shahi’ whose fares will be slated below the conventional ‘Shivneri’ and higher than the semi-luxury tin boxes. For now these buses have been assigned for trial in the Vidarbha and Marathwada regions. However, there is a possibility that these vehicles will again get the same old route, which they will tread all their lives till they rust and conk, just like the old King Longs and Ceritas. 

        MSRTC Shiv Shahi Buses (PC: Shri Devendra Fadnavis, MH CM; 

        Twitter: @Dev_Fadnavis)

Some good focus on this segment has come especially with District Headquarters getting connected to the two major cities on a daily basis and the commencement of interstate AC bus service between Bengaluru from Kolhapur and Mumbai to Hyderabad signify things are changing for the good after the government has changed, although slowly. However as trekkers have to prepare themselves to climb  the  Shivneri fort’s chain route, MSRTC has to gear itself for testing times which KSRTC and TSRTC have gone through and emerged victoriously especially with the Shivneris they possess.

P.S.: With Mumbai, I also meant buses going towards Thane. Also, Please comment for any views and corrections. Thanks!

- Shoubhik Ghosh