Detailed Project Report for
Feeder System
for Nagpur Metro
Final Report
August 2014
1
DETAILED PROJECT REPORT FOR FEEDER SYSTEM
FOR NAGPUR METRO
Final Report
August 2014
Detailed Project Report for Feeder System for Nagpur Metro
I
Executive Summary
Introduction
Nagpur is one of the prominent cities located in Central India in the state of Maharashtra. The city
limits encompasses an area of 217 Sq. Km and the district is located on a Deccan Plateau. The city
lies at the dead center of the country making it the geographical center of India. According to 2011
census the city has reached a population of 2.4 Million with average density of 11,000 persons/ Sq.
Km.
The recent trends in population indicate that the growth rate of the city’s population may reduce in
next three decades. Whereas, with the advent of the new developments such as MIHAN the growth
rate might revive itself and the population might just double in the next fifteen years. The
Employment figures of the city indicate that 35% of the population is employed and it’s majorly
occupied by Trade and Hospitality industries. Apart from that the Transport sector also has a major
share with around 18% of the total workforce population. As per the CMP report the existing land
use distribution of the city adheres to the Urban Development Plans Formulation and
Implementation (UDPFI) Guidelines. The city also has a major share of land catered to the transport
network. This share amounts to nearly 25% covering road, rail and airways. The proposed land use
distribution of the city is envisaged to cater to the population and growth trends of the 2031
population and other economic activities.
Transport Scenario
Nagpur city is well connected with various kinds of Transportation modes from different parts of the
country. The city has a road network of around 1900 Km of which 500 Km accounts to major roads.
Some of the prominent roads in the city include Ambazari Road, CA Road, Wardha Road, Hingna
Road and Kamptee Road. The city is also well connected by Rail Network and serves as a major
junction for many North-South Rail routes. Nagpur also has decent air connectivity from the Dr.
Babasaheb Ambedkar International Airport which is 7.5 kilometres south of Nagpur city. It is
connected to some important Indian cities including Mumbai, Calcutta, Delhi, Hyderabad, Raipur and
a few (connecting flights) International flights to Sharjah, Singapore, Saudi Arabia and Bangkok.
It has been observed that the major share of the transportation within the city is of two wheelers
followed by Cars and Auto Rickshaws. The current share of Public Transportation in the city is very
low with a meagre 9%. This is due to the limited connectivity of the core areas with the Public
Transport system. Besides the Per capita trip rate of the city was found to be 1.26 for all vehicles and
0.95 for motorized vehicles. The Average Trip Length (ATL) was observed to be around 6.87 Km for
car, 5.50 Km for two wheelers, 4.52 Km for Auto and 9.40 Km for Public Transit vehicles.
The existing public transport system of the city is being maintained and operated under Maharashtra
State Road Transport Corporation (MSRTC). The transport model adopted is based on Public Private
Partnership (PPP) basis which is being operated by ‘Vansh Nimay Infra’. The city currently has a fleet
of 470 buses which includes 240 buses received under JNNURM scheme.
Detailed Project Report for Feeder System for Nagpur Metro
II
Keeping in view of the proposed developments a Comprehensive Mobility Plan (CMP) study was
conducted to evaluate the existing transport scenario and to provide effective transport solutions to
meet the Mobility demands in the coming decades. The proposal defines the Mobility pattern of the
city by suggesting integration of the Bus Rapid Transit System (BRTS) and Mass Rapid Transit System
(MRTS). After evaluating various options the two major corridors for MRTS have been recommended
which are, Corridor 1: Kamptee Road to Wardha Road and Corridor 2: CA Road to Hingna Road. The
alignment of the Metro Corridors along with the station details are shown in the Figure below:
Alignment of the Metro Corridors along with the Station Locations
Objective and Scope of the Study
The MRTS corridors being fixed routes would be requiring a secondary system which would help in
improving the connectivity and augments the ridership of the metro system. This supporting system
is called as a Feeder System. Nagpur Improvement Trust (NIT) being a prime entity of the Nagpur
Metro System has appointed Urban Mass Transit Company Limited (UMTC) to prepare a Detail
Project Report for the Feeder system for the city for the Nagpur Metro Rail.
Scope of the study includes the following tasks:
Planning of the routes for the Feeder System based on passenger demand
Assessment of the rolling stock for buses and public bicycles
Evaluation of ‘Intelligent Transport Systems’ for the Public Transport and NMT systems
Infrastructure planning and Integration strategies
Cost estimations for Infrastructure components
Suggestions on the Contracting and Operating approaches
Bus Operation and Implementation Plan
The primary focus of the study is to:
Metro Stations
Metro Alignment
Automotive Square
Nari Road
Indora ChowkKadbi Chowk
Gaddi Godam
Kasturchand ParkPrajapati Nagar
Vaishnov DeviTelephone Exchange
AgrasenChowk
ChitrauliChowk
Dosar VaisyaAmbedkar
Chowk
Nagpur Railway Stn
Zero Mile
Sitabuldi
Congress Nagar
RahateColony
Ajni Sq
ChhatrapatiSq
Jai PrakashSq
Ujwal Nagar
Airport
New AirportKhapri
Jhansi Rani Sq
IOE
Shankar Nagar Sq
LAD Chowk
DharampethColl
SubhashNagar
Rachana
VasudevNagar
BansiNagar
LokmanyaNagar
Detailed Project Report for Feeder System for Nagpur Metro
III
Establish an efficient and cost effective “Feeder Service” for the proposed Metro Rail
Providing connectivity from various zones to the Metro Stations
To compliment the metro system without denunciating the other public transit systems
To provide a Comprehensive accessibility option to all the commuters
Design of Feeder System
The requirement of the Feeder system arises from the fact that the proposed metro systems are
aligned along North-South and East-West corridors and not providing connectivity to various other
parts of the city. So to counter this effect and to effectively augment the ridership of the metro
system a supplement system is needed which is called as the Feeder system. The Nagpur Municipal
Corporation (NMC) area along with the area within the Outer Ring Road has been considered for
providing the Feeder services. This area is the buffer of 5.0 Km radius along the metro corridor.
The route selection procedure adopted for the feeder routes include evaluation of the existing
transport facilities, Study of the Desire Line patterns, Evaluation of the Zonal Impact factors i.e. Trip
Productions and Attractions, evaluation of the existing routes, route choice and finally physical route
verification. For ease of the analysis the city has been divided into four quadrants along the metro
alignment and each quadrant has been evaluated separately in conjunction with the other
quadrants. The Production-Attraction figures which are the representation of the Population and
Employment values of a zone are considered for route choice selection. The Origin-Destination data
has been evaluated zone-wise for each zone with significant trip values. These individual zones were
connected to form a chain pattern leading to the nearest metro station. Similarly the same method
has been applied for all the other zones extending its links to the feeder system. It has been
estimated that the feeder system shall cater to a total population of about 2.27 Million in the year
2021 which is nearly 76% of the total expected population by the year 2021. Also by the year 2031
about 84% (3.1M) of total population shall be catered by the feeder systems. Areas with limited
ROW were also considered and Battery Operated Vehicle (BOV) is suggested for such routes. The
feeder routes evaluated are shown in the table below:
Proposed Feeder Routes for the Nagpur Metro System
Route No
Length (Km)
Route Stations Covered
F-1 9.96 Bharatwada, Vaishnovdevi Chowk Prajapati Nagar & Vaishnodevi Chowk
F-2 6.70 Indora Chowk-Vaishali Nagar Indora Chowk
F-3 8.10 Automotive Sq- Binaki Automotive Square & Nari Road
F-4 5.40 Jaripatka-Kadbi Chowk Kadbi Chowk
F-5 8.69 CPWD Old Quarters-Kasturchand Park Kasturchand Park
F-6 6.76 Zero Mile- GS College Sq Zero Mile
F-7 6.82 Ram Nagar-LAD Chowk-Kotwal Nagar Shankar Nagar Chowk & LAD Chowk
F-8 9.70 Ajini-Sitabuldi Institute of Engineers, Jhansi Rani Square,
Rahate Colony, Sitabuldi
F-9 7.18 Lokseva Nagar-Subhash Nagar Rachana & Subhash Nagar
F-10 6.39 Surendra Nagar-Jaiprakash Nagar Chhatrapati Square, Jaiprakash Nagar & Ajni
Square
F-11 5.67 Somalwada-Ujwal Nagar Ujwal Nagar
Detailed Project Report for Feeder System for Nagpur Metro
IV
Route No
Length (Km)
Route Stations Covered
F-12 8.47 Mihan-Khapri Metro Khapri
F-13 8.10 Omkar Nagar- Chhatrapati Square Jaiprakash Nagar & Chhatrapati Square
F-14 11.30 Rameshwari-Chhatrapati Sq Jaiprakash Nagar & Chhatrapati Square
F-15 7.14 Nandhanvan Colony-Mangalwari Telephone Exchange
F-16 11.30 Police Head Quarters-Kasturchand Park Kasturchand Park, Kadbi Chowk & Gaddi
Godam
F-17 8.45 Manav Seva Nagar-Zero Mile Zero Mile
F-18 10.00 Dighori Sq-Vaishnodevi Chowk Prajapati Nagar & Vaishnodevi Chowk
F-19 6.74 Model Mills-Agrasen Chowk Nagpur Railway Station, Agrasen Chowk &
Chitrauli Chowk
F-20 7.00 Bhandewari Railway Station-Prajapati
Nagar Chowk Prajapati Nagar
F-21 2.18 Dr. Babasaheb Ambedkar International
Airport-Old Airport Old Airport
Proposed BOV Routes for the Nagpur Metro System
Route No
Length (Km)
Route Type
Route Via Point Stations Covered
Operation Unit
B-1 4.26 Circular
Old Kamptee Rd-
Telephone Exchange
Shanti Nagar, Shad Hospital, Prem Nagar, Itwari Railway Station, Marwadi Chowk,
Aazad Chowk, Nehru Putla
Telephone Exchange
BOV
B-2 4.40 Circular Hansapuri-
Agrasen Chowk
Golibar Chowk, Bharat Mata Chowk, Maskasath, Lalganj,
Gandhi Chowk, Itwari, Bhandara Rd
Agrasen Chowk & Chitrauli Chowk
BOV
B-3 4.29 Circular Lakadganj-Ambedkar
Chowk
Shastri Nagar, Hasanbag, Kota Colony, Subhash Putla,
Queta Colony
Telephone Exchange &
Ambedkar Sq BOV
B-4 3.16 Circular
Mominpur Chowk-Agrasen Chowk
Golibar Chowk, Jama Masjid, Geetanjali Chowk, Daga
Hospital, Timki
Dosar Vaishya Chowk & Agrasen Chowk
BOV
B-5 1.32 Single New Airport-
Chinch Bhawan
- New Airport BOV
B-6 3.22 Single
Yashodhara Nagar-
Automotive Sq
Sidharth Nagar PS, Ekta Ground
Automotive Square
BOV
B-7 2.88 Single Tilak Nagar-
Shankar Nagar Sq
Giripeth, Gokulpeth, Uday Nagar
Shankar Nagar Chowk
BOV
B-8 3.88 Single Hinga T-Point
- Jaitala
Prasad Nagar, Old Railway Crossing, Jaitala, Godawari
Nagar Rachana BOV
B-9 3.31 Circular Bajaj Nagar-
Shankar Nagar Chowk
Laxmi Nagar, West Shankar Nagar
Shankar Nagar Chowk
BOV
Detailed Project Report for Feeder System for Nagpur Metro
V
Route No
Length (Km)
Route Type
Route Via Point Stations Covered
Operation Unit
B-10 2.96 Single
VSPM Dental College-
Lokmanya Nagar
GH Raisoni College, Police Nagar
Lokmanya Nagar
BOV
ES*-Earthen Shoulder, PS*-Paved Shoulder
Non-Motorized Transport Strategy (NMT)
Currently the NMT facilities in the city are quite inadequate and leave a major scope of
improvement. In addition the city also has a major share of Pedestrians and Bicycle users and
minimal infrastructure for them. Keeping in view of the existing NMT facilities CMP report has
proposed two walkways, one from MSRTC Bus Terminal to Nagpur Railway Station which is of 1.9 Km
in length and the other from the Proposed Transport hub at Patvardhan Ground to MSRTC Bus
Terminal which is of 1.6 Km in length. In addition to the above proposal it is also recommended that
an FOB be constructed on Wardha road connecting Chinch Bhavan to New Airport Metro of 0.25 Km
which lies on the other side of the NH. This would not only enable proper connectivity for the
pedestrians, but it would also reduce the pedestrian vehicular interaction on the highway, thus
potentially reducing the probability of accidents.
Currently the Nagpur city has a very high share of bicycle users which contribute to around 6% of the
total mode share of the transport system. So a detailed review has suggested that various Bicycle
lanes are required for the city which would enhance their safety as well. After thoroughly evaluating
the travel pattern of the Bicycle users by using Desire line and Bandwidth diagrams a total of 86 km
length of road has been proposed for construction of the cycle track.
Considering the density of the Bicycle users a Bicycle Sharing Scheme was also suggested for the city
of Nagpur. The Bicycle sharing scheme is a global concept which runs based on a Pick and Drop
model. A total of 54 Bicycle stations were proposed which are spread across the entire city covering
the major metro stations and all prominent locations in the city. A total of 624 Bicycles would be
distributed across these stations based on the catchment area of the station.
Intelligent Transport System & Integration Strategies
Intelligent Transport System (ITS) is a path-breaking technology which helps in providing solutions
for various transportation problems. With the arrival of the Metro system and the introduction of
the Feeder as the supporting component it is quite essential to integrate these systems with the help
of ITS technology. The applications of ITS for the Feeder system includes: Passenger Information
System (PIS), Automatic Vehicle Location System (AVL), Bus Driver Console (BDS), Fare Collection
System and Central Control Centre.
To effectively operate the feeder system and to optimize the mobility options of the commuters it is
very essential to integrate various transport modes. For efficient and customer oriented operations
of a multi-modal system, integration of the facilities such as ticketing mechanisms, service plans,
monitoring and PIS is an essential component. The metro station integration plan has been designed
so as to accommodate the feeder system into the metro system. Integration of all modes at the
metro station has been synthesized in such a way so as to provide maximum ease and comfort to
the commuters. The space available at the entrance of the Metro station is expected to cater for the
Detailed Project Report for Feeder System for Nagpur Metro
VI
needs of parking of private vehicles as well as for the bus stops for the feeder system. A two-way
road has been proposed in the parking area with provision for the bus-bays. These bus bays are
specially designed to cater to the needs of the feeder buses.
Operation Plan
Estimation of fleet size of the Feeder System has been done considering various factors which
include the Run time, Dwell time, headway, route length etc. The fleet which has been estimated for
various horizon years is shown in the table below:
Fleet Size for Feeder and BOV for the Horizon Years
Sl.No. Item 2018 2021 2031
1 Feeder Fleet Required 70 102 115
2 BOV Fleet Required 25 38 54
To estimate the actual ridership values and to assess the impact of the proposed Feeder system the
routes have been evaluated using the travel demand model developed. The model was previously
developed and calibrated for the CMP Nagpur project so the same has been considered for the
ridership assessment. Figure below shows the Feeder Routes considered for the evaluation along
with the Metro Corridors.
Each of the individual routes has been evaluated using the CUBE Model and the total peak ridership
was estimated. It has been observed that the ridership of the metro is expected to increase by 11%
and 14% for the horizon year 2021 and 2031 respectively. The ridership values with and without the
feeder service are presented in the table.
Ridership values of Metro With and Without Feeder System
Year 2021 2031
Scenario W/O Feeder W Feeder W/O Feeder W Feeder
Peak Hour Ridership 37361 41632 48416 55038
Growth 11% 14%
Block Cost Estimates
The total project expenditure has been categorized into various components which include Fleet
Purchase Cost, Infrastructure Development Cost and Operational & Maintenance Cost. Various
assumptions have been made in terms of Maintenance and other cost based on the past studies. It
has to be noted that the total cost for the Feeder System recommended as per the Detailed Project
Report for Nagpur Metro Rail, Nov 2013 is Rs. 97.11 Crores for the year June 2012. This has been
estimated at a gross cost of 2% of the total metro cost. The corresponding cost for the year 2018
with an average escalation rate of 8% is estimated to be around Rs. 154 Crores. These figures are in
synchronization with the estimated block cost of the feeder system. The total consolidated cost for
establishing the Feeder system for the Metro rail is presented in the table below:
Detailed Project Report for Feeder System for Nagpur Metro
VII
Total Consolidated Feeder System Cost
S.No. Item Category 2018 2021 2031
1 Feeder System (Bus & BOV)
Rolling Stock 3,418 6,328 15,435
Infrastructure 9,125 11,550 24,982
Total (Rs. Lakhs) 12,542 17,878 40,416
2 Public Bicycle Sharing Scheme
Rolling Stock 59 75 162
Infrastructure 561 707 1,526
Total (Rs. Lakhs) 680 856 1,849
3 Pedestrian Facilities Infrastructure 425 492 802
Total (Rs. Lakhs) 425 492 802
Total Cost (Rs.Crores) with 10% Contingency 149 211 474
Revenue Estimation
The Revenue estimated from the Feeder has been divided into two categories i.e. Fare Box Revenue
and Non-Fare Box Revenue. Various assumptions were made in terms of the expenses incurred
based on past studies and the Net Surplus/Deficit has been estimated. The final figures are shown in
the table below:
Estimated Revenue from the Feeder System for current and Horizon Years
PROJECTED FINANCIALS (Figures in Rs. Lakhs)
Year 2018 2021 2031
Total Fleet 70 102 115
Income
Total Fare Revenue 2561 4243 7264
Non-Fare Revenue 38 49 83
Total Revenue 2598 4292 7347
Expenses
Fuel 1294 2399 6004
Manpower 832 1460 3367
Maintenance 356 695 2055
Insurance 50 53 21
Depreciation 121 134 139
Total Expenses 2652 4741 11586
Revenue
Net Surplus/Deficit (Rs. Crores) -0.54 -4.50 -42.39
Implementation Plan
The operation of Urban Transport System is highly complex process involving various agencies. This
gets more complex as Indian cities have many alternative modes of transport, each one having its
own importance and relevance. So an Implementation Strategy has to be developed which would
enable the coordination between various agencies.
Detailed Project Report for Feeder System for Nagpur Metro
VIII
A typical implementation plan would start by establishing a Special Purpose Vehicle (SPV) which
would coordinate with various agencies and select the operators based on various contracting
methodologies.
Conclusion
As per the National Urban Transport Policy (NUTP) a Unified Metropolitan Transport Authority
(UMTA) would be established for the city which would be heading all the Urban Transport related
operations in the city. All Urban Transport related organizations would be governed by UMTA and it
holds the prime authority for any decision making related to those operations in the specified Urban
area. Nagpur Metro Rail Corporation Limited (NMCL) being a unique entity which has been
implemented for the Operations of the Metro would also be directly governed by UMTA. In addition
existing institutional setups in the city such as City Bus Services (CBS) for operation of urban
transport system will also be governed by UMTA. The SPV which will be established for the Feeder
System should be acting in conjunction with the NMCL and would fall under the umbrella of UMTA.
As the setting up of management structures and new government institutions can take time, this
process has to begin simultaneously with the physical and operational design process.
