59
Parking Policy for Shimla City
2019
Shimla Municipal Corporation
CONTENT
1 Introduction to Shimla 1-2
2 Parking Scenario in Shimla City 3-14
3 Need for Parking Policy 15-16
4 Strategic Intent 16
5 Principles of Parking Policy 16-17
6 Objective of the Parking Policy 17-18
7 Parking Policy Directives 19-33
8 Parking Technologies – Smart Parking 34-36
9 Parking policy for Government Hospitals 37-40
10 Parking near Schools along Circular Road 41-50
11 Governance framework for management and
enforcement of parking
51-53
12 Other issues to be addressed 54
13 Citizens’ cooperation and participation 55
ABBREVATIONS
SMC - Shimla Municipal Corporation
DCR - Development Control Regulations
UTTIPEC - Unified Traffic and Transportation Infrastructure Planning and
Engineering Centre
NMV - Non-Motorised Vehicles
VGF - Viable Gap Funding
RWA -Residential Welfare Association
IPTS - Integrated Public Transport System
PBS - Public Bicycle Sharing system
PGI - Parking Guidance and Information
HPIDB - Himachal Pradesh Infrastructure Development Board
CBO - Community Based Organization
IGMC - Indira Gandhi Medical College
KNH - Kamla Nehru Hospital
DDU - Deen Dayal Upadhyay Hospital
PMW - Parking Management Wing
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Short title, extent, commencement, exemption and applicability:-
(i) This policy may be called the “Parking Policy for Shimla City 2019”.
(ii) This shall come into force on the date of publication of this notification in the
official Gazette.
(iii) This shall, save as expressly provided otherwise, apply to and in relation to
all public parking spaces within the Shimla Municipal Corporation Area.
(iv) These rules shall also be applicable in respect of parking places for the use of
general public such as Market Places, Hospitals, Malls, City Centre,
Secretariat, Office Complexes, locality parkings etc.
1. Introduction to Shimla
1.1 Shimla is the capital City of Himachal Pradesh. Earlier, it was Summer Capital
of India during the British Rule in the Country. Shimla has rich heritage
buildings dating back to colonial era. The Mall Road & Ridge are one of the best
examples of “pedestrian only” area in India. Apart from this, Kalka–Shimla
Railway line, a UNESCO World Heritage Site, is also a major tourist attraction.
The location of the city at an altitude of 2,400m above sea level provides a cool
Alpine experience to visitors. Shimla contributes the highest to the State’s GDP.
Often referred to as “Queen of Hills”, Shimla is known for its urban forests.
Area under forest & green belts is approx. 25% of the city area, which
contributes to rich environmental value of Shimla by absorbing storm water
and improving air and water quality. These evergreen forests are an integral
part of the fabric of Shimla, bringing “nature” into the urban landscape & are
also a major tourist attraction.
With 93% literacy rate, Shimla is known for imparting quality education.
Employment in the city is largely driven by organized and unorganized
Tourism industry. Being the State Administrative hub, the city has a large
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service sector. The city serves as a hub for trading of temperate fruits and off
seasonal vegetables. Shimla Municipal Corporation (SMC) jurisdiction extends
up to an area of 32 sq. km. within 34 yards and stretching across a population
of 1.64 lakhs as per 2011 census.
1.2 Shimla has witnessed unprecedented urbanization in recent times. The urban
sprawl has extended and is continuing to spill over into the fringe areas.
Although, various measures are being implemented by the city authorities to
improve basic infrastructure, however chaotic traffic scenario remains a major
area of concern. Despite substantial efforts, city is facing difficulty in coping
with increase of private vehicles alongwith improving personal mobility and
freight movement. Due to limited road width and scope of road widening,
together with increase in number of private vehicles, traffic congestion and
delays have become a common phenomenon. The situation becomes more
acute during peak hours. Growth and development of commercial activities
along both sides of the road and on-street parking of private vehicles by
resident users, has further aggravated the situation. On the other hand, the
pedestrians have become more vulnerable due to lack of proper pedestrian
facilities.
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2 Parking Scenario in Shimla City
2.1 Parking Supply:-
Presently, the following parking spaces are available across the Municipal
Area :
S.
No.
Description No. of
Locations
Capacity
(Approx.)
1 Road side parking in MC link roads 27 Nos 438 Nos
2 Multi Storey Parking 14 Nos 1169 Nos
3 Parking under PPP Mode
Actual Parking (i) Sanjauli -370 Nos (400 Nos)
(ii) Chhotta Shimla-250 Nos (350 Nos)
(iii) Lift Complex-591 Nos (700 Nos)
3 Nos 1211 Nos
4 Parking on circular road
(NOC granted by Govt. on dated
13.03.2015)
11 Nos 992 Nos
5 Parking identified on MC link roads
(within 34 wards)
121 Nos 3154 Nos
6 Road side Parking identified on PWD
Roads except circular Road
16 Nos 1763 Nos
7 Road Side Parking identified on NHAI
Roads
6 Nos 2656 Nos
8 Road Side Parking identified on NHAI
roads for heavy vehicles
2 Nos 150 Nos
Total 200 Nos 11533 Nos
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Also 33 Nos Hotels along the circular road are having their own parking facility
whereas 25 Nos Hotel along circular road are not having such facility.
2.2 Parking Demand:-
Parking linesup on most of the corridors, creating congestion, chaos and
pollution. This negatively impacts the mobility and livability in the city and
saturates the central area. Double lined parking along the streets is a common
site with clogged up unorganized parking at intersections and main bus
stoppages, institutions etc. Shimla City has designated on-street parking
facility for 11533 vehicles whereas the parking demand reaches to about
15000 vehicles. This leads to encroachment of access paths, traffic disruption
and an unsafe walking environment.
While on-street parking is fully occupied, the off-street parking is generally
underused, except during the period of high inflow of tourists during
weekends/peak season. However, at most times of the day, these are
unoccupied. The parking demand in the central area of the city is for a short
stay. The worse impacted area due to higher parking demand are primarily
along the circular road.
These issues of parking management have caused a huge impact on the city’s
quality of lifestyle. The ever-increasing traffic congestion and resultant air
pollution, road accidents due to ignorance and inconvenience caused to
commuters, and constant noise pollution has made the city’s environment
stressful.
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The following rates as approved by M.C. Shimla are being charged in the
commercial/non-commercial areas.
• Commercial Areas
Hours Small Car (Rs.) Large Car (Rs.) Two wheeler (Rs.)
0-2 15/- 20/- 5/-
0-4 30/- 40/- 10/-
0-6 50/- 60/- 20/-
0-12 100/- 120/- 40/-
0-24 170/- 200/- 80/-
Monthly 2000/- 2500/- 750/-
• Non-commercial Areas
Hours Small Car (Rs.) Large Car (Rs.) Two wheeler (Rs.)
0-2 10/- 15/- 5/-
0-4 15/- 20/- 5/-
0-6 20/- 25/- 10/-
0-12 25/- 30/- 15/-
0-24 30/- 35/- 20/-
Monthly 600/- 800/- 300/-
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2.3 Also Municipal Corporation has carried extensive field survey and identified
the parking slots/locations of commercial/non-commercial parking as
detailed below:-
2.3.1 Road Side Parking in MC Link Roads:-
Sr.
No.
Description Ward
No.
Capacity of
Vehicle
(in
numbers)
1 Two wheeler parking Rivoli Road 1 40
2 Parking near Sanik Rest House 1 10
3 Roadside parking Police Line Kaithu 3 8
4 Roadside parking Tara Hall School to Kali Bari road 3 8
5 Roadside parking Chaura Maidan near Cecil Hotel 4 15
6 Parking near Anand Bhawan Comely Bank 4 7
7 Car parking at Kandhari Niwas 4 15
8 Roadside parking Lamba Qtr Tuti Kandi 10 15
9 Parking at Rirka 10 15
10 Parking near Rirka Village at Tutikandi 10 18
11 Roadside car parking U.S. Club opposite Lal & Son 15 28
12 Car parking at Jakhoo Near Baba Balak Nath Temple 16 26
13 Parking at Stocks place near Katria House 17 15
14 parking near Shiv Shakti Vihar in Benmore ward 17 15
15 Parking near SDA Complex Kasumpti 27 10
16 Parking at Sec-II Near Himlayan Glory 31 10
17 Parking near PNB Bank at Sec-1 New Shimla 31 6
18 Car parking near JCB School New Shimla 32 13
19 Parking space in sector-III, New Shimla 32 15
20 Parking near Sai Bhawan Sector-iv 32 15
21 Parking near Fouji Dhaba sector-III, New Shimla 32 32
22 Parking near Police Station New Shimla 32 20
23 Parking near Govt. High School Khalini near Bhagwati
Nagar
33 8
24 Parking by widening of road from Khalini to Heritage
Hotel
33 45
25 Roadside Car Parking Bemloe 34 12
26 Parking space near Dyrton Nallah 34 5
27 Parking at Parasdass Garden at Kanlog 34 12
Total 438
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2.3.2 Multi Storey Parking:-
Sr.
No.
Description Ward
No.
Capacity of
Vehicle
(in
numbers)
1 Car parking Aggarwal Dharamshala 1 16
2 Car parking in Rain Basera at Lakkar Bazar 2 8
3 Car parking Cecil at Chaura Maidan 4 25
4 Car parking at Community Centre Kaithu 4 15
5 Multi-Storeyed Car parking at Tuti-Kandi 10 750
6 Car Parking at Metropole Cart Road 14 190
7 Car Parking at Jodha Niwas 16 40
8 Car parking at Titla Hotel Jakhu 16 27
9 Car parking at Working Women Hostel Sanajuali 18 30
10 Car parking in SDA Complex Kasumpti 27 21
11 Car parking near Panchayati Raj Bhawan Kasumpti 27 12
12 Car parking in Sector-2, New Shimla 32 20
13 Car parking at Khalini 33 15
Total 1169
2.3.3 Parking under PPP Mode:-
Sr.
No.
Description Ward
No.
Capacity of
Vehicle
(in
numbers)
1 Car parking at Lift Complex 13 591
2 Car parking at Sanjauli 19 370
3 Car parking at Chhotta Shimla 28 250
Total 1211
2.3.4 Parking on Circular Road:-
Sr.
No.
Description Ward
No.
Capacity of
Vehicle
(in
numbers)
1 Different locations from Bharari road bifurcation to
HPSEBL Rain Shelter via RKMV College
1
150
2 Different location in cart road from Lakkar Bazar Bus
Stand to Snow View near Tara Hall School and near
2
85
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PNT Colony towards Hill Valley Side (Near Snow View)
3 On Boileauganj road below Gangu Ram Musafir House 8 20
4 Different locations from near RTO to Cecil Hotel 10 79
5 Different locations from Car parking near HHH Hotel
to Khalini bifurcation in Cart Road
14
70
6 Below Both Well near Army Road 19 40
7 Different locations from M.C. Vehicles parking to IGMC
Nallah near Longwood
19
60
8 Near Longwood at Dumping Site and Near Longwood
Tunnel towards Hill Side
19
115
9 Different locations in Cart road from Sanajauli Chowk
to Bye-pass junction
19 73
10 Near Gass Agency Sanjauli towards Hill & Valley side 19 200
11 Near Moon Hotel at Chhotta Shimla (towards valley
side)
22 20
12 Near Moon Hotel at Chhotta Shimla (towards valley
side)
22 40
13 Near Vigilance Head Office Chhotta Shimla
22 40
Total 992
2.3.5 Parking identified on MC Link Roads (within 34 wards):-
Sr.
No.
Description Ward
No.
Capacity of
Vehicle
(in
numbers)
1 Road from Longwood Chowk to Harvington Chowk via
Hari Niwas
1 45
2 Road from Longwood to Harvington Chowk via Sainik
Rest House
1 11
3 Road from Hari Niwas road to Dr. Bhoyal 1 5
4 Road from RKMV Gate to Dhami House 1 3
5 Road from Girls Hotel (RKMV) to Main PWD Road 1 5
6 Road from Harvington Chowk to Main PWD Road 1 38
7 Road from Link PWD road to Ellyzium Devidhar road 1 13
8 Road from Harvington Chowk to Housing Board
Colony Keleston
1 35
9 Road from Harvington Chowk to Lower Keleston 1 20
10 Road from State Bank to Borowalia Resort Fingask 2 20
11 Road from Bus Stop Lakkar Bazar to Maszid Ruldu
Bhatta
2 14
12 Road from PWD Road to Shankli (5-Ghar ki line) 2 10
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13 Road leading to Man House Shankli 2 3
14 Road from Main PWD road to Mini Kuftadhar 2 6
15 Road from Main PWD road to Panchayat Ghar Pagog 2 25
16 Road from Gurucharan House to Buchail 3 10
17 Road from Tara Hall to LaL Bag 3 15
18 Road Tara Hall to Police Line Upper Kaithu 3 12
19 Road from Tara Hall to Pine View 3 8
20 Road from Chungi Khana to Guru Niwas 3 6
21 Road from Cecil Hotel to Red Roof 4 16
22 Road from Ambedkar Chowk to Museum 4 18
23 Road from Ambedkar Chowk to Advance Study via Ava
Lodge
4 25
24 Road from Kennedy Chowk to Police Line via Comely
Bank
4 35
25 Road from Capital Hotel to Annandale 4 29
26 Road from Capital Hotel to Dingal Estate 4 10
27 Road from Adda Villa to Chungi Khana 4 6
28 Road from Annandale to Dhobighat 4 15
29 Road from Bilaspur House to MP Niwas 5 10
30 Road from Parvati Lodge Shiv Mandir to Kaushal
Niwas Andhari
5 8
31 Road from Summerhill chowk to Electricity Substation
Lower Summerhill
5 10
32 Road from MI Room Chowk to Shiv Mandir Andhari 5 6
33 Road from Advance Study to Summerhill Chowk 5 20
34 Ambulacne road from B/Ganj Chowk to Summerhill 5 15
35 Road from Chaily Mode to MI Room Chowk 5 5
36 Road from MI Room to Village Gahan 5 4
37 Road from B/Ganj Chowk to MI Room Chowk via Shiv
Mandir & MP Niwas
5 4
38 Road from B/Ganj Bifurcation to Lower Summerhill
Rain Shelter
5 25
39 Road from Deepak Project near Advance Study to
Boileauganj Chowk
8 25
40 Road from B/Ganj Chowk to Chakkar Chowk via BJP
Office
8 50
41 Road from Petrol Pump to Dingra Estate 8 10
42 Road from NH-22 to Dhadwal House 9 15
43 Road from 103 to Tuti Kandi 10 14
44 Road from Bhargwa Chowk to Dev Lodge 10 8
45 Road from Dev Lodge to Kali Kothi Chowk 10 8
46 Road from Shiv Mandir to Village Rirka (2No. Sites) 10 65
47 Road from Janta Store to Dhobighat 10 7
48 Road from Khanog to Panjari Shiv Mandir
10 6
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49 Road from barrier to Bag Village at different places
10 10
50 Road from I.S.B.T to Panjari Shiv Mandir 10 7
51 Along side road leading to Nabha near community
centre nabha
11 20
52 Below phagli school road side 11 8
53 Near Sharma complex adjoing road from 103 Tunnel
to Bye-pass
11 4
54 Parking at Lower Phagli 11 20
55 Road from Phagli club to Leprocy Colony 12 12
56 Road from Bye-pass to Lower Ram Nagar 12 20
57 Road from Mahamaya Hotel (Cart Road) to Bye-pass
Road Lal Pani
13 25
58 Road from High Court Gate to Bemloe Cart road via
Industry Building
14 10
59 Road from Cart road to Subzi Mandi Ground 14 12
60 Road from Royal Guest House to Command 14 5
61 Road from SBI to Command via Daya Nand Public
School
15 15
62 Road from CTO to Winter Field via Command (Near DC
Office)
15 50
63 Road from Lift Mall Road to US Club 15 28
64 In the road below St. Thomas School 15 8
65 Road from Ridge to Jakhu Temple 16 20
66 Road from Keyman Qtr to Voilet Hill Jakhu 16 5
67 Road from Keymand Qtr to Amar Bhawan Jakhu 16 12
68 Road from Himachal Bhawan to Stock Place 17 20
69 Road from Rahat Hotel to Mall Road 17 8
70 Road from Ram Chandra Chowk to HBC Jakhu 17 20
71 Road from Housing Board Transformer to Malik Niwas
via Suman Rawat House
17 10
72 Road from Five Benches to Microwave Station 17 10
73 Road from Bothwell to Corner House via IGMC Boys
Hostel
17 125
74 Road from Chhotta Shimla Mall road to near Post
Office to Divisional Commissioner Office
17 5
75 Road from MC road to Majitha House Parking Shiv
Shakti Vihar
17 23
76 Road from Sanjauli Chowk to Pump House Snowdown
via IGMC
19 90
77 Road from Laxmi Narayan Mandir Sanjauli to Batish
Colony
19 20
78 Road from Sanjauli Bazar to Dhingu Dhar 19 50
79 Road from Subzi Mandi Dhalli to Verma Appartment
Himgiri Colony
20 6
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80 Road from Janjatiya Bhawan to Inder Nagar Dhalli
near Police Station Dhalli
20 30
81 Road from Daulta Niwas to Damyanti House Himgiri
Colony
20 7
82 Road from NH-22 Community centre to Ambedkar
colony Dhalli
21 15
83 Road from Dhalli tunnel to secret Heart School Dhalli 21 25
84 Road from Cemetray Tunnel to Cemetary Gate 22 20
85 Road from NH-22 to housing board Colony 24 199
86 Road from old housing board colony to water tank 24 15
87 Road from Sarswati pardise school to MIG -15 24 10
88 Road from Dhobighat nallah to new Flowerdale 25 35
89 Road from NH Bye-pass to Tenzin Hospital 26 20
90 Road from Chotta Shimla to Pine House 28 10
91 Road from Brockhust to Housing board Colony to
strawberry
28 25
92 Road from arra Home to Negi House strawberry Hill 28 15
93 Road from Kalra House to Pine House 28 15
94 Road from Police Chowki Vikas Nagar to Mehta Niwas
via Surender General Store
29 100
95 Road from NH to Sector-6 via Phase-III Kangna Dhar 30 350
96 Road from Pollution Control Board to Block No. 15
Kangna Dhar
30 15
97 Road from Block No. 20 to Block No. 21 Phase-III
Kangna Dhar
30 15
98 Road from BCS to Sector-3 New Shimla 31 238
99 Road from main road to Hateshwari Mandir 31 30
100 Road side parking in various lane New Shimla 31 40
101 Road leading to middle bazar from Sector-2 31 20
102 Road from Himalayan golary to Lane 31 10
103 Road from DAV School to Lane-15 32 10
104 Road from Fauji Dhaba to Sector-IV 32 117
105 Road from DAV School to Rajhana upto M.C. Limit via
Sai Engineering
32 50
106 Road above police station New Shimla 32 25
107 Road from Talland to Khalini via Heritage In Hotel 33 45
108 Road from HPPWD Road to Ganga Public School 33 5
109 Road from Khalini Chowk to BCS School via East Born
Hotel
33 20
110 Road Leading to Knollswood 33 15
111 Road from Khalini upper chowk to Lower Chowk 33 5
112 Road from Mall Road to Krishan Lal to Cart Road via
Victoria Cottage
34 12
113 Road from Parasdas Garden to Shiv Puri 34 10
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114 Road from Bye-pass to Shandil Niwas via Cemetery 34 10
115 Road from KNH to Portmore school via Bal Ashram 34 30
116 Road from Hotel Himland to Dyton Bye-pass 34 20
117 Road from Himland Hotel to Gulkandi House 34 10
118 Road from Kanlog Bye-pass to Durga Mandir Kalyana 34 20
119 Road from Bye-pass to Dyrton 34 10
120 Road from Bye-pass to Shandil Niwas via Cemetery 34 20
121 Road from Cart road to Morla Bank 34 10
Total 3154
2.3.6 Road side Parking identified on PWD Roads except Circular Road.
Sr.
No.
Description Capacity of Vehicle
(Tentative)
1 Road from Boileauganj Chowk to Tawi Mode (At
different Points)
75
2 Road from Power House to Totu Railway Station (Via
New Totu)
90
3 Road from Totu Chowk to Shamshanghat (Nalagarh
Road)
250
4 Road from Manchanda Shop to Blood bank IGMC 40
5 Road from Holly Lodge to Amar Bhawan Jakhu 10
6 In Road at Richmount Area 25
7 Road from Ramchandra Chowk to Richmount 30
8 Road from State Bank Lakkar Bazaar to Bharari 100
9 Road from Auckland Bridge to Boys Hostel Sanjauli 122
10 Road from Boys Hostel Sanjauli to Dhalli Chowk (Bye
pass Dhalli Road)
650
11 Road from Bifrication to Mashobra 40
12 Road from Deepak Project to Navbahar Via Directorate
of Horticulture
125
13 Road from Navbahar Chowk to Corner House 65
14 Road form Navbahar Chowk to Ramchandra Chowk 31
15 Road from Vidhan Sabha to Annandale Chowk 80
16 Road from Hanuman Mandir to Lower khalini 30
Total 1763
2.3.7 Road side Parking identified on NHAI Roads:-
Sr.
No.
Description Capacity of Vehicle
(Tentative)
1 Road from Totu Chowk to Tawi Mode (Bilaspur Road) 50
2 Tawi Chowk to Govt. Press Via Chakkar 150
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3 Road from Dhalli Chowk to Bifrication Mashobra 25
4 Road from Dhalli Chowk to Dhalli Tunnel 120
5 Road from Dhalli Tunnel to Old Barrier via
Bhattakufer, Malyana Panthaghati, Vikasnagar Khalin,
Tuti Kandi
2161
6 Road from Old Barrier to Tara Devi Via Kachighati 150
Total 2656
2.3.8 Road side Parking identified on NHAI Roads for heavy vehicles:-
1. Road from Dhalli Tunnel to Old Barrier via Bhattakufer, Malyana Panthaghati, Vikasnagar Khalin, Tuti Kandi
50 (Buses)
2. --do-- 100 (Trucks etc.)
2.4 Parking Enforcement:-
Presently, parking enforcement is done by the Traffic Police. They fine and/ or
tow away illegally parked vehicles. Often, they cannot enforce due to lack of
adequate traffic policemen or lack of equipment to tow away vehicles. In most
cases, traffic police are stationed at major intersections and not along the
roads/ streets. This leads to situations where parking violations occur
frequently, leading to traffic congestion, safety issues for all users and a
general sense of chaos and disorder on streets. Contrastingly, it has been found
that local bodies’ across the globe partners with their respective traffic police
department to enforce parking policy for efficient management. Thus it is
recommended that for parking management efficiency, enforcement
responsibilities should be shared with the MC.
2.5 Parking Economics:-
Many researchers believe that parking has an economic value attached to it and
thus shall be treated as a commodity for which the user must pay. Land in the
current rush of urbanization is a limited resource for which there is unlimited
demand. In such cases, to whom should such a scarce commodity be allocated?
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Should it be to them who have greatest demand or should it only be allotted to the
highest bidder? Undoubtedly, there is need for prioritization of scarce road space.
The next issue is the availability of parking at low rates. As observed, parking is
either cheap or nominally charged while it occupies a valuable asset of the city.
Subsidy is for users who have the limited means and choices, and people
demanding parking do not fall in this category. Social and economic motives do
not justify subsidies in parking. As soon as parking becomes ‘free’ or “cheap” it
loses its value. Spaces fill up rapidly and queues are formed causing spill over.
People cruise for parking leading to increase in vehicle kilometer travelled
leading to congestion and pollution.
Such inequality presents a pressing need for decision makers to look at parking as
a valuable economic asset rather than as a solution to infrastructure issue.
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3 Need for Parking Policy:-
Private vehicles require enormous terminal capacity. They stay parked for long
periods. A private vehicle, typically, stays parked for 20-22 hours in a day (80-
92% of time). Other modes of transport spend more time in transit than parking.
A car parked on street consumes 15 sq.m., while a car parked off street requires
23 sq.m. These figures are startling when seen in the context of minimum sizes of
dwelling units specified in Development Control Regulations (DCR) of most cities
–18-25 sq.m. If we consider that each car requires three parking spaces per day,
the total area required by a car each day is between 45 to 70 sq.m. Certainly, it
proves that providing for more and more parking is not a sustainable solution.
The absence of a comprehensive parking policy, has resulted in independent
dealing of the parking issues by multiple stake holders. This lack of a coherent
approach has led to plans and projects that are contradictory in nature and often
end being infrastructure projects that require high investment and attempt to
solve a short-term parking problem. Shimla needs a parking policy that has a
holistic vision, with strategic objectives and is in sync with Shimla’s overall
mobility objectives, as well as the statutory Development Plan.
The Hon’ble High Court of Himachal Pradesh in CWP No. 2782 of 2017 titled as
Shri Prem Raj and others versus State of Himachal Pradesh and others vide its
decision dated 31.10.2018 had directed to evolve a comprehensive paid parking
policy for Shimla City and to formulate a parking plan thereof. The ibid orders,
laid prominence on the following issues:
• Preparation of a Comprehensive paid parking policy and to notify the
site plan and to display on the website the identified/earmarked
parking spots/places alongwith rate of parking fee of the vehicles.
• “Strict condition” with “hourly penalty” to be imposed in the event of
unauthorized parking of vehicles.
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• To identify the places where vehicles can be permitted to be parked in
the immediate vicinity of the Hospitals namely, Indira Ghandi Medical
College, Deen Dayal Upadhayay Hospital and Kamla Nehru Hospital
and to ensure that no unauthorized vehicle is permitted to be parked
so as to block/restrict the free flow of traffic from these Hospitals.
• Formulate a “plan” and publish the same.
In pursuance to the above directions of the Hon’ble High Court the instant
parking policy has been prepared.
4 Strategic Intent:-
The strategic intent of any policy is critical, since it lays down the ground rules for
further actions to be taken by the city. The strategic intents of Shimla’s Parking
Policy are:
• To manage demand through pricing and other means.
• To reduce private vehicle usage and dependency.
• To support public transport use wherever feasible.
This document sets out the broad principles for Shimla’s parking policy, the
specific areas and conditions in which the policy would operate, the strategies for
parking management and the implementation framework. This policy will be a
prelude towards preparation of programmes and specific plans. The Policy has
been devised based on discussions held with the key stakeholder Departments
and review of existing bye-laws/ practices.
5 Principles of Parking Policy:-
The overarching principle for parking in Shimla is “to progressively reduce the gap
between demand and supply for parking area and facilitate organized and
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convenient parking for all types of vehicles”. Towards the realization of this basic
principle, the following guiding principles shall be adopted:
• Shimla shall actively pursue a policy of demand management as well as
capacity augmentation to manage its parking requirements.
• Shimla shall promote high quality and convenient parking spaces along
with exploration of possibility of non-motorized transport, wherever
feasible.
• The demand for parking is influenced by pricing and travel alternatives.As
such both these factors would be considered in formulation of further
plans.
• Parking policy not to create excess supply but to encourage balanced
transportation systems and reinforce central areas.
• Encourage the public transport system and use of individual vehicles shall
be discouraged.
• The areas /pockets lacking in parking facilities shall be dealt first.
• Sincere efforts shall be made to acquire the land for parking.
• Incentivizing the sharing of office vehicles by officers/official working in
the same office Establishing transit zoning and reducing parking
requirements.
• Conservative parking requirement allow better accommodation for public
transit, walking and bicycling. This principle shall be implemented as per
feasibility of sites.
6 Objective of the Parking Policy:-
• To encourage the people to use the public transport system by giving
preferential treatment to public transport over motorized individual modes.
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• To reduce the traffic congestion on roads.
• To educate the people to obey the traffic rules and park the vehicles only on
the places earmarked for the parking purpose.
• Graded scale of parking fee high parking fee in congested/high demand area
having less parking time and low parking fee on the periphery ensuring the
recovery of the economic cost of land used in parking and in segregation of
crowd of vehicles.