Contents
Executive summary
1 Introduction .......................................................................................................... 1
1.1 City Profile .................................................................................................................................. 1
1.2 Socio Economic Profile ............................................................................................................... 1
1.2.1 Population .................................................................................................................................. 1
1.2.2 Employment ............................................................................................................................... 4
1.3 Land Use Plan ............................................................................................................................. 5
2 Transport Scenario ................................................................................................ 9
2.1 Road Network ............................................................................................................................ 9
2.2 Rail Network ............................................................................................................................. 10
2.3 Air Network .............................................................................................................................. 10
2.4 Existing Public Transport Connectivity ..................................................................................... 11
2.5 Proposed Developments .......................................................................................................... 12
2.6 Proposed Mass Transit Corridors ............................................................................................. 13
2.7 Objective and Scope of the Study ............................................................................................ 14
3 Design of Feeder System ..................................................................................... 16
3.1 Need for Feeder System ........................................................................................................... 16
3.2 Delineation of the Study Area .................................................................................................. 17
3.3 Approach .................................................................................................................................. 17
3.4 Route Selection Procedure....................................................................................................... 18
3.4.1 Project Influence Area .............................................................................................................. 18
3.4.2 Evaluation of the Existing Public Transport System ................................................................. 19
3.4.3 Methodology ............................................................................................................................ 20
3.5 Proposed Parking Locations ..................................................................................................... 35
4 Non-Motorized Transport (NMT) Strategy ........................................................... 37
4.1 Introduction ............................................................................................................................. 37
4.2 NMT Facilities in the City.......................................................................................................... 37
4.2.1 Pedestrian Facilities ................................................................................................................. 37
4.2.2 Bicycle Facilities ........................................................................................................................ 39
4.2.3 Public Bicycle Sharing Scheme (PBS Scheme) .......................................................................... 42
5 Intelligent Transportation System & Integration Strategies .................................. 51
5.1 Introduction ............................................................................................................................. 51
5.2 Bus Application Design ............................................................................................................. 52
5.2.1 Passenger Information System (PIS)- On Board ....................................................................... 52
5.2.2 Automatic Vehicle Location System (AVLS) ............................................................................. 53
5.2.3 Bus Driver Console (BDC) ......................................................................................................... 54
5.3 Bus Station Application Design ................................................................................................ 55
5.3.1 Electronic Display Boards ......................................................................................................... 55
5.4 Fare Collection System ............................................................................................................. 55
5.4.1 Hand Held Ticketing Devices .................................................................................................... 56
5.4.2 Smart Card................................................................................................................................ 57
5.5 Central Control Centre ............................................................................................................. 57
5.5.1 Control Centre technology options .......................................................................................... 57
5.5.2 Control Centre Software Requirements................................................................................... 58
5.6 Bus Terminal Management System (BTMS) ............................................................................. 58
5.7 Project Recommendations ....................................................................................................... 59
5.8 Station Integration Strategy ..................................................................................................... 59
6 Operation Plan and Block Cost Estimation ........................................................... 65
6.1 Operation Plan ......................................................................................................................... 65
6.1.1 Introduction ............................................................................................................................. 65
6.1.2 Ridership Estimation ................................................................................................................ 65
6.1.3 Estimation of Fleet Size for Feeder Routes .............................................................................. 66
6.1.4 Operational Infrastructure ....................................................................................................... 71
6.2 Cost Estimations ....................................................................................................................... 73
6.2.1 Fleet Purchase Cost .................................................................................................................. 73
6.2.2 Infrastructure Development Cost ............................................................................................ 74
6.2.3 Maintenance Cost .................................................................................................................... 75
6.3 Revenue Estimation ................................................................................................................. 76
7 Implementation Plan ........................................................................................... 78
7.1 Introduction ............................................................................................................................. 78
7.1.1 Prime Authority ........................................................................................................................ 78
7.1.2 Special Purpose Vehicle ........................................................................................................... 78
7.1.3 Route Permits ........................................................................................................................... 79
7.1.4 Bus Stop Contracts ................................................................................................................... 79
7.1.5 Advertisement Potential .......................................................................................................... 80
7.1.6 ITS Operations .......................................................................................................................... 81
7.1.7 Bus Operations ......................................................................................................................... 82
7.2 Project Phasing ......................................................................................................................... 88
7.3 Conclusion ................................................................................................................................ 90
List of Tables
Table 1-1: Decadal Growth Rate from 1951 to 2011 .............................................................................. 1
Table 1-2: Population Forecast Methods ................................................................................................ 3
Table 1-3: Population Projections based on Incremental Increase Method .......................................... 4
Table 1-4: Activity Share of MIHAN Area ................................................................................................ 5
Table 1-5: Proposed Land Use pattern of the Nagpur City ..................................................................... 7
Table 2-1 Bus Operation Details of the Nagpur City ............................................................................. 12
Table 2-2: Alignment of Nagpur Metro Rail Proposed by DMRC .......................................................... 14
Table 3-1: Proposed Feeder Routes for the Nagpur Metro System ..................................................... 25
Table 3-2: Proposed BOV Routes for the Nagpur Metro System ......................................................... 27
Table 3-3: Proposed Parking Locations for the Feeder Buses............................................................... 36
Table 4-1: Bicycle Station Locations and Type ...................................................................................... 47
Table 4-2: Estimated Fleet Size for PBS-Scheme .................................................................................. 49
Table 6-8: Ridership values of Metro With and Without Feeder System ............................................. 66
Table 6-1: Average Estimated Speeds from Speed and Delay Survey .................................................. 67
Table 6-2: Fleet Size for Feeder System for the Horizon Year 2018 ..................................................... 68
Table 6-3: Fleet Size for Feeder System for the Horizon Year 2021 ..................................................... 68
Table 6-4: Fleet Size for Feeder System for the Horizon Year 2031 ..................................................... 69
Table 6-5: Fleet size estimation for BOV for the Horizon Year 2018 .................................................... 70
Table 6-6: Fleet size estimation for BOV for the Horizon Year 2021 .................................................... 70
Table 6-7: Fleet size estimation for BOV for the Horizon Year 2031 .................................................... 71
Table 6-9: Block Cost Estimates for Rolling Stock for Feeder System ................................................... 74
Table 6-10: Infrastructure Development Cost ...................................................................................... 74
Table 6-11: Rate Assumptions for the Feeder System .......................................................................... 75
Table 6-12: Operating Assumptions for the Feeder System ................................................................. 75
Table 6-13: Maintenance Assumptions for the Feeder System ............................................................ 75
Table 6-14: Total Consolidated Feeder System Cost ............................................................................ 76
Table 6-15: Estimated Revenue from the Feeder System for current and Horizon Years .................... 77
Table 7-1: Comparison Chart of various Contract Models ................................................................... 86
Table 7-2: Responsibility Matrix under various Implementation Modes ............................................. 88
Table 7-3: Project Phasing for the Implementation of the various Projects ........................................ 89
Table 7-4: Implementation Program for various projects for Nagpur Feeder System ......................... 89
List of Figures
Figure 1-1: Decadal Population Growth of Nagpur ................................................................................ 2
Figure 1-2: Decadal Population Growth Rate of Nagpur ........................................................................ 2
Figure 1-3: Estimated Population trends in Nagpur City ........................................................................ 3
Figure 1-4: Workforce Participation of Nagpur City ............................................................................... 4
Figure 1-5: Existing Land Use Plan of Nagpur City .................................................................................. 6
Figure 1-6: Existing Land Use Distribution of Nagpur City ...................................................................... 6
Figure 1-7: Proposed Land Use Distribution of Nagpur City ................................................................... 7
Figure 2-1: Major Road Network of the Nagpur City .............................................................................. 9
Figure 2-2: Existing Rail Network of Nagpur ......................................................................................... 10
Figure 2-3: The current mode split of the Nagpur city ......................................................................... 10
Figure 2-4: City Bus Transport Route Map for the city of Nagpur ........................................................ 11
Figure 2-5: Proposed Mass Transit System for the Nagpur City ........................................................... 13
Figure 2-6: Alignment of the Metro Corridors along with the Station Locations ................................. 14
Figure 3-1: Feeder system in the form of Mini-Bus and Battery Operated Vehicles ............................ 16
Figure 3-2: Project Study Area within 5.0 Km Radius ........................................................................... 17
Figure 3-3: Feeder System Route Selection procedure ........................................................................ 18
Figure 3-4: Zones falling in the 5.0 km buffer zone of the metro stations ........................................... 19
Figure 3-5: Existing PT Network with the Proposed Metro Corridor .................................................... 20
Figure 3-6: PIA divided into various Quadrants along the Metro Alignment ....................................... 21
Figure 3-7: Production Attraction chart for various zones in the PIA ................................................... 21
Figure 3-8: Desire Line Pattern of the various zones ........................................................................... 22
Figure 3-9: Potential Catchment (PA) served by the Feeder Routes .................................................... 23
Figure 3-10: Potential Population served by the Feeder Routes .......................................................... 23
Figure 3-11: Feeder Route F-1 .............................................................................................................. 29
Figure 3-12: Feeder Routes F-2, F-3 & F-4 ............................................................................................ 29
Figure 3-13: Feeder Routes F-5 & F-6 ................................................................................................... 30
Figure 3-14: Feeder Routes F-7 & F-8 ................................................................................................... 30
Figure 3-15: Feeder Routes F-9 & F-10 ................................................................................................. 31
Figure 3-16: Feeder Route F-11 ............................................................................................................ 31
Figure 3-17: Feeder Route F-12 ............................................................................................................ 32
Figure 3-18: Feeder Routes F-13 & F-14 ............................................................................................... 32
Figure 3-19: Feeder Route F-15 ............................................................................................................ 33
Figure 3-20: Feeder Routes F-16 & F-17 ............................................................................................... 33
Figure 3-21: Feeder Routes F-18 & F-19 ............................................................................................... 34
Figure 3-22: Feeder Route F-20 ............................................................................................................ 34
Figure 3-23: Feeder Route F-21 ............................................................................................................ 35
Figure 3-24: Probable Parking Locations for Feeder Buses .................................................................. 36
Figure 4-1: Proposed Walkway from MSRTC Bus Terminal to Nagpur Railway Station & Proposed
Transport Hub at Patvardhan Ground .................................................................................................. 38
Figure 4-2: Proposed Walkway from Chinch Bhavan Area to New Airport Metro Station .................. 38
Figure 4-3: Desire Line Pattern for the Cycle trips ................................................................................ 39
Figure 4-4: Bandwidth Diagrams of the Cycle trips .............................................................................. 40
Figure 4-5: Proposed Cycle Track network ........................................................................................... 41
Figure 4-6: Bicycle Sharing Scheme Operational in Delhi ..................................................................... 42
Figure 4-7: Bicycle Sharing Scheme in IISC Bangalore .......................................................................... 43
Figure 4-8: Velib Bicycle Docking Station in Paris ................................................................................. 44
Figure 4-9: Bicycle Station Map for Velib in Paris ................................................................................. 44
Figure 4-10: Concept of Bicycle Sharing ............................................................................................... 45
Figure 4-11: Bicycle Station Locations for the entire City ..................................................................... 48
Figure 5-1: Passenger Information System –On Board ......................................................................... 52
Figure 5-2: Bus Driver Console –On Board ............................................................................................ 54
Figure 5-3: Electronic Display Board at Bus Station .............................................................................. 55
Figure 5-4: Hand Held ticketing device ................................................................................................. 56
Figure 5-5: Central Control Centre communication link with GPS ....................................................... 58
Figure 5-6: Station Integration Plan for Nagpur International Airport and Metro Station................... 61
Figure 5-7: Station Integration Plan for Nagpur International Airport at the Metro Station ............... 62
Figure 5-8: Station Integration Plan for Nagpur International Airport at the Airport Region .............. 63
Figure 6-1: Feeder Routes with the Metro Corridor ............................................................................. 65
Figure 6-2: Proposed Locations for Interchange ................................................................................... 72
Figure 7-1: Various Agencies Involved in the Implementation ............................................................. 79
Figure 7-2: Typical Bus-Stop Model for Nagpur City ............................................................................. 80
Figure 7-3: Typical Advertising option for a Bus ................................................................................... 81
Figure 7-4: Overview of the ITS Framework ......................................................................................... 82
Figure 7-5: Various Components of Bus Operations ............................................................................. 82
Figure 7-6: Typical Implementation Plan Mechanism .......................................................................... 83
Abbreviations
AFCS Automatic Fare Collection System
AVL Automatic Vehicle Location System
BDC Bus Driver Console
BOT Built-Own Transfer
BOV Battery Operated Vehicle
BPO Business Process Outsourcing
BRTS Bus Rapid Transit System
BTMS Bus Terminal Management System
CBD Central Business District
CBS City Bus Service
CCC Central Control Centre
CDP City Development Plan
CMP Comprehensive Mobility Plan
DIMTS Delhi Integrated Multi-Modal Transit System
DMRC Delhi Metro Rail Corporation
ETVM Electronic Ticket Vending Machine
FOB Foot Over Bridge
GPS Global Positioning System
IPT Intermediate Public Transport
ITES Information Technology Enabled Services
ITS Intelligent Transportation System
MIHAN Multimodal International Hub Airport -Nagpur
MRTS Mass Rapid Transit System
MSRTC Maharashtra State Road Transport Corporation
NIT Nagpur Improvement Trust
NMC Nagpur Municipal Corporation
NMCL Nagpur Metro Rail Corporation Limited
NMPL Nagpur Mahanagar Parivahan Ltd
NMT Non Motorized Transit
NUTP National Urban Transport Policy
PA Productions Attractions
PBS Public Bicycle Sharing Scheme
PIA Project Influence Area
PIS Passenger Information System
PPP Public Private Partnership
PT Public Transit
ROW Right of Way
SCN Security Camera Network System
SEZ Special Economic Zone
SPV Special Purpose Vehicle
TMCC Transit Management Control Centre
UDPFI Urban Development Plans Formulation and Implementation
UMTA Unified Metropolitan Transport Authority
UMTC Urban Mass Transit Company
VNIL Vansh Nimay Infraprojects
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1 Introduction
1.1 City Profile Nagpur is one of the third largest city in Maharashtra and the largest in Central India. Due to its
positioning and being a geographical center of the country it also acts as a transition point between
North-South and East-West corridors. Nagpur is the seat of the annual winter session of the
Maharashtra state assembly, "Vidhan Sabha". Nagpur is a major commercial and political centre of
the Vidarbha region of Maharashtra. It has completed 300 years of establishment in the year 2002.