• Standardization of policy of parking requirements for commercial and
institutional activity.
• Integration of the public transport systems with the parking lots with
incentives for using public transport for trips to city centre.
Page 19
7 Parking Policy Directives:-
7.1 Proof of Parking:-
Currently, parking is free or inexpensive. The cost of parking is not a big factor
during decisions of vehicle purchase.
The State Government have already notified new rules and regulations that
make it mandatory for new vehicle owners to furnish proof that a parking area
is available with the purchaser to park the vehicle. However, this provision
needs to be implemented strictly after due verification at site.
7.2 Sharing parking:-
Often, it is observed that certain off-street parking remains vacant at specific
times of the day. This happens near schools, office buildings and residential
areas. Other vehicles to that area are unable to use that parking due to
ownership and jurisdiction issues.
SMC shall encourage sharing of parking space amongst different buildings and
facilities which are in the same locality or proximity. For example, schools,
hospitals, offices and Banks have peak parking demand during weekdays while
places like parks, city centres/commercial spaces etc. have their peaks during
weekends. Shared parking in the nearby areas will allow efficiency in terms of
parking management and space allocation. This shall happen with the mutual
consent of both parties and subject to a “no objection” from the president/
chairman/ secretary/owner of the premises.
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7.3 Issuing parking permits:-
Overnight and long duration on-street parking, especially on residential streets
are a threat to effective use of street space. Free parking on such streets not
only causes problems relating to access, but also results in high car ownership.
SMC shall issue parking permits to authorize vehicle owners to park in
designated parking zones near their home or work area. SMC shall identify such
designated parking zones and mark them accordingly for the benefit of
residents. The local councilors shall be involved during this process.
Residents shall be able to purchase parking permits on a monthly or annual
payment basis. The parking permits will be renewed yearly. It will serve as an
authorization to occupy the designated parking areas in the locality. Shimla
shall adopt an exhaustive system of parking permits by identifying the varying
needs of different user groups. These will include:
Resident permits: The SMC shall issue a residential parking permit
in the following cases:
• The applicant’s residence is situated in a section of the road
where parking is regulated by time and price.
• The applicant’s residence does not have access to adequate off-
street parking facilities.
• The applicant’s residence is in an area hosting an event or any
such facility where there might be frequent cordoning off of
vehicles.
Work Zone permit: The SMC may issue work zone parking permit to
an applicant if it is convinced that:
• The applicant’s work place is adjacent to or nearby to the
parking space in consideration.
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• The applicant shall display the permit on their windshield
while the vehicle is left parked in the parking space.
• Work zone permits shall be valid for specified duration on
specific days of the week.
The traffic cell within SMC shall issue parking permits to users. The parking
permits may be procured on an annual or semi-annual basis. Car owners shall
have to furnish either residential or workplace address, against which SMC shall
issue permits. Within the old city, free on- street parking shall be permitted
against the display of a residential permit attached to a nearby address. Permit
holders shall display their permits on the windshield failing which they shall be
liable for appropriate action. A residential parking permit shall also serve as
proof of parking.
The rates and mode of successful implementation in respect of the above
permits shall be finalized on realistic basis by M.C. Shimla.
7.4 Control of Parking and parking Rates:-
• The civic agencies will determine parking fees for various locations and
facilities (surface/ off-site) in multiples of the Base Parking Fee.
• On-street parking for the first hours would be priced at least twice as much
as off-street parking.
• On-street parking fee will increase exponentially with duration to
discourage long duration of on-street parking.
• Dynamic pricing mechanism such as peak and off-peak fees and exponential
increase per hour of use would be used to moderate parking demand.
• Long term off-street parking space for shopkeepers, residents etc. could be
priced through monthly passes or have token systems.
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• The categorization of Parking rates , both off-street and on-street would be
done on basis of hot spots/zones and peripheral areas, viz.,
Zone-1: Lift-Expensive rates
Zone-2: Chotta Shimal Railway Parking ,Tutikandi Parking
Complex-Mediocre rates
Zone 3; New Shimla , Kasumpti, etc-Cheaper rates
• The rates across all the parking (off-street, on-street, Multi level parkings
etc) shall be increased at the rate of 10 % on annual basis.
• The parking rates (on-street) at designated locations for buses (HRTC &
private/tourist etc.) in proposed “blue line” (Refer point 7.6.4) shall be
mutually decided by MC/HPPWD and HRTC/Transport Department.
• The civic agencies shall endeavour to utilise the parking revenue for local
development works related to safety of pedestrians, NMV lanes, road safety
and development of parking space within their jurisdiction. Possibility of
creating an ESCROW account/ dedicated accounts would be finalized in this
regard.
7.5 Amendments/inclusions under City Development Plan:-
The Town & Country Planning Department, Govt. of H.P. is in the process of
preparation/finalization of a City Development Plan. It is proposed that the
following points may be considered in the said plan.
(a) The on-street spaces need to be utilized for the general convenience of
users in the following order of priority:
(i) Pedestrians/Cyclists
(ii) Mass Public Transit (buses) and related multi-model integration
facilities
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(iii) Emergency vehicles
(iv) Differently-abled access and parking facilities
(v) Para transit pick up and drop
(vi) Hawker/ vendor zone with seating/ resting areas
(vii) Personal motor vehicle pick up and drop
(viii) Personal motor vehicle parking within the building being used by
the vehicle occupant
(ix) Priced short-duration on –street parking
(x) Overnight parking for Transport Vehicles at dedicated points.
(b) The City Development Plan shall include arrangements both for
commercial/ non-residential areas and residential areas.
(c) The requirements of schools at opening and closing times shall be given
special attention in view of the bulk movement in a short time span which
can cause congestion and can be hazard for the children. Comfortable and
safe pick up and drop arrangements are to be prioritized over long term
parking. The provisions as The issue of traffic congestion near schools was
also considered by the Hon’ble High Court of H.P. and specific orders have
been passed on dated 29.03.2019 in CWP No. 1516/2017 titled as “Nitin
Vyas Vs State of H.P. & Others. These orders are based on the report of the
Committee constituted under the directions of Hon’ble High Court of H.P. as
elaborated under point no. 9 of this policy.
(d) The parking arrangements must, on no account, impinge on the free
movement of traffic. No-parking zones and spaces are to be clearly defined
in the plan and on the ground through appropriate signages for information
of the general public and for ease of enforcement. On-street and off-street
parking and other design aspects shall be as per the subsequent provisions
in these Rules.
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(e) The civic agencies shall also endeavour to earmark and provide adequate
number of spaces for the temporary parking of vehicles seized and
impounded for violation of these rules by the enforcement agencies.
7.6 Other provisions for proper management of parking spaces:-
It is prudent that the best utilization of the space as available in different
pockets/ areas is ensured which would be helpful to the residents on one hand
and would provide uninterrupted flow of traffic on the other hand. This
requires availability of sufficient staff with M.C. Shimla. However considering
the fact that there is scarcity of staff in M.C. Shimla, the operation and
maintenance of commercial parking slots/areas/pockets may be carried on
outsource basis under the overall supervision of M.C. Shimla. An RFP document
would be finalized by Himachal Pradesh Infrastructure Development Board
(HPIDB) with the inputs from M.C. Shimla which will be further processed and
implemented by M.C. Shimla. However the following provisions shall be
adopted:
7.6.1 Management of on-street parking:-
(1) The parking spaces at identified locations within M.C. area would be
marked as “Yellow lines” as finalized by a joint inspection of Municipal
Corporation, Traffic Police and local administration.
(2) The parking space provided within the buildings/ building complexes as
per the Building bye-laws must be fully utilized before permitting any
on-street parking for the occupants/ visitors.
(3) On-street parking spaces shall be designed so as to minimize conflict
between parking, walking and/ or cycling. Pick up and drop facilities
shall be prioritised over the parking facilities.
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(4) On-street parking shall not be allowed at least upto 50 metre from
intersections on each arm of road. The parking shall be provided at a
reasonable safe distance from the pedestrian crossings, hospitals,
schools and other such sensitive areas.
(5) The civic agencies will adopt parallel parking approach in case of four
wheelers and perpendicular parking approach for the two-wheelers /
bicycles.
(6) Para-transit vehicles and Non-Motorised Vehicles (NMV) shall be given
priority in the on-street parking spaces.
(7) Short duration parking shall be prioritized and long duration parking
shall be discouraged in the on-street parking spaces.
(8) The cars that park in front of the Bus Stops forces buses to stop in the
middle lane, thereby holding up the traffic in the other lanes also.
Declaring these routes/points as no parking zones will ensure that the
lane is available for smooth flow of traffic and buses can pull right up to
the kerbs in order for passengers to board and alight.
(9) Effort shall be made to develop park and ride facilities at all public
transport interchanges in the city.
(10) No parking would be allowed on raised footpaths or other corridors
meant exclusively for pedestrians.
(11) In all “no parking” areas, only alighting will be permitted i.e. one minute
only. Whereas at Bus Stops and on turnings, even stopping will not be
permitted. A vehicles with a driver inside parked in a non permitted are
would be considered as a parking rule violation and would attract
normal penalty.
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7.6.2 Parking for differently-abled persons:-
Special provision for parking for differently abled will be made as per Bureau of
India Standards, National Building Code of India of 2016, IRC:SP:12:2015 and
Harmonized Guidelines and Space Standards for barrier free built environment
for persons with disability and elderly persons, 2016 of Ministry of Urban
Development, Government of India.
7.6.3 Management of off-street and multi-level car parking:-
(1) The off-street parking spaces shall be designed to comply with design
standards that also include dimension and circulation requirements as per
the IRC:SP:12:2015, NBCC and BIS standards.
(2) Long duration parking should be located only in off-street facilities. In case,
the off-site facility is more than 200 meters away, adequate shuttle service
by non-motorized/clean fuel based vehicles shall be provided, with charges
subsumed within the parking fees.
(3) The vehicles of shopkeepers, building owners, local workers, office goers
and other users of long duration parking are to be parked at such off-street
parking facilities only.
(4) Multi-storey parking structures and stack parking shall be taken up for
construction accordingly to the demand assessment of City Development
Plan. The shortfall of supply of parking space shall be compensated through
multilevel/ stack parking.
(5) Preference will be given to stack parking/ portable type of parking which is
likely to be less costly and may also be re-useable at a different location
depending on changing needs. The granting of Viable Gap Funding (VGF)
may also be considered by the civic agencies as per requirement.
(6) Any multilevel parking with permanent structure shall be so designed that
it can be put to any other use considering the future requirement.
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(7) No surface parking of duration of more than one hour shall ordinarily be
allowed within 500 meter of a multi-level/ stack parking. The 500 meter
radius of the multi-level facility will be designated as ‘no-parking’ zone for
all streets.
(8) In case, some essential on-street parking has to be provided within the 500-
meter zone, it will be priced exponentially, at least three times the on-street
parking rates.
(9) Whenever possible, off-street parking facilities shall be shared between the
neighboring areas which may have different peak hours of demand. For
example, an office facility that is empty at night may be used by Cinema
Halls, Restaurants or neighboring residences in the evening as a paid
shared parking facility, as may be arranged by the civic agency after mutual
consultation with the user communities.
7.6.4 Parking of Transport Vehicles:-
(1) The designated parking space for HRTC buses as available in the ISBT,
Dhalli etc shall be optimally used as a “first preference” which presently is
underutilised.
(2) The local administration/enforcement agencies shall ensure that the buses
(HRTC & Private/tourist) are not parked in undesignated areas, specifically
on the circular road/Bye-pass Road. However, wherever possible the
MC/HPPWD shall mark a “blue line” in portions along Bye-pass Road etc.
for parking of buses. No other vehicle would be allowed to be parked apart
from buses in these locations.
(3) The civic agencies will identify roads and spaces for granting permission
for overnight parking of Transport Vehicles. The parking of vehicles would
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be permitted during night hours only, upon payment, provided that such
roads and spaces will be away from the residential areas and parking
should not hinder the smooth flow of traffic.
(4) The civic agencies will manage the parking on these notified roads and
spaces in an organized manner.
(5) No night-time parking of heavy and medium Transport Vehicles will be
allowed except on the notified roads and spaces, preferably on the Bye-Pass
road.
7.6.5 Parking in residential streets and lanes:-
(1) Parking will be allowed in demarcated areas on public streets and open
surfaces in residential areas against parking charges to be decided by civic
agencies on the basis of the Base Parking Fee. The civic agencies will have
consultation with Residential Welfare Associations (RWAs) before deciding
the parking charges in residential areas.
(2) In case of residential buildings, where stilt parking has been built as per
bye-laws and yet such residents park their vehicles on public streets, the
parking charges shall be twice the normal charges fixed for other residents.
(3) The civic agencies will consider developing open areas, other than
designated green areas/ parks, near the colonies as parking lots on
payment basis. Regular shuttle services may be prescribed as a part of
parking facility, the charges for which will be included in the parking fees.
(4) Further, the owners of vacant plots in the residential colonies should be
authorized for use of these plots as parking places. Upon permission to use
such vacant plot as multi-level parking under building bye-laws, such plots
can be used as such for that purpose.
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(5) The non-commercial or residential parking areas may be operated by the
respective registered Resident Welfare Associations (RWAs)/Community
Based Organizations (CBOs) etc. The M.C. Shimla shall hand over/ allot such
parking area to RWAs/CBOs/Individuals with due involvement of M.C.
officials and Councilor, with , but not limited to the following provisions, :-
• The parking area will be allotted for a period of 3-years. The
allottee shall ensure proper implementation of parking and
collection of revenue thereof.
• The allottee shall deposit 25% of the average annual revenue to
M.C. Shimla at the 1st instance. The balance 75% payment shall be
made by the RWA to M.C. Shimla at the time of taking over of
possession.
• The parking rate shall be enhanced at the rate 10% annually. The
allottee shall deposit the necessary amount in this regard to M.C.
Shimla 100% in advance for a particular year.
• No temporary/permanent construction on any of the parking slot
so allotted shall be raised by the allottee.
• The allotted parking area shall exclusively be used for parking
purpose only and no other activity shall be allowed.
• The allottee shall not sublet the allotted parking area in any case.
• No damage shall be caused to the allotted parking area in any
manner whatsoever.
• In case of any violation of the conditions as mentioned above or as
to be stipulated by M.C. Shimla subsequently, the advance payment
as deposited by the allottee shall be forfeited apart from
withdrawal of allotment.
• M.C. Shimla or the allottee shall be at liberty to withdraw the
allotment without assigning any reason thereof. One month notice
shall be given by either party to this effect.
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• Any other condition required for effective implementation of the
parking facility.
7.6.6 Enforcement of No-parking Zones and penalty for over stay in authorized
parking areas:-
(1) All illegally parked vehicles, including those parked in No-Parking Zones
and overstaying in authorized parking areas, shall be seized and removed
and penalty shall be charged under the provisions of Motor Vehicles Act,
1988 or any other prevalent law(s).
(2) In case of illegal parking on roads with ROW or 60 ft. and above, the Traffic
Police shall be the primary agency for towing away the vehicle. In case of
other roads and spaces, the civic agencies may be authorised to tow away
the vehicle and to impose penalty.
7.6.7 Junk Vehicles:-
(1) Any junk vehicle (of age more than 15-years for petrol vehicles and 10
years for diesel vehicles) found parked on public street will be impounded
and will be released only after submission of proof of parking for that junk
vehicle and undertaking to this effect that the vehicle would not be plied on
roads in the city in addition to the payment of fine under the Motor Vehicles
Act, 1988/ any other Act(s)/Law(s), as the case may be.
(2) Any junk vehicle found parked in roads with ROW less than 60 feet shall be
seized by the civic agencies. Such vehicles if found parked on roads with
ROW of 60 feet and above shall be seized by Traffic Police or the joint
teams of traffic police and civic agencies.
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7.6.8 Towing charges:-
(1) In case a vehicle is parked at a place where the parking is legally prohibited
or found committing a violation of any provision of MV Act, 1988 and rules
thereof and the vehicle is removed by a towing service or impounded, as
the case may be, the towing charges including the cost of manpower and
the parking/custody charges for the impounded vehicle shall be fixed on
realistic basis.
7.6.9 Encouragement for provision of parking complexes
The Town & Country Planning Department vide its notification No.TCP-A(3)-
2/2014 dated 13.08.2015 and HP Town & Country Planning Act, 1997 and its
subsequent amendments has laid down the requirement of minimum plot area,
minimum setbacks and maximum Floor Area Ratio (FAR) and maximum height
of building as well as the parking area etc. The same shall be implemented in
letter and spirit and also taking into consideration the orders passed by Hon’ble
National Green Tribunal in this regard.
However, in order to encourage parking complexes, parking lots and enclaves,
owners who develop parking complexes/parking lots, the following additional
incentives may be considered.
(1) Equivalent built up areas of such parking complex or area of parking lot as
the case may be would be considered a Transferable Development right by
the sanctioning authority.
(2) In an existing area/locality, where an owner or two or more owners come
together and develop combined or common parking complex, pedestrian
plaza, subway or improve/facilitate additional access by linking with
surrounding roads etc. for public usage or provided part of their
premises/land development/improving the urban design aspect, additional
bonus built up area/TDR would be considered by the sanctioning authority.
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(3) No fees and other charges shall be charged by the sanctioning authority for
the area/floors developed as parking complex/parking lot.
(4) A moratorium on property tax for 5 year would be considered.
(5) For the next 5 years property tax shall be levied on the lowest slab of the
residential category.
(6) Such parking facility enclaves may be permitted along, on or main
commercial roads, city centre, close to bus stations, railway station and any
public transport system so as to encourage use of public transport etc.
Access to these parking spaces in such complexes may be accomplished
through provision of mechanical lifts. Such areas may be identified by the
sanctioning authority and notified to public every year by 1st of April.
7.6.10 Regulating Integrated Public Transport System (IPTS) Parking:-
Shimla (Urban) has about 5000 registered taxis. Shimla shall have designated
on-street spots for parking taxis. These spaces shall be specifically demarcated
by the SMC. No IPTS parking shall be provided near junctions on the circular
road.
SMC shall initially demarcate IPT parking areas on all streets within its
jurisdiction. IPT parking near commercial and transit hubs such as market
places, bus terminals and railway station shall be prioritized over parking for
other modes. Such parking shall be restricted to only city taxis.
7.6.11 Managing freight:-
In Shimla, allowing freight vehicles to ply on internal streets during all times of
the day has been restricted by the Local Administration wherein there is a
provision to enter heavy vehicles during night hours i.e. after 10 PM to 7 AM
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However, the above provisions need to be implemented in letter and spirit by
the Local Administration/Traffic Police.