The city of Nagpur acts as the headquarter for the Nagpur district which carries a population of over
4.6 Million with a share of more than 60% contributing towards the urban agglomerate. The city in
recent times has reached a population of nearly 2.4 Million according to 2011 census. The average
density of the Nagpur city is estimated to be 11000 persons/ sq.km (Census of India, 2011).
The city is also known as Orange City and Tiger Capital of India since it connects to many tiger
reserves in the country. The Nagpur city lies at the dead center of the country with Zero Mile marker
indicating the geographical center of India. Due to its proximity from various parts of the country the
city is also emerging as one of the Economical hubs in recent times.
1.2 Socio Economic Profile Nagpur being the geographical centre of the country has still seen a slight decline in the population
growth over past few decades. But due to changing economic reforms and its ability to provide
accessibility to various parts of the country it has been one of the most favourable cities in terms of
Transportation sector.
1.2.1 Population
The Table 1-1 shows population of Nagpur city over past six decades. It can be observed that there is
a constant decrease in the population growth rate of the city. As per the census data it has been
observed that there is a significant drop in the migrating population to the city from 26% to 17%
from 1991-2001 to 2001-2011 respectively. This sudden drop can be attributed to the fact that the
cities attractiveness is not on par compared to other cities of similar dynamics. This attractiveness
factor can be attributed to the cities business and employment opportunities which were quite lean
over past few decades.
Table 1-1: Decadal Growth Rate from 1951 to 2011
Decade Population Growth Rate
1951 449000
1961 644000 43%
1971 866000 34%
1981 1217000 41%
1991 1622820 33%
2001 2051320 26%
2011 2398165 17%
Source: Census of India, 1951-2011
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Nagpur being one of the prominent cities of Maharashtra besides Mumbai and Pune, is spread
across an area of 217 Sq. Km. which accounts to only 2.2% of the total district area. Considering the
past trends of the city it has been estimated that it would take more than two decades for the city’s
population to be doubled. The Figure 1-1 shows the past growth trend of the population for the city
of Nagpur.
Figure 1-1: Decadal Population Growth of Nagpur
Source: Census of India, 1921-2011
As per the 2011 census the city has witnessed a population of nearly 2.4 Million with a decadal
growth of 17% compared to 26% in the previous decade. In addition to that the distribution of the
population of the city is also quite uneven. It can be noticed that the city is mainly characterized by
low-rise developments in the core or older areas and left parched with lot of vacant land in the outer
areas. The variation in densities is also observed to be quite high, ranging from 700-850 Per/Ha
(Census 1991) along NH-6 and NH-7 to 10-150 Per/Ha along the peripherals. The Figure 1-2 below
shows the decline in growth trend over past decade.
Figure 1-2: Decadal Population Growth Rate of Nagpur
Source: Census of India, 1921-2011
48%
40%
49%
43%
34%
41%
33%
26%
17%
0%
10%
20%
30%
40%
50%
60%
Gro
wth
Rat
e
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The CDP study (2007) suggested that based on the linear projection method, the growth rate may
reduce in the next three decades. Accordingly, it would take another 25 years for the Nagpur’s
population to become twice as the current. But, considering the recent development projects like
Multimodal International Hub Airport – Nagpur (MIHAN) in the city, Nagpur’s growth rate may
revive itself and Nagpur’s population may become double in just next 15 years. The Figure 1-3 shows
the estimated corrected population growth under the influence of MIHAN.
Figure 1-3: Estimated Population trends in Nagpur City
Source: CDP-Nagpur, 2007
In addition to the establishment of MIHAN, Nagpur is also expected to be established as one of the
major IT sectors in the country. Nagpur also has large number of technical institutes which can cater
to the rising needs of the IT-ITES industry in the region by generating enough manpower resources.
Nagpur also being considered as a low living cost city has become a prime destination for
Information Technology Enabled Services (ITES) and Business Process Outsourcing (BPO) units.
Industry giants like Shapoorji Pallonji and L&T Infocity have already taken up the process of setting
up their industries. All these factors in amalgamation will definitely have a considerable amount of
impact on the population growth trends of the city. The CMP report has evaluated various methods
for population growth estimation and the figures of estimated growth values by various methods are
shown in Table 1-2.
Table 1-2: Population Forecast Methods
Sl.No. Forecasting Methods Base Year
Population Forecasted Population
2011 2021 2031 2041
1 Arithmetic Increase method 2,398,165 3,164,248 3,547,289 3,930,330
2 Incremental Increase method 2,398,165 3,077,536 3,720,711 4,450,598
3 Geometrical Progression method 2,398,165 3,145,862 3,914,475 4,682,372
4 Exponential Method 2,398,165 3,743,731 4,990,733 4,990,733
5 Power Method 2,398,165 4,910,911 5,716,868 5,716,868
6 Log Method 2,398,165 2,263,436 2,390,831 2,390,831
Source: CMP-Nagpur, 2013
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Keeping in view of the actual growth trends and to effectively reduce the percentage error the
Incremental Increase method has been adopted for population estimation. The population figures
estimated based on this method is shown in the Table 1-3.
Table 1-3: Population Projections based on Incremental Increase Method
Year Estimates Year Estimates Year Projections Year Projections
1991 1,622,820 2001 2,051,320 2011 2,398,165 2021 3,145,862
1992 1,661,295 2002 2,083,617 2012 2,464,139 2022 3,215,385
1993 1,700,681 2003 2,116,423 2013 2,531,927 2023 3,286,445
1994 1,741,002 2004 2,149,746 2014 2,601,580 2024 3,359,076
1995 1,782,279 2005 2,183,593 2015 2,673,150 2025 3,433,311
1996 1,824,534 2006 2,217,973 2016 2,746,688 2026 3,509,188
1997 1,867,791 2007 2,252,894 2017 2,822,249 2027 3,586,741
1998 1,912,073 2008 2,288,365 2018 2,899,890 2028 3,666,008
1999 1,957,405 2009 2,324,395 2019 2,979,666 2029 3,747,026
2000 2,003,813 2010 2,360,992 2020 3,061,636 2030 3,829,836
Source: CMP-Nagpur, 2013
1.2.2 Employment
Based on the 2011 census data it has been observed that the Employed population in Nagpur is only
35% with around 80% of the share being occupied by male population. A detailed look into the
workforce participation is revealed in Figure 1-4. It can be observed that Trade and Hospitality
business is a major occupation of the residents followed by the construction industry. On the other
hand Transportation industry has a share of almost 18% in the total workforce population. This is
clear indication of the concourse of the transportation activities being planned in the city and
divergent effect of all the routes being merged in the city.
Figure 1-4: Workforce Participation of Nagpur City
Source: NSS 55
th Round, Census of India, 2001
Agriculture0.60%
Mining0.80%
Manufacturing15.40%
Water and electricity Works
0.30%
Construction20.60%
Trade, hotels and restaurants
36.30%
Transport17.60%
Other Services8.40%
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MIHAN (Multi-Modal International Hub Airport of Nagpur)
MIHAN is considered as one of the economic break through project not only for Nagpur but for the
entire country. The project is delineated into two different parts which consists of International
Airport which shall act as Cargo Hub and a Special Economic Zone (SEZ) which shall target at the
residential group. The proposed MIHAN project is expected to spread over 4,350 hectares at a cost
of Rs.2000 crores, with a capacity to handle 14 Million air passengers and 0.8 Million Tons of Cargo
annually by year 2030. The employment generation potential is estimated to be about 0.1 Million
direct jobs by year 2018. Around 18% of the working population is expected to cater to the
Transportation sector and other related industries. The distribution of various industries is shown in
the Table 1-4.
Table 1-4: Activity Share of MIHAN Area
Activity Area (Hectares)
Airport 1200
Road-Rail Terminal 200
SEZ 1475
- Captive Power 52
- IT Parks 400
-Health City 50
-Other Manufacturing & Value Added Units 963
Residential, Open spaces, Hotels, Roads, Water Supply 1140
Total 4025
Source: Maharashtra Airport Development Corporation
1.3 Land Use Plan Currently NIT has prepared the land use plan for the first phase that covers approx. 1,520 sq.km of
the area of Nagpur district which accounts to 9810 sq. km. The Metropolitan Region is envisaged by
the government for catering to Nagpur Region population by 2031. At present concentration is on
the southern part because of MIHAN. The Figure 1-5 shows the Existing Land use Plan for the Nagpur
city.
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Figure 1-5: Existing Land Use Plan of Nagpur City
Source: CMP-Nagpur, 2013
As per the CDP report the total area within the Municipal Corporation’s limit is 217.56 sq. km. of
which only 83.40 sq. km. (38%) is developed. About 38% of the land is under agriculture and forest
cover and 4% is under nallahs and water bodies, the balance 20% cannot be developed. The
distribution of the developed area (as on 25th Sept. 1984) is given in Figure 1-6.
Figure 1-6: Existing Land Use Distribution of Nagpur City
Source: Development Plan of Nagpur, 1986-2011
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As stated in the CMP report the current land use distribution adheres to the Urban Development
Plans Formulation and Implementation (UDPFI) Guidelines. The city also has a major share of land
catered to the transport network. This share amounts to nearly 25% covering road, rail and airways.
The proposed land use distribution of the city is envisaged to cater to the population and growth
trends of the 2031 population and other economic activities. The proposed Land Use distribution for
2031 is shown in the Figure 1-7.
Figure 1-7: Proposed Land Use Distribution of Nagpur City
Source: Nagpur City Environmental Status Report, 2011-12, Nagpur Municipal Corporation
It can be observed that the major portion of land is allocated to green belt so as to preserve the
environment. Table 1-5 shows the Proposed Area Land Use pattern for the city.
Table 1-5: Proposed Land Use pattern of the Nagpur City
Sl.No Type of User Proposed Area (Ha) % with
Urbanisable Area
1 Residential 7037.84 22.68
2 Shops & other commercial 419.47 1.35
3 Weekly and or daily markets 100.25 0.32
4 Ware house & government Godowns 126.91 0.14
5 Industries & work shops 847.32 2.73
6 Educational institutions 1304.12 4.2
7 Government & other offices 840.05 2.71
8 Hospital & dispensaries 454.45 1.46
9 Worship Places 99.37 0.32
10 Open Spaces Gardens & Play Grounds 804.28 2.59
11 Roads (50 ft and above) 1164.39 3.75
Residential23% Industrial
3%
Educational4%
Government Lands
3%Roads (50 ft and above)
4%Railways
5%Airforce8%
Water bodies3%
Allocated Land17%
Green Belt21%
Others9%
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Sl.No Type of User Proposed Area (Ha) % with
Urbanisable Area
12 Railways 1756.08 5.66
13 Airforce, defence & police premises 2418.42 7.79
14 Water bodies 930.56 3
15 Burning Ghats, Burial grounds 83.01 0.27
16 Open land committed under schemes 5354.6 17.25
17 Government agriculture farms 531.7 1.71
18 Vacant lands 174.78 0.56
19 Green belt & agricultural land 6592.7 21.24
Total 31040.3 100
Source: Nagpur City Environmental Status Report, 2011-12, Nagpur Municipal Corporation
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2 Transport Scenario The city currently has a very dynamic Transportation network and is connected by Road, Rail and Air
with various parts of the country. The strategic positioning of the city has also helped in promoting a
very good transportation network.
2.1 Road Network The orientation of the city is radial in nature with a circumferential network pattern being
supplemented by outer and inner ring roads. Some of the major corridors in the city having
significant traffic include:
• Amravati Road
• Ghat Road
• Ajni Road
• Central Avenue Road
• Ambazari Road
• Wardha Road
• RPTS Road
• Hingna Road
• Kamptee Road
The total length of the roads in the city amount to 1907 Km (CDP 2007 study) out of which 500 Km
contribute towards the major roads and rest accumulating towards the collector roads. The major
road network of the city is presented in the Figure 2-1.
Figure 2-1: Major Road Network of the Nagpur City
Source: CMP-Nagpur, 2013
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Two wheeler65%
Car/ Van / Jeep12%
Public transport 9%
Auto Rickshaw
13%
2.2 Rail Network Nagpur Central Railway Station connects major railway trunk routes. An electrified broad gauge
railway track connects Nagpur to the four major metros. Destinations connected include Mumbai,
Delhi, Calcutta, Chennai, Kolhapur, Pune, Ahmedabad, Hyderabad, Jammu, Amritsar, Lucknow,
Varanasi, Bhubaneshwar, Cochin, Thiruvananthapuram, Gorakhpur, Visakhapatnam, Bangalore,
Mangalore, Patna and Indore. The Rail Network in the Study area is presented in the Figure 2-2.
Figure 2-2: Existing Rail Network of Nagpur
Source: CMP-Nagpur, 2013
2.3 Air Network Sonegaon (Dr. Babasaheb Ambedkar International Airport) airport is 7.5 kilometres south of Nagpur
city. It is connected to some important Indian
cities including Mumbai, Calcutta, Delhi,
Hyderabad, Raipur and a few (connecting
flights) international flights to Sharjah,
Singapore, Saudi Arabia and Bangkok. On the
other hand the transport connectivity within
the city is served by various modes including
public and private transport modes. The
current mode share of the city is presented in
the Figure 2-3.
Figure 2-3: The current mode split of the Nagpur city Source: Primary Survey Data- CMP, Nagpur-2013
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It can be observed that the major share of transportation within the city is through two wheelers
followed by Cars and Auto Rickshaws. Currently the dependability of Public Transportation in the city
is quite low and its only meagre 9%. This is mainly due to the fact that the concentration of the
Public Transport Network is primarily on the major corridors along the city and penetration into the
dense areas is quite low. This effectively leads to a reduced ridership values contributing to a lesser
share of PT modes.
In addition it has been observed that the per capita trip rate was found to be 1.26 and for motorized
vehicles it came to around 0.95. And the Average Trip Length (ATL) was observed as 6.87 Km for car,
5.50 Km for two wheelers, 4.52 Km for Auto and 9.40 Km for Public Transit vehicles.
2.4 Existing Public Transport Connectivity The current transportation system of Nagpur city is being maintained and operated by Maharashtra
State Road Transport Corporation (MSRTC). The transport model adopted is based on Public Private
Partnership (PPP) basis which is being operated by ‘Vansh Nimay Infra’. The existing Public Transport
system of the city is quite robust, yet inadequate in meeting the transport demand of the
commuters. The effectiveness of the Public Transport system mainly depends on its spread and
network coverage. Whereas the Nagpur’s public transport network mainly seems to concentrate on
certain routes which limits its utility. The current public transport infrastructure has a total of 470
buses including 240 buses received under JNNURM funding scheme.
Currently there are various kinds of buses being operated in the city. The seating capacity of the
buses ranges from 28 to 44 seats. The buses are operated on all major routes and many of them are
centrally connected to the Sitabuldi station which acts as a central terminal for the passengers to
commute to various parts of the city. The Figure 2-4 shows the existing bus route map for the
Nagpur City and Table 2-1 shows the current bus Operation Details in the city.
Figure 2-4: City Bus Transport Route Map for the city of Nagpur
Source: City Bus Service, Nagpur
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Table 2-1 Bus Operation Details of the Nagpur City
Bus make No of Buses Type Capacity Fuel Efficiency (KM/PL)
TATA RESLF 60 1610/1612 Re 44 Seater 3
TATA FESLF 218 1512 TC 44 Seater 3
Ashok Leyland 112 4/85 SLF BS III 44 Seater 3.5
Eicher 80 1090 Star Line 28 Seater 4
Source: City Bus Service, Nagpur
2.5 Proposed Developments The city has recently become a home for a Multi-Modal International Cargo Hub and Airport termed
as MIHAN. The project is considered as a mile stone in the economic development of the country. It
provides an added advantage of not only being connected to various corners of the country by air,
but also being integrated with Rail and Road.
Keeping in purview of the various economic activities being planned in and around the city, the
transportation system of the city is expected to change dynamically in coming decades. In addition
to above, increase in urban agglomerates and interaction between various land uses makes
Transport System planning as the need of the hour. In this context Nagpur Improvement Trust (NIT)
has recently awarded Urban Mass Transit Company Limited (UMTC) an assignment to carry out a
Comprehensive Mobility Plan Study (CMP) for the city.
The study was an initiative to provide a medium and long term transportation plans which can be
strategically developed in phases. The study was also expected to provide sustainable and cost-
effective solutions so as to enhance the Transport System of the city and meet the Mobility demands
in coming decades. The study was finally concluded with various proposals which focused on:
Development of Public Transport System in concurrence with the Land Use development
To enhance the safety and efficiency of Pedestrians and Non Motorized Transit (NMT) users
To develop transportation solutions which are environment friendly and cost effective
To formulate a Parking Management Strategy which reduces the need for Private modes and
increases the Utility of Public Transport System
Among the various proposals which were presented, the Public Transport Strategy was delineated as
one of the major proposal which is expected to influence the mobility pattern of the city in coming
years. The proposal defines the Mass Transit Mobility of the city by integrating various modes of
transportation such as Bus Rapid Transit System (BRTS) and Mass Rapid Transit System (MRTS).
Various options have been evaluated in the study and a final Public Transport Model has been kept
in place. The study recommends two major corridors for MRTS i.e. Corridor 1: Kamptee Road to
Wardha Road and Corridor 2: CA Road to Hingna Road. Figure 2-5 shows the proposed MRTS
corridors of the city.
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Figure 2-5: Proposed Mass Transit System for the Nagpur City
Source: CMP-Nagpur, 2013
The development of the MRTS and BRTS corridors would definitely enhance the Mobility of the
commuters, provided there is proper accessibility and integrity between these systems. Though the
existing bus connectivity is quite robust, this may not be sufficient enough to handle the changing
land use pattern in the city due to its rapid economic growth. On the other hand the proposed
Metro Systems are expected to meet the travel demand, but it will not be effective if there is a lag in
the connectivity between the systems. This problem can be addressed by proposing “Feeder
Services” through various parts of the city connecting to the nearest Metro Stations. To evaluate the
efficiency and the effectiveness of the Feeder Services the Nagpur Improvement Trust (NIT) has
appointed Urban Mass Transit Company (UMTC) to prepare a “Detailed Project Report for Feeder
System for Nagpur Metro Rail”.
2.6 Proposed Mass Transit Corridors The Nagpur Metro corridor is proposed along East-West and North-South corridors. The alignment
of the routes and the length of the individual corridors is presented in Table 2-2 and the Figure 2-6
shows the location of various stations along the alignment.