7.6.12 Promoting non-motorized transport near transit and off-street parking
facilities:-
During various citizen engagements, it has been emphasized that traffic
congestion needs to be removed and also to provide last and first mile
connectivity across the city round the clock, especially from ISBT, Tutikandi, Bus
Stand at Rivoli and Railway Station. Also alternative means of transport needs to
be developed to ease congestion. It is, therefore, proposed that SMC/other
concerned agencies shall facilitate transit users by planning a city-wide Public
Transportation System (in coordination with OLA/Uber/rental cars(self driven) ,
etc) and /or Public Bicycle Sharing system (PBS) or a bicycle rental scheme. Such
stations may also benefit users who wish to park and ride. SMC shall work
towards implementing the appropriate scheme.
In certain cases, especially around the old city and congested areas, SMC shall
promote above proposed schemes around off-street parking facilities to enable
visitors to park their vehicles there and use alternate means to access such areas.
Apart from the above means, alternative means of transportations such as
elevators, escalators etc. shall be explored at different nodal points of the city
connecting the city centre.
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8 Parking Technologies – Smart Parking and advanced
alternate means of transport:-
SMC shall implement ITS strategies as detailed in this section. The overarching
objective shall be to charge users of parking facilities, while also incentivizing
those who are successful in reducing their demand for parking. The smart
parking facilities shall enable a citizen of Shimla to:
1) find a convenient parking spot in the city center;
2) be advised of the probability for the parking spot to be still available
upon his arrival/ entry in the city and
3) decide on reserving and pre-paying for such a parking spot.
The other benefits of implementing smart parking systems in Shimla shall be
improvement in vehicle circulation, space usage and unified fee processing
system.
To sum up, smart parking management in Shimla shall have three main
objectives:
a) To control access to parking areas and to set-up advanced payment
systems
b) To reduce the time spent while searching for available parking space
c) To improve the service efficiency of parking lots
The following section details out the possible applications of smart parking
technology.
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• Advance information on availability of parking lots:-
Apart from Local City vehicles, there is heavy influx of tourist vehicles
during the weekends and in the tourist season into the city. It is
estimated that about 5000 Nos vehicles enter into the city on the
weekends, thereby rendering the available parking spaces as insufficient.
By displaying dynamic information on the availability of parking spaces
in city, the extent of driving around in search of parking areas can be
significantly reduced. These can be installed at critical decision points
such as city entry point, junctions, major hotels, Multi-storeyed parking
spaces etc. Such a strategy will also lead to increased faith in the parking
management system. Such information can also be dissipated to users
through internet and mobile app. SMC shall actively implement the
parking meter technology, to charge the parking fees and to keep
transparency in the transactions. Pricing is one of the most effective
strategies to manage on-street parking spillover and congestion. These
parking meters shall display dynamic prices varying with time of day.
The mode of payment shall range from cash to online payments,
including smart cards.
SMC may, in the long run also consider seamless integration of public
transport facilities with a travel card that could also be used to pay
parking charges. SMC shall also consider pay by phone technology
through a dedicated web and mobile application. This offers additional
benefits, including lower costs since SMC can do away with the cost of
meters on the curb.
• Parking guidance and information system:-
Parking Guidance and Information (PGI) systems are based on the use of
message signs to give drivers information regarding parking availability.
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PGI systems are designed to aid in the search for vacant parking spaces
by directing drivers to car parks where occupancy levels are low.
The availability of parking spaces in each facility is obtained from
sensors that count the number of cars entering and exiting or, in other
cases, by comparing the tickets issued at machines or cash registers to
the capacity of the facility. This information is sent to a central or main
computer that processes it, determining the locations of available
parking. Availability is generally expressed in terms of "full" or "empty,"
but in some cases the actual number of spaces is given.
For Shimla, the PGS aims to encourage a more efficient use of existing
parking facilities and reduce the amount of parking search traffic by
providing information to drivers concerning the locations and
availability of parking spaces.
• Advanced alternative means of transportation:-
In addition to above, alternative means of advanced
transportation/mobility such as Ola, Uber etc. needs to be promoted and
alternatively possibility of running similar services by some Govt. agency
also needs to be explored which shall fix a realistic tariff of the services
and shall also integrate the existing commercial vehicles for the benefit
of the residents/tourists and open income source to local commercial
vehicles.
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9 Parking policy for Government Hospitals
9.1 Indira Gandhi Medical College (IGMC):-
As per the report of Medical Superintendent parking space of about 207
vehicles is presently available in the vicinity of IGMC. Since there is heavy
influx of vehicles in and around IGMC the following actions shall be taken by
the respective enforcing agencies.
i) Idle parking of taxis/commercial vehicles shall be banned from the
main gate upto Police Post Lakkar Bazar on one end and Bhajji
House on the other end as well as on the approach road from
circular to IGMC via Cancer Hospital road.
ii) The resultant parking areas/slots would be identified and
developed/maintained by M.C. Shimla. The same would be
operated by M.C. Shimla on the rates to be worked on realistic basis
which would preferably be less in initial two hours and would be
tripled thereafter so that permanent parkings by the vehicle
owners is discouraged.
iii) No one will be allowed to park the vehicle overnight/permanently.
However in order to facilitate the Doctors/Paramedical staff, a
proposal shall be finalized to depute drivers at the IGMC premises
for driving the vehicle of the Doctors/Paramedical staff to the
designated parking area and to bring the same back while
deboarding/boarding by the vehicle owner. Alternatively
possibility of hiring dedicated taxi for pick and drop of the
Doctor/Paramedical staff from designated parking slot to IGMC
premises shall be explored by Medical Superintendent, IGMC.
iv) The designated parking is readily available in Tantia Sanjauli
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Parking Complex as well as any other location to be identified by
M.C./HPPWD.
Apart from the above short term measures M.C. Shimla/HPPWD shall
work out/identify parking areas in the vicinity of IGMC so as to address
this issue in the long run. Special emphases shall be laid on implementing
the development of parking areas on following locations.
(a) The area between Auckland Tunnel and new OPD Block having an
approximate plot area of 5000 Sqm which involves some portion of
private land and major portion of M.C./HPPWD land.
(b) Open area near IGMC Auditorium on circular road having an
approximate plot area of 3000 Sqm.
(c) Vacant Forest land near St. Xavier School Sanjauli Chowk having an
approximate plot area of 1500 Sqm.
9.2 Kamla Nehru Hospital (KNH):-
This Hospital is situated in the core area and is bound by prominent official
buildings etc. However this Maternity Hospital has having influx of patients
from throughout the State. As such following actions need to be taken on short
term basis by the respective enforcing agencies:-
(i) Idle parking of taxis/commercial vehicles shall be banned within
the Hospital Premises.
(ii) The resultant parking areas/slots would be identified and
developed/maintained by M.C. Shimla. The same would be
operated by M.C. Shimla on the rates to be worked on realistic
basis which would preferably be less in initial two hours and
would be tripled thereafter so that permanent parkings by the
vehicle owners is discouraged.
(iii) No one will be allowed to park the vehicle overnight/permanently.
However in order to facilitate the Doctors/Paramedical staff, a
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proposal shall be finalized to depute drivers at the KNH premises
for driving the vehicle of the Doctors/Paramedical staff to the
designated parking area and to bring the same back while
deboarding/boarding by the vehicle owner. Alternatively
possibility of hiring dedicated taxi for pick and drop of the
Doctor/Paramedical staff from designated parking slot to KNH
premises shall be explored by Medical Superintendent, KNH. The
plying of such identified/designated vehicles on the sealed area
from KNH upto Lift parking via Chalet Day Chowk/High Court shall
be allowed.
(iv) The designated parking is readily available in Shimla Tolls &
Projects Private Limited and M.C. parking complex near Lift as well
as any other location to be identified by M.C./HPPWD.
Apart from the above short term measures M.C. Shimla/HPPWD shall
work out/identify parking areas in the vicinity of KNH so as to address
this issue in the long run. Also sufficient parking provision shall be made
in the new Hospital Block to be constructed in KNH.
9.3 Deen Dayal Upadhyay Hospital (DDU)
This is the Zonal Hospital in the heart of the Town and recently new complex
has been constructed wherein various medical facility are being enhanced with
the State of Art Technology. As such following actions need to be taken on short
term basis by the respective enforcing agencies:-
i) Idle parking of taxis/commercial vehicles shall be banned within
the Hospital Premises.
ii) The resultant parking areas/slots would be identified and
developed/maintained by M.C. Shimla. The same would be
operated by M.C. Shimla on the rates to be worked on realistic
basis which would preferably be less in initial two hours and
would be tripled thereafter so that permanent parkings by the
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vehicle owners is discouraged.
iii) No one except the patient will be allowed to park the vehicle
overnight/permanently in the existing parking floors of the new
Hospital Complex. However in order to facilitate the
Doctors/Paramedical staff, a proposal shall be finalized to depute
drivers at the KNH premises for driving the vehicle of the
Doctors/Paramedical staff to the designated parking area and to
bring the same back while deboarding/boarding by the vehicle
owner. Alternatively possibility of hiring dedicated taxi for pick
and drop of the Doctor/Paramedical staff from designated parking
slot to DDU premises shall be explored by Medical Superintendent,
DDU. The plying of such identified/designated vehicles on the
sealed area from DDU upto Lift parking via Chalet Day Chowk/High
Court shall be allowed.
iv) The designated parking is readily available in Shimla Tolls &
Projects Private Limited and M.C. parking complex near Lift as well
as any other location to be identified by M.C./HPPWD.