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Table 2-2: Alignment of Nagpur Metro Rail Proposed by DMRC
Alignment (Proposed by DMRC)
Detail Route
Alignment-1 North-South Corridor (19.658 km, 17 Stations)
Automotive Square, along Kamptee Road, Wardha Road, Variety Square to Abhyankar Road, along Nag River alignment will fall on Humpyard Road, Rahate Colony Road, Wardha Road, Parallel to Railway Line, Khapri Station and finally in MIHAN Area near concor depot
Alignment-2 East – West Corridor (18.557 km, 19 Stations)
From Prajapati Nagar, along Central Avenue Road, Railway Feeder Road, Jhansi Rani Chowk, North Ambazari Road, Hingna Road, Lokmanya Nagar
Source: DPR, Nagpur Metro Rail
Figure 2-6: Alignment of the Metro Corridors along with the Station Locations
Source: DPR, Nagpur Metro Rail
2.7 Objective and Scope of the Study The success of any Public Transit system mainly depends on its accessibility from various parts of the
city. Wherein for MRTS the route is predefined and connectivity to all parts of the city is not
possible. So a secondary system should be established which helps in augmenting the ridership of
the primary system by providing proper connectivity. This supporting system is called as a Feeder
System. Nagpur Improvement Trust (NIT) being a prime entity of the Nagpur Metro System has
appointed Urban Mass Transit Company Limited (UMTC) to prepare a Detail Project Report for the
Feeder system for the city for the Nagpur Metro Rail.
Metro Stations
Metro Alignment
Automotive Square
Nari Road
Indora ChowkKadbi Chowk
Gaddi Godam
Kasturchand ParkPrajapati Nagar
Vaishnov DeviTelephone Exchange
AgrasenChowk
ChitrauliChowk
Dosar VaisyaAmbedkar
Chowk
Nagpur Railway Stn
Zero Mile
Sitabuldi
Congress Nagar
RahateColony
Ajni Sq
ChhatrapatiSq
Jai PrakashSq
Ujwal Nagar
Airport
New AirportKhapri
Jhansi Rani Sq
IOE
Shankar Nagar Sq
LAD Chowk
DharampethColl
SubhashNagar
Rachana
VasudevNagar
BansiNagar
LokmanyaNagar
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Scope of the study includes the following tasks:
Planning of the routes for the Feeder System based on passenger demand
Assessment of the rolling stock for buses and public bicycles
Evaluation of ‘Intelligent Transport Systems’ for the Public Transport and NMT systems
Infrastructure planning and Integration strategies
Cost estimations for Infrastructure components
Suggestions on the Contracting and Operating approaches
Bus Operation and Implementation Plan
The primary focus of the study is to:
o Establish an efficient and cost effective “Feeder Service System” for the proposed
Metro Rail
o Providing connectivity from various zones to the Metro Stations
o To compliment the metro system without denunciating the other public transit
systems
o To provide a Comprehensive accessibility option to all the commuters
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3 Design of Feeder System The aim of the project is to evaluate the Transportation infrastructure and provide a suitable
mobility plan for the Feeder Bus Service system for the Metro Rail Corridors. The city currently
handles a fleet of Buses as a major Public Transport system under the governance of Maharashtra
State Road Transport Corporation (MSRTC). The transport model adopted is based on Public Private
Partnership (PPP) basis which is being operated by ‘Vansh Nimay Infra’.
As part of the Development Plan for the city of Nagpur it has been suggested that a Higher Order
Public Transport System should be implemented to handle the increasing population which is
anticipated due to proposed economic developments such as MIHAN. To evaluate the feasibility of
the Higher Order System and to suggest an appropriate system, NIT has appointed DMRC to provide
consultancy services for preparation of Detailed Project Report for the Metro Rail System.
3.1 Need for Feeder System The proposed MRTS corridor is aligned along the North-South and East-West. But the geographical
orientation of the city is radial in nature. This in fact reduces the direct accessibility to the metro
stations and in turn increases the number of transfers and dependability on other systems. So to
counter this effect and to effectively augment the ridership of the metro system a supplement
system is needed which is called as the Feeder system. The Figure 3-1 shows the kind of feeder
systems for metro which have generally being adopted. These modes are successfully being
operated as feeder services for Delhi Metro.
It is seen that the Feeder buses are usually Mini or Midi buses with a seating capacity of 20-40
passengers. The buses are operated at shorter frequencies to match the metro frequency. On the
other hand the Battery Operated Vehicles are small vehicles which are operated on battery which is
fixed in the vehicle. The vehicle has a seating capacity of 3-5 passengers including a driver. On each
charge the vehicle runs for 50 to 80 Km on average. The size of the vehicle being too small is an
advantage and helps it manoeuvre in tight corners and narrow roads. This helps in commuting the
vehicle through crowded commercial and residential areas which effectively helps in increasing the
ridership. The Figure 3-1 shows the kind of feeder systems currently in operation in Delhi.
Figure 3-1: Feeder system in the form of Mini-Bus and Battery Operated Vehicles
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3.2 Delineation of the Study Area For study purpose, the area under NMC is important for considering intensity of the mobility and
understanding the travel pattern in the city. However this needs to be assessed with the traffic
impact within the rest of the metropolitan area. So NMC area along with the area within outer ring
road is considered for providing various mobility development schemes but the impact of
metropolitan region will be considered to formulate corresponding schemes. The area outside
Nagpur Metropolitan Region will be considered as a part of external zones. Since the CMP study has
already been completed recently, hence the same study area boundaries have been considered for
this study purpose as well. The study area considered is shown in the Figure 3-2.
Figure 3-2: Project Study Area within 5.0 Km Radius
3.3 Approach The recently completed CMP study would be used as the base document for utilizing the existing
information for the planning, designing and evaluation of the feeder services. So the approach and
the methodology of the study have been devised in a fashion where it would make a maximum
utilization of the existing data and any other secondary information available pertaining to the study
area.
The study identifies the Public Transport Travel Pattern derived from a Transport Demand Model
and defines potential feeder services that would enhance the connectivity to the Metro system. The
study has the following components:
Review of the existing travel demand pattern and mobility options available
Review of past mobility studies conducted pertaining to the study area
Metro Corridor
Metro Station
5.0 Km Buffer Zone
Automotive Square
Sitabuldi
MIHAN
CA Road
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Review of the proposed MRTS corridors
Identification of the traffic generating areas/catchment areas
Identifying the areas/zones which lack proper metro connectivity
Proposing the new feeder routes connecting various zones/hubs/activity centres which are
not already covered by the other systems
Exploring the integration of the existing bus routing pattern to provide viable feeder services
3.4 Route Selection Procedure The methodology for the selection of the feeder routes consists of various steps which includes
studying the travel pattern of the users, evaluation of existing routes, study of the population and
employment trends, route choice selection and physical verification. The Figure 3-3 below shows the
various components involved in the route selection process.
Figure 3-3: Feeder System Route Selection procedure
3.4.1 Project Influence Area
The Nagpur city has a wide spread public transport network, yet the last mile connectivity has always
been in question. More over the functional efficiency of the metro system would depend mainly on
the connectivity of the traffic generators in the catchment area with the metro stations. Primarily
the choice of mode that a commuter makes to start or complete his journey depends on efficient,
comfortable travel with affordable fare and minimum transfers. Hence if we wish to enhance the
ridership on the metro rail it is crucial to provide direct connectivity to all the transit stations from all
the nearby nodes within the catchment areas. The objective of this study is to provide feeder
connectivity to all the zones which are falling in the catchment area of the metro station and in a
range of 5.0 Km radius from each metro station. The Figure 3-4 shows the transit buffer zone and all
the zones falling in the horizon of 5.0 Km radius of the metro station and it shows that practically the
entire city shall be covered by the feeder services.
Evaluation of Existing Transport Facilities
Evaluation of Passenger Travel Pattern-
Desire Line Diagrams
From Survey DataEvaluation of Zonal Impact factors- Trip
Productions and Attractions (Population & Employment)
Evaluation of Existing Routes
Route Choice Selection
Physical Route verification
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Figure 3-4: Zones falling in the 5.0 km buffer zone of the metro stations
3.4.2 Evaluation of the Existing Public Transport System
To design an efficient feeder network a good understanding about the existing public transit
network is very crucial. For the critical analysis each station has been scrutinized for the existing bus
stops which fall within the catchment area of the proposed metro stations. From which it has been
noted that all the metro stations are closely located to the existing bus stops. But this doesn’t
effectively provide connectivity for all the zones to the metro stations. So to further this each metro
station has been analyzed to evaluate the number of routes passing through the station. On the
other hand each zone has been evaluated to see the various routes passing through the zone.
This preliminary analysis has helped in setting up a technical benchmark as to how many zones are
properly connected to the public transit system and to the metro stations via the existing city bus
services. From this analysis it has been assessed that around 25% of the zones in the project
influence area (PIA) are not connected to any of the metro stations by the existing bus system and
more than 50% are not directly accessible to the nearest metro station. In addition, it has also been
noted that the existing bus and Intermediate Public Transport (IPT)/auto routes are mostly
concentrated along the metro alignment and along the major arterial roads in the city. The existing
IPT/PT routes have lesser spread factor and do not penetrate in the inner roads of the city. The
Figure 3-5 shows the routes which are concentrated along the metro alignment and not providing
access to many zones which are spatially spread away from the main arterial roads.
Metro Corridor
Metro Station
5.0 Km Buffer Zone
Automotive Square
Sitabuldi
MIHAN
CA Road
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Figure 3-5: Existing PT Network with the Proposed Metro Corridor
3.4.3 Methodology
The Feeder system of a metro network shouldn’t be limited only to the mass transit system such as
buses. Here the objective is to provide connectivity to the metro stations by all the existing modes
available including Non-Motorized Transit facilities as well. So the factors considered for route
choice of the feeder system are mentioned below:
The number of trips generated from a zone is a direct influence of its population and
employment potential;
Boarding, Alighting of each station is a critical acclamation of the station usage which is in
turn governed by zones and the population it is serving;
Increase in the spread of the routes would result in greater coverage of the catchment area.
For evaluation of the route choice the entire PIA has been divided into four different quadrants.
Each quadrant is the area lying between the two metro corridors. The area of the quadrants varies
from 12 Sq Km to 35 Sq Km (approximately). Figure 3-6 shows the various zones covered in each of
the quadrant.
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-6: PIA divided into various Quadrants along the Metro Alignment
Source: Primary Analysis
To evaluate the zonal impact the Production Attraction values of each zone were considered in route
choice evaluation. The Production and Attraction values are the trips which are generated or
attracted towards any particular zone respectively. These values are the effective indication of the
population and employment of any zone. The values are estimated based on the household survey
data. Figure 3-7 shows the typical bar diagram comprising of the Productions and Attractions from
each zone in the PIA.
Figure 3-7: Production Attraction chart for various zones in the PIA
Source: Primary Analysis
Detailed Project Report for Feeder System for Nagpur Metro
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In addition to the considerations of the population-employment, boarding alighting of each station
was also considered which gives an indication of the effective impact of the zones in the nearby
areas.
The feeder route choice analysis was done for each quadrant separately, but routes not necessarily
being restricted to only one quadrant. In addition desire line patterns were also considered in
evaluation of the route choice since desire line diagrams give a clear indication of the origin-
destination of the trips. The Figure 3-8 shows the typical desire line pattern in Q-1.
Figure 3-8: Desire Line Pattern of the various zones
Source: Primary Analysis
The Origin-Destination data has been evaluated zone-wise for each zone with significant trip values.
These individual zones were connected to form a chain pattern leading to the nearest metro station.
Similarly the same method has been applied for all the other zones extending its links to the feeder
system. The distance covered by the feeder route has also been kept optimal since smaller routes
tend to have a lesser catchment area and may not be operationally feasible. On the other hand the
longer route lengths for feeder routes is also not desirable as they tend to deviate from the
scheduled frequency and may not synchronize with the metro train schedules.
In addition to the above considerations a route evaluation system has been adopted which
estimates the potential catchment for each of the route designed. The Production Attraction values
of the zones covered by the route were considered to establish a numerical relationship between
the route selected and the potential catchment served by each route. The Production Attraction (PA)
figures were derived from the model which is a true representation of the Population and
Employment generated from the respective zones and hence the trips attracted or generated from
each of the zones. The Figure 3-9 shows the Potential Catchment of each Feeder Route derived from
the Production Attractions figures.
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-9: Potential Catchment (PA) served by the Feeder Routes
Source: Primary Analysis
The feeder system that has been designed in such a way that it shall cater to masses. Apart from the
Production Attraction figures the feasibility for the routes has also been verified in terms of the total
population it is catering. It has been observed that the feeder system shall cater to a total population
of about 2.27 Million in the year 2021 which is nearly 76% of the total expected population by the
year 2021. Also by the year 2031 about 84% (3.1 M) of total population shall be catered by the
feeder systems. The rest of the population is catered through other Feeder systems. Figure 3-10
shows the potential population served by the feeder routes.
Figure 3-10: Potential Population served by the Feeder Routes
Source: Primary Analysis
After asserting the minimum catchment for each route a physical verification of the routes has been
conducted as part of the ground survey to ensure proper right of way for the feeder system. The
total route length of all the feeder bus systems accounting to around 162 Km in length has been
covered. A formal site visit was conducted on 23rd April 2014 by officials from Nagpur Improvement
Trust (NIT), Nagpur Municipal Corporation (NMC), City Bus Service Nagpur (CBS) and the
Consultants. Site visit conducted has revealed that there are certain routes where the operation of
Mini/Midi buses as feeder service may not be possible due to the available right of way. So such
0
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F-1 F-2 F-3 F-4 F-5 F-6 F-7 F-8 F-9 F-10 F-11 F-12 F-13 F-14 F-15 F-16 F-17 F-18 F-19 F-20 F-21
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F-1 F-2 F-3 F-4 F-5 F-6 F-7 F-8 F-9 F-10 F-11 F-12 F-13 F-14 F-15 F-16 F-17 F-18 F-19 F-20 F-21
Po
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Detailed Project Report for Feeder System for Nagpur Metro
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routes have been identified and are segregated from the regular feeder bus services. Due to the
limited ROW it is suggested that Battery Operated Vehicle (BOV) can be used to ply on such feeder
routes. The advantage of a BOV is its ease of manoeuvrability even in narrow lanes. In addition the
BOV’s are preferred since the environmental impact caused is almost nil promoting a green
transportation means. The feeder routes evaluated are shown in the Table 3-1 and Table 3-2.
Detailed Project Report for Feeder System for Nagpur Metro
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Table 3-1: Proposed Feeder Routes for the Nagpur Metro System
Route No
Length (Km)
Route Type Route Via Point Stations Covered Operation Unit Average
Lanes Average
ROW (mtrs)
F-1 9.96 Circular Bharatwada,
Vaishnovdevi Chowk Pardi, Shanti Nagar, Surya Nagar, New Mangalwari, Bandewari Railway Stn.
Prajapati Nagar & Vaishnodevi
Chowk Mini 2L+ ES* 10
F-2 6.70 Circular Indora Chowk-Vaishali Nagar
HUDCO, Thaware Colony, Kamal Chowk, Azad Nagar, Ring Road
Indora Chowk Midi 4L 15
F-3 8.10 Circular Automotive Sq-
Binaki
Vinoba Bhave Nagar, Rani Durgawati Nagar, Bande Nawaz Nagar, Kamgar
Nagar, Kanji Chowk, Kapil Nagar, Teka Naka, Nari Goan
Automotive Square & Nari
Road Midi 2+2L 15
F-4 5.40 Circular Jaripatka-Kadbi
Chowk
Mecosabagh, Jaripatka, Dayanand Park, Kukreja Nagar, Thaware Colony,
Bezonbagh Kadbi Chowk Mini 2L 7.5
F-5 8.69 Circular CPWD Old Quarters-
Kasturchand Park
Liberty Talkies, Sadar, Raj Bhavan, Ravi Bhawan, Seminary Hills, Tirpude Institure of Management, Civil Lines,
Collectors Colony, Ravi Nagar Quarters
Kasturchand Park Midi 4L 15
F-6 6.76 Circular Zero Mile- GS College
Sq
Ravi Bhawan, PWD Office, Ladies Club Sq, GPO, Tilak Nagar, Maharajbhag
Zoo, Variety Sq Zero Mile Midi 2+2L 15
F-7 6.82 Circular Ram Nagar-LAD
Chowk-Kotwal Nagar
Shankar Nagar, Sq, Bajaj Nagar, Deeksha Bhoomi, Laxmi Nagar, Aat Rasta Chowk, RPTS Rd, Matte Sq,
Abhyankar Nagar, Yeshwanth Nagar Sq, Verma Layout
Shankar Nagar Chowk & LAD
Chowk Midi 2L+PS* 10
F-8 9.70 Circular Ajini-Sitabuldi
Ramdaspeth, Bagwa Ghar, Dhantoli, Ajini Railway Station, Congress Nagar, Wanjari Nagar, Medical Sq, Chandan
Nagar, Baidyanath Sq, City Bus Station, Ganeshpeth, Mojsha Dham
Institute of Engineers, Jhansi
Rani Square, Rahate Colony,
Sitabuldi
Midi 2+2L+PS 18
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Route No
Length (Km)
Route Type Route Via Point Stations Covered Operation Unit Average
Lanes Average
ROW (mtrs)
F-9 7.18 Circular Lokseva Nagar-Subhash Nagar
IT Park, Gayatri Nagar, Sambaji Chowk, Dindayal Nagar, Swawlambi
Nagar, London Street, Bhange Layout, Mangal Murthy Chowk, Nelco Society,
Ring Road
Rachana & Subhash Nagar
Midi 2+2L+PS 18
F-10 6.39 Circular Surendra Nagar-Jaiprakash Nagar
Aat Rasta Chowk, Tatya Tope Nagar, Kotwal Nagar, Vivekanand Nagar, Sawarkar Nagar, Ajini Sq, Khamla Chowk, Pande Layout, Saharkar
Nagar, Raddison Blu
Chhatrapati Square,
Jaiprakash Nagar & Ajni Square
Midi 2+2L+PS 18
F-11 5.67 Circular Somalwada-Ujwal
Nagar Manish Nagar, Jai Hind Colony, Beltarodi Rd, Madhuban Layout
Ujwal Nagar Midi 2L+ES 10
F-12 8.47 Circular Mihan-Khapri Metro New Khapri Khapri Midi 2+2L 15
F-13 8.10 Circular Omkar Nagar-
Chhatrapati Square
Chandranagar, Suyog Nagar, Babulkheda, Omkar Nagar, Rama
Nagar, Narendra Nagar, Chatrapati Nagar
Jaiprakash Nagar & Chhatrapati
Square Midi 2L+ES 10
F-14 11.30 Circular Rameshwari-
Chhatrapati Sq
Welekar Nagar, Vishwa Karma, Jadu Mahal, Siddeshwar Rao Hall Sq, Kukde Layout, Bhagwan Nagar, Kashi Nagar, Babulkheda, Suyog Nagar, Chatrapati
Nagar
Jaiprakash Nagar & Chhatrapati
Square Midi 2+2L 15
F-15 7.14 Circular Nandhanvan Colony-
Mangalwari
Ayachit Mandir, Shivaji Nagar, Jagnade Chowk, Ganesh Nagar,
Nandanvan Layout, Sri Krishna Nagar, Rajendra Nagar, Gaganbhai Ghar,
Garoba Maidan
Telephone Exchange
Mini 2+2L 15
F-16 11.30 Circular Police Head Quarters-
Kasturchand Park
Anant Nagar, Adarsh Nagar, Police LineTakli, Mental Hospital, Byramji
Town, Raj Nagar, Ramdeobaba Engg.Coll.