Apart from the above short term measures M.C. Shimla shall take
immediate necessary steps to vacate the area adjoining and opposite to
New Block of DDU Hospital and to develop a Multi-storeyed parking
complex for the facility of the patients/Doctors.
Also the construction of Phase-2 of the DDU Hospital Building be initiated
with sufficient provision of parking area.
10 Parking near Schools along Circular Road
Apart from the above prominent parking areas/complexes the traffic
congestion during peak hours near the Schools on circular road is an area of
concern. The above issue was also considered by the Hon’ble High Court of H.P.
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and specific orders have been passed on dated 29.03.2019 in CWP No.
1516/2017 titled as “Nitin Vyas Vs State of H.P. & Others”. These orders are
based on the report of the Committee constituted under the directions of
Hon’ble High Court of H.P., wherein the following provisions/recommendations
have been made. These recommendations have been handed over to the
respective Schools by the Hon’ble High Court of HP vide its ibid orders dated
29.03.2019 for implementation/ alterations, if any thereof. As such, these
Schools shall comply with the directions of the Hon’ble High Court in this regard
and would be subject to the final outcome of CWP No. 1516/2017.
10.1 St. Edward’s School
The School is located on the circular road in the non-Core Area of the Shimla
Planning Area. At the time of opening and closing of the School, the Students
dependent upon the private transport and public transport, board and deboard
on the circular road right from the shop of Leeladhar Enterprises (near Himland
Hotel) to the Timber House. This boarding/deboarding and parking of the
vehicles on road side results in the traffic chaos on School days and also on the
days when school functions/sports activities take place.
The School has a dedicated parking area of approximately 400 Sqm in which
around 30 Nos light vehicles can be parked.
During the site visit by the Committee and discussions with the School
authorities, it was felt that the parking capacity of the School needs to be
enhanced and boarding and deboarding needs to be shifted from the main road
to a place within the School premises. Accordingly the suggestions for
decongestion are as under:-
1 The capacity of present existing parking of the School can be increased
by demolishing the existing old single storey building housing the
reception and using the space thus created for parking.
2 This parking requires separate entry and exit gates. The exit gate needs
to be created towards the Bemloe side.
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3 The old structures i.e. Garages and other accommodation existing near
the Teachers’ gate need to be dismantled and the space can be used as a
lay-bye for the vehicles entering the above mentioned parking. Thus
under the said proposal the morning vehicles will enter from the
Himland side and let the students deboard inside the parking and then
vehicles will exit from the gate towards Bemloe side. In evening the
vehicles can wait in the parking for the students to board. To avoid
chaos at exit pont, the turning point for the vehicles exiting from the
parking and going towards Chotta Shimla side shall be the Bemloe curve
4 For buses which are coming from Chhotta Shimla side in morning, a
stoppage for deboarding needs to be created (near the proposed Foot
Bridge between Forest office and Himland East Hotel), so that the
students coming in the buses from Chhotta Shimla side deboard and
then use Foot Bridge to approach the School. In the evening the same
spot will act as boarding point for buses going towards Lift side.
5 For buses coming from the lift side in the morning, it is proposed that
the present deboarding point near the entrance point of the approach
road to KNH from circular road needs to be widened and will facilitate
in smooth deboarding of students being near to connecting over bridge.
This point will also act as dedicated boarding point for the buses going
towards Chotta Shimla in the afternoon.
6 The link road from the Forest Office curve via main School gate to the
Teachers’ gate requires improvement to provide alterative road to light
vehicles, and thus reducing pressure on the main circular road. This link
road shall cater to only one way traffic during morning and afternoon
session from the Forest Office side towards St. Edwards School side to
avoid any choking of the Circular road.
7 Feasibility of covering the basket ball court in the upper field with the
RCC slab needs to be explored so that the top slab can be used as
parking and the lower accommodation as indoor Basket Ball Court. The
access to this parking shall be from the main School gate.
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8 The feasibility of the connecting road from the main School Gate to the
parking near the Teachers’ gate needs to be explored, so that the
vehicles after dropping/picking the students exit from the Bemloe side
gate only.
9 Since the above proposals involve construction activity and felling of
some trees therefore permission of NGT, if required needs to be
obtained.
10 Idle parking needs to be checked by the concerned regulatory authority.
11 School should depute its staff for traffic management in the morning
and afternoon session.
12 The School should have its own mini electric/travelers buses to avoid
dependency on the private taxi operators. This will reduce the number
of vehicles ferrying the students.
10.2 Jesus and Mary School at Navbahar
The School is located approximately 450 mtr away from the main circular road.
The School campus has enough space for parking of vehicles, but the approach
road to School from Navbahar Chowk and from Deepak Mess gate side via
Directorate of Horticulture Office is narrow.
The boarding and deboarding of the students mainly takes place at Navbahar
Chowk which results in traffic congestion during opening and closing time of the
Schools. The vendors on the Navbahar Chowk also contribute to the traffic jam.
The following measures are suggested to reduce traffic congestion:-
1. The Police initiative is required to manage traffic at Navbahar Chowk and
at Deepak Project Mess gate on permanent basis during morning and
afternoon hours. Though presently the above mentioned link road is one
way road in the morning and afternoon hours, but the same needs to be
enforced strictly.
2. The School has three gates on the aforesaid link road, but since this road is
narrow and also because of the idle parking on both sides of the road, the
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feasibility of plying School buses is not there. Hence widening of this road
at some places and strict prohibition of idle parking is required so that the
School buses can approach the School and students board and deboard in
the campus itself. For this two of the gates of the School need to be
widened and these gates will serve as entrance and exit gates. Similarly
private vehicles can also approach the School and board and deboard in
the campus itself. The widening will cost about Rs.2.00 Crore
approximately. Since the custodian of this road is HPPWD, the HPWD
department may be directed take up the work immediately.
3. The School should have its own mini electric/travelers buses to avoid
dependency on the private taxi operators. This will reduce the number of
vehicles ferrying the students.
10.3 Loreto Convent Tarahall
The School is located on the circular road and has only one entry and exit gate.
Though the school has its own parking and students in private vehicles and in
School buses board and deboard in the campus itself, but the entry and exit of
the vehicles from the same gate causes traffic congestion. Hence to avoid traffic
congestion following measures are suggested.
1. The circular road adjoining the school boundary needs to be widened
hence the boundary wall needs to be shifted inside by about 2 mtr for
widening of the road.
2. The boundary wall of the School also needs to be realigned to improve the
vision and to maintain the line of sight at entry and exit gates.
3. A separate entry and exit gate is required. School authorities informed
about the pending litigation in the Hon’ble High Court with A. B. Builders
for use of the road adjoining to the School campus and presently being
used as approach road to the complex of A. B. Builders. In case the School
is allowed to use this particular road, the same can be used as an exit gate
for the School and will definitely help in avoiding traffic congestion. The
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Hon’ble High Court may be requested to club both the matters and to
expedite the case.
4. The shifting of the electricity pole near the entrance gates and widening of
the road near the proposed exit gate is required for which the concerned
departments may be directed to take up the work immediately.
5. The School should have its own mini electric/travelers buses to avoid
dependency on the private taxi operators. This will reduce the number of
vehicles ferrying the students.
10.4 Auckland House Girls School Longwood and Chapslee School Longwood
Both these schools are located on the circular road in the Core Area of Shimla
Planning Area and the gate of these schools face each other. These schools do
not have their own parking and students board and deboard on the main road
itself which leads to traffic congestion. Hence following measures are suggested
to ease traffic congestion.
1. A bus lay-bye needs to be created to avoid parking of the buses on the
main road. This can be done by shifting the gates of both Auckland House
School and Chapslee School so that buses can park in the space between
both the gates and not on main road. For this the retaining wall of the
Chapslee school will need to be shifted.
2. Currently the road from Auckland tunnel (Lakkar Bazar side) via RKMV to
Auckland tunnel (Sanjauli side) is one way from left side to right side.
Hence when students disembark they have to cross the road to reach
school. In view of the Committee if the one way traffic is reversed i.e. from
Sanjauli side to Lakkar Bazar side then the students will disembark on the
School side.
3. The Auckland House School has two gates, one opposite Chapslee School
gate and the other opposite RKMV gate, the driveway connecting these
gates is narrow and feasibility of the widening of the driveway needs to be
explored, so that small vehicles can enter the school campus from one gate,
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board and deboard on driveway and exit from the other gate. For this
seamless movement the Circular road near the RKMV gate needs to be
widened and the gate of the RKMV College will also need to be shifted. This
will avoid parking of vehicles for boarding and deboarding on the circular
road. This widening may lead to felling of some trees for which permission
from the competent authority is required.
4. The School should have its own mini electric/travelers buses to avoid
dependency on the private taxi operators. This will reduce the number of
vehicles ferrying the students.
10.5 Auckland House Boys School
The School is approachable from the Lakkar Bazar to Auckland School road. The
students of the School board and deboard on the main circular road or on the
narrow approach road to the School. Hence students of three schools i.e.
Auckland House Boys School, Auckland House Girls School and Chapslee School
board and deboard at one common point leading to traffic congestion. To avoid
this it is proposed that the students of the Auckland Boys School should board
and deboard on the Sanjauli side of the Auckland tunnel.
A Bus stoppage point may be developed towards hillside of the road as the road
is wide enough to accommodate the stoppage. The students can directly follow
the existing path to the Shopping Complex above the tunnel and then a
connecting staircase be provided to connect the school ground with this existing
gate.
The School should have its own mini electric/travelers buses to avoid
dependency on the private taxi operators. This will reduce the number of
vehicles ferrying the students.