Kasturchand Park, Kadbi Chowk & Gaddi Godam
Midi 2+2L+PS 18
Detailed Project Report for Feeder System for Nagpur Metro
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Route No
Length (Km)
Route Type Route Via Point Stations Covered Operation Unit Average
Lanes Average
ROW (mtrs)
F-17 8.45 Single Manav Seva Nagar-
Zero Mile
Vayusena Nagar, Hajari Pahad, LAD College, Veterinary College,
Telangkhedi Garden, C.P. Club, Hislop College, Govt Press, Zero Mile
Zero Mile Midi 2+2L+PS 18
F-18 10.00 Circular Dighori Sq-
Vaishnodevi Chowk
Taj Bagh, Nirmal Nagar, Bapu Nagar, Shaktimata Nagar, KDK Engg Coll,
Wathoda, Wardhaman Nagar
Prajapati Nagar & Vaishnodevi
Chowk Midi 2+2L+PS 18
F-19 6.74 Circular Model Mills-Agrasen
Chowk
Chitnis Park, Mahal, New Shukrawari Rd, Model Mills, Tilak Putala, Cotton Market Chowk, Empress City, Gandhi
Sagar Lake
Nagpur Railway Station, Agrasen
Chowk & Chitrauli Chowk
Mini 2L+PS 10
F-20 7.00 Circular Bhandewari Railway
Station-Prajapati Nagar Chowk
Pardi Chowk, Bhandewari Railway Station, Swamy Narayan Mandir,
Sarju Town, Mahajanpura Prajapati Nagar Mini 2L 7.5
F-21 2.18 Circular
Dr. Babasaheb Ambedkar
International Airport-Old Airport
- Old Airport Mini 2+2L 15
Table 3-2: Proposed BOV Routes for the Nagpur Metro System
Route No Length (Km)
Route Type Route Via Point Stations Covered Operation Unit Average
Lanes
Average ROW (mtrs)
B-1 4.26 Circular Old Kamptee Rd-
Telephone Exchange
Shanti Nagar, Shad Hospital, Prem Nagar, Itwari Railway Station, Marwadi
Chowk, Aazad Chowk, Nehru Putla
Telephone Exchange
BOV 2L 7.5
B-2 4.40 Circular Hansapuri-Agrasen
Chowk
Golibar Chowk, Bharat Mata Chowk, Maskasath, Lalganj, Gandhi Chowk,
Itwari, Bhandara Rd
Agrasen Chowk & Chitrauli Chowk
BOV 2L 7.5
B-3 4.29 Circular Lakadganj-Ambedkar
Chowk Shastri Nagar, Hasanbag, Kota Colony,
Subhash Putla, Queta Colony
Telephone Exchange &
Ambedkar Sq BOV 2L 7.5
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Route No Length (Km)
Route Type Route Via Point Stations Covered Operation Unit Average
Lanes
Average ROW (mtrs)
B-4 3.16 Circular Mominpur Chowk-
Agrasen Chowk Golibar Chowk, Jama Masjid, Geetanjali
Chowk, Daga Hospital, Timki
Dosar Vaishya Chowk & Agrasen
Chowk BOV 1L 3.5
B-5 1.32 Single New Airport-Chich
Bhawan - New Airport BOV 1L 3.5
B-6 3.22 Single Yashodhara Nagar-
Automotive Sq Sidharth Nagar PS, Ekta Ground
Automotive Square
BOV 1L 3.5
B-7 2.88 Single Tilak Nagar-Shankar
Nagar Sq Giripeth, Gokulpeth, Uday Nagar
Shankar Nagar Chowk
BOV 2L 7.5
B-8 3.88 Single Hinga T-Point - Jaitala Prasad Nagar, Old Railway Crossing,
Jaitala, Godawari Nagar Rachana BOV 1L 3.5
B-9 3.31 Circular Bajaj Nagar-Shankar
Nagar Chowk Laxmi Nagar, West Shankar Nagar
Shankar Nagar Chowk
BOV 2L 7.5
B-10 2.96 Single VSPM Dental College-
Lokmanya Nagar GH Raisoni College, Police Nagar Lokmanya Nagar BOV 1L 3.5
ES*-Earthen Shoulder, PS*-Paved Shoulder
Detailed Project Report for Feeder System for Nagpur Metro
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The details of each route along with the metro corridors are shown below from Figure 3-11 to Figure
3-23.
Figure 3-11: Feeder Route F-1
Figure 3-12: Feeder Routes F-2, F-3 & F-4
F-1
Vaishno Devi Chowk
Prajapathi Nagar
F-2
F-3
Automotive Square
Nari RoadIndora Chowk
F-4
Kadbi Chowk
N-S Metro Corridor
E-W Metro Corridor
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-13: Feeder Routes F-5 & F-6
Figure 3-14: Feeder Routes F-7 & F-8
N-S Metro Corridor
F-5
F-6
KasturchandPark
Zero Mile
F-7
F-8
N-S Metro Corridor
Zero Mile
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-15: Feeder Routes F-9 & F-10
Figure 3-16: Feeder Route F-11
F-9
F-10
N-S Metro Corridor
N-S Metro Corridor
F-11
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Figure 3-17: Feeder Route F-12
Figure 3-18: Feeder Routes F-13 & F-14
N-S Metro Corridor
F-12
F-13
F-14
N-S Metro Corridor
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-19: Feeder Route F-15
Figure 3-20: Feeder Routes F-16 & F-17
F-15
Vaishno Devi Chowk
Ambedkar Chowk
Telephone Exchange
AgarsenChowk Chitar Oli
Chowk
N-S Metro Corridor
F-17
F-16
KadbiChowk
Zero Mile
Gaddi GodamSquare
KasturchandPark
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-21: Feeder Routes F-18 & F-19
Figure 3-22: Feeder Route F-20
F-18
Vaishno Devi Chowk
Ambedkar Chowk
Telephone Exchange
AgarsenChowk Chitar Oli
Chowk
N-S Metro Corridor
F-19
Old Airport
N-S Metro Corridor
F-20
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-23: Feeder Route F-21
3.5 Proposed Parking Locations In order to implement the Feeder system effectively it has to be noted that the total dead kilometres
should be minimized. This is only possible when the parking locations of the feeder buses are near to
the operational routes. So to minimize the dead kilometres and to identify proper parking facilities
for the feeder buses a reconnaissance survey has been conducted keeping that as an objective.
Based on the reconnaissance survey 11 different parking spots have been identified which are
spread along the two metro corridors. However the details of the land parcels are not covered as
part of this study. Figure 3-24 shows the probable parking spots for the feeder buses.
F-21
Vaishno Devi Chowk
Prajapathi Nagar
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 3-24: Probable Parking Locations for Feeder Buses
The location and area details of each of the Proposed Parking locations are mentioned in Table 3-3.
Table 3-3: Proposed Parking Locations for the Feeder Buses
Sl.No. Area or Locality Ownership Type
1 Entrance of the Airport Airport Land
2 Land opposite to Audi Showroom on Wardha Road Private Land
3 Land at the corner of Jaiprakash Sq Jn Haldirams Land
4 Land Opposite to Radisson Blu Hotel Airport Land
5 Land on Khamla Road Private Land
6 Land touching Ajini Railway Stn on Wardha Road Itwadi Press
7 Patwardhan Ground Govt Land
8 Land at Hingna Road T-Point touching Ambazari Road near the Temple
Unknown
9 Gandhi Bagh Garden Govt Land
10 Land at Kalamna Railway Station Railway Land
11 Land at Kamptee and Ring Road Jn Unknown
Parking Locations
1
2
3
5
4
10
9
7
86
11
1-11
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4 Non-Motorized Transport (NMT) Strategy
4.1 Introduction Non-Motorized Transport has recently evolved as one of the critical means of Transportation in the
rapidly developing Urban Agglomerates. Due to increased population there is a tremendous
pressure on the Transport system of the city which eventually leads to larger delays and increased
travel times. In addition to this there is a severe negative impact caused on the environment due to
rise in vehicle population. So in order to reduce the environmental impact and to promote cleaner
transport system Non-Motorized Transport systems are adopted. The types of the systems which are
part of the NMT system are Bicycles, Cycle Rickshaws, Sky Walks, Sidewalks etc.
4.2 NMT Facilities in the City Currently the NMT facilities in the Nagpur City are inadequate. The city has a decently developed
road network connecting most parts of the city in a radial manner, but needs an enhancement to
accommodate the NMT system. In the reconnaissance survey it has been observed that large
number of pedestrian activity was taking place at various locations in the city and especially in and
around the Sitabuldi area which is considered to be the Central Business District (CBD) of the City.
Preliminary assessment of the city shows that sidewalks are available on all major routes, but most
of them are either occupied or encroached by the commercial activities or the local dwellers along
the sidewalks. Further it has been observed that large numbers of bicycle users were plying in
various parts of the city and no cycle tracks were provided. This eventually leads in increased
interaction between the motorized and non-motorized transport system increasing the chances of
road accidents.
4.2.1 Pedestrian Facilities
A thorough review of the CMP and CDP reports shows that various proposals were made which
focused on the NMT facilities in the city. The proposals include construction of two Walkways, one
from MSRTC Bus Terminal to Nagpur Railway Station which is of 1.9 Km in length and the other from
the Proposed Transport hub at Patvardhan Ground to MSRTC Bus Terminal which is of 1.6 Km in
length. Figure 4-1 shows the proposed Walkways from MSRTC Bus Terminal to Nagpur Railway
Station & Patvardhan Ground.
Detailed Project Report for Feeder System for Nagpur Metro
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Figure 4-1: Proposed Walkway from MSRTC Bus Terminal to Nagpur Railway Station & Proposed Transport Hub at Patvardhan Ground
Source: CMP-Nagpur, 2013
In addition to the above proposal it is also recommended that an FOB be constructed on Wardha
road connecting Chinch Bhavan to New Airport Metro of 0.25 Km which lies on the other side of the
NH. This would not only enable proper connectivity for the pedestrians, but it would also reduce the
pedestrian vehicular interaction on the highway, thus potentially reducing the probability of
accidents. Figure 4-2 shows the proposed location for the FOB at Chinch Bhavan area.
Figure 4-2: Proposed Walkway from Chinch Bhavan Area to New Airport Metro Station
Source: Primary Analysis
Nagpur
Rly. Stn.
MSRTC
Bus Terminal
Prop.
Transport Hub
New Airport
Detailed Project Report for Feeder System for Nagpur Metro
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4.2.2 Bicycle Facilities
Careful examination of the primary survey data has revealed that the city comprises of large number
of bicycle users. Nagpur being one of the cities with mixed income group has 6% of total mode share
contributed towards Bicycles. In addition to that vehicle ownership per household is 0.33 for
bicycles. Apart from that the average trip length distribution for bicycles is 3-4 km and around 80%
of the trips are contributing towards the work trips. This clearly indicates that the dependability of
the users on the bicycles is not negligible.
A detailed review of the study area has revealed that the city completely lacks the basic amenities
like cycle tracks and zones needed for bicycle users. This significantly jeopardises the safety of the
bicycle users and adversely affects the overall operations. To overcome such problems cycle tracks
were proposed at various locations covering the entire city. The proposal for construction of cycle
tracks were done based on thorough understanding of the travel pattern of the bicycle users.
The travel pattern of the Bicycle users has been captured from the primary survey data of the CMP
study. The trip volumes were estimated from the assignment procedure and Origin-Destination
values were extracted to study the major OD pairs. A desire line diagram was also plotted to
pictorially see the travel pattern of the study area for the bicycle users. The Desire Line diagram
presented in Figure 4-3 shows the general travel pattern of the bicycle users for the peak hour.
Figure 4-3: Desire Line Pattern for the Cycle trips
Source: Primary Analysis
From the desire line pattern it can be observed that the major trips are originating or destined to
zones Khalasi Line, Punapur, Dighori, Mominpura, Indora, Manewada, Nehru Nagar, Gaddi Godam,
Umred, Dhantoli, Congress Nagar, Mahatma Gandhi Ward, Gandhi Bagh, Hansapuri etc. These areas
are largely occupied by middle and low income group residents which enable the use of cycles as the
main transport medium.
Annapurna Nagar
Dighori
AshirwadNagar
JanakiNagar
Manewada
ManavSevaNagar
Jaripatka
Dhantoli
Hanspuri
Nehru Market
VayusenaNagar
Gorewada
Nandanvan
Pardi
Detailed Project Report for Feeder