The Committee is of the view that boarding and deboarding points on the main
roads and lack of parking space in the School campuses is the main cause of
traffic congestion and the above report has been prepared accordingly by
proposing the shifting of boarding and deboarding points, by some
alterations/interventions at various locations and by making provision of
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parking in the schools itself wherever feasible. Once these interventions get
executed, it will lead to seamless traffic thereby addressing the problem of
traffic congestion.
To firm up the above mentioned suggestions a meeting was also held with the
school representatives on dated 02.03.2019 and the following school Principals
in the meeting discussed the suggestions of the Committee.
1. Michael A. John, Principal, Auckland House School Boys
2. Sunita John, Principal, Auckland House School
3. Sr. A. Nirmala, Loreto Convent School Tara Hall Shimla
4. Sr. Pushpa, Loreto Convent School Tara Hall Shimla
5. Santosh Kurian, Supdt. Convent of Jesus & Marry Shimla
6. Sonu Sood, Co-ordinator, Auckland House School, Shimla
7. Mohinder Shavn, Loreto Convent School, Tara Hall Shimla
8. Rajender Singh, Chapslee School, Shimla
9. Deepak Sharma, Dayanand Public School, Shimla
10.6 St. Edward School
It was observed that despite due intimation vide letter No.MCS/XEN/RB/2019-
504 dated 25.02.2019, no representative of the St. Edward School was present
for discussion. The School authorities were again telephonically requested to
attend the meeting but citing busy schedule they expressed their inability to
attend the meeting. Further a representative of the School visited the office on
19.03.2019 without any authority and therefore the matter could not be
discussed.
10.7 Jesus and Marry Navbahar
The representative of the school intimated that the boarding and de-boarding of
the students takes place on the Circular road which results in traffic jam on the
circular road for which police initiative is required at the time of boarding and
deboarding both at Navbahar chowk and at the Project Deepak entrance point.
Further the road from Navbahar Chowk to the School is narrow particularly at
the entrance and plying of School bus is not possible. Since the custodian of the
road is HPPWD. Necessary direction be given to HPPWD for widening of the
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same. The entrance gate to the School is also narrow and the School has agreed
to widen the same. It was also intimated that the school has sufficient parking
available in School campus and in case the feasibility of the School Bus is there
then the School has no objection for the same.
Further it was also suggested that the road from Navbahar Chowk to Deepak
Project Mess (through Directorate Horticulture office) be made one way during
the morning and afternoon hours when the School opens and closes.
The issue of vendors on the Navbahar Chowk was also raised by the School
representative who stated that the traffic jam on the circular road near the
Chowk is also caused due to these vendors.
10.8 Loreto Convent School Tara Hall
The Principal of the School agreed in principle to shift the boundary wall of the
School inside to widen the circular road and to improve the vision at entrance
gate.
On the feasibility of having the separate entrance and exit gate the Principal
intimated that the School is presently in litigation with A B Builders in High
Court regarding usage of the common road to their complex and if the same is
decided in the favour of the School then the School has no objection for the
separate entrance/exist gate.
It was decided that the same be brought to the knowledge of the Hon’ble High
Court and request be made to the High Court for expediting the case.
10.9 Auckland House Boys School
It was discussed that the School is approachable by a narrow road and boarding
and deboarding near the School gate creates problem hence the alternate
approach from the rear side i.e. from the Bus Stand side be worked out. The
School buses and private vehicles can board and deboard there and the
students/parents can approach the School through the steps which can be
created by the School authorities.
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Further it was also suggested that the curve for turning the vehicles near the
School of Chapslee gate be widened so that small vehicle can turn in one round
only thus preventing the traffic jam
10.10 Chapslee School
The representatives of the School were informed that a bus lay-bye is proposed
near the School Gate and Auckland House School has agreed in principle for the
same. To make the bus lay bye feasible the entrance gate of the School is
required to be relocated and some portion the School land to be used for bus lay
bye. The School representative intimated that since the School is on private
property the same is not possible. However the representative agreed to make
provision for turning small vehicles in the school driveway itself.
Further the School also intimated that most of their students come to School on
foot and the School has a separate stairs to its complex.
However the representative stated that most of the School students come to
school on foot and they have a separate approach through the stairs. However
they are willing to remodel the drive way to allow turning of the vehicle in the
school itself. This argument of the School that it is the private property does not
hold good, therefore the School authorities be directed to alienate the land
required for the proposed lay-bye in the larger public interest.
10.11 Auckland Girls School
It was discussed with the Principal of the School that the Gate of the School
needs to be relocated to create the bus lay bye so that the school buses are not
parked on the road. For smaller vehicles it was suggested that the existing drive
way and another gate towards RKMV side needs to be widened so that the small
vehicles do not park on road but pick/drop the students on the school driveway
and exit from the other gate.
It was further suggested that the Police Department be requested to check idle
parking on the road adjoining the school.
During general discussion with the representative of Auckland School it was felt
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that the District Administration be requested to make the road adjoining the
school one way in such a manner that the students board and deboard the buses
from the hill side of the road.
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11 Governance framework for management and enforcement
of parking
For strong oversight, planning and monitoring of parking management and
enforcement as well as fixing and periodic revision of parking charges an empowered
Authority and a Management Cell may be set up with representation from Municipal
Corporation, all land owning agencies, local administration , identified public
representative(s) , traffic police, local commercial vehicle operator(s) among others.
This body will be responsible for supervision and monitoring of implementation of
local area plans and parking pricing. This Authority will also include professionals and
experts to provide the technical guidance in the matter.
11.1 Institutional structure for parking management and revenue
Successful implementation of parking management system will involve cooperation
between multiple stakeholders (such as Municipal Corporation, traffic police, planning
agencies, operators and others) at different stages of implementation. To manage all
aspects of parking in the city and to coordinate with various stakeholders, MC will
create a Parking Management Wing (PMW). The PMW should have competent
officers/professionals who are capable of managing and overseeing these complex
and highly technical tasks.
11.2 Key Functions of Parking Management Wing (PMW)
The following should be the key functions of PMW:-
• Coordinate with various relevant agencies to develop a parking management
strategy.
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• Assess parking demand in parking management zones and designate parking and
no- parking areas in consultation with the Traffic Police and other agencies.
• Determine parking fee structures and fines. Review parking rates periodically to
ensure price structures reflect changing demand patterns.
• Develop key performance indicators to monitor operator performance (eg.
occupancy rates in paid parking areas, the number of parking violations etc.).
• Procure services of external agencies to conduct parking studies from time to time
and to develop a parking management plan.
• Outsource parking operations to service provider(s) who will develop an
operating plan, implement an IT based parking management systems, manage fee
collection, enforce parking rules, and provide customer care.
• Ensure that the operator is fulfilling all contractual obligations.
• The PMW may adopt the following model to contract out parking operations to
private sector agencie(s):-
o The contract for parking operations should be awarded to a Service Provider
through a transparent bidding process i.e. e-tendering.
o The Service Provider will receive a service fee for setting up the parking
management (and enforcement) system and operating it, subject to service
level benchmarks.
o The Service Provider will be entitled to a bonus in case of good performance.
Conversely, appropriate penalties may be levied on the service provider in
case of poor performance.
o The service provider should develop an information technology (IT) based
system that will do the following:-
- Provides quick and hassle-free payment options to the customers through
mobile-phone based payment systems via an e-wallet linked to a
registered vehicle and phone number.
- Captures real-time monitoring data from parking control officers and
smart parking meters to provide feedback on parking system
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performance and support the adaptation and improvement of parking
policies to meet the changing travel demands of users.
- Provides transparent means to enforce parking rules.
- Ensure real-times access to all project data, such as a real-time
information feed from parking operations and enforcement, to the PMW
and the Traffic Police.
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12 Other issues to be addressed:
Apart from the above issues which are required to be implemented in a time
bound manner, the following actions are also to be taken by the respective
departments:-
• MC will work with the Town Planning Department/ Planning Authority to ensure
requisite changes are made to Development Control Regulations, Master Plan /
Development Plan and others.
• The preparation/ finalization of a Comprehensive Mobility Plan need to be
expedited by the concerned agencies/Department.
• Smart parking solutions viz. installation of sensors in parking areas, boom
barrier LED Displays, Mobile App etc. shall be developed under Smart City
Mission as mentioned above, for facilitation of the tourists and the
residents of the city.
• The widening of roads/junctions across the circular road shall be carried
out by M.C./HPPWD.
• The Local Administration shall enforce the provisions of Challaning etc.
across the city in a stringent manner as elaborated in respective
provisions above.
• The possibility of providing alternate mean of transport from main
junction around the city upto the city centre/Mall Road/Ridge shall be
explored and implemented so as to ease out traffic congestion on the main
circular road.
• The possibility of identifying/widening alternative roads viz. from Lift to
Slaughter House, Bemloe to Kanlog, St. Edward School to Khalini Bye-pass
etc. be explored and implemented on priority.
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13 Citizens’ cooperation and participation
Needless to State that people’s cooperation is essential to install a sense of
discipline to obey traffic and parking regulations. The creation of parking
infrastructure requires not only funds and technology but also cooperation of
the users i.e. the vehicle owners. Indiscriminate parking in front of their
business and personal places in violation of parking norms can defeat any
effort. This is a difficult aspect but it can be achieved by involving market
associations, residents associations and interest groups who are keen to make
their city a good place to live in. Public education, awareness campaigns and
public participation programmes shall play an important role in giving this
policy a wide recognition.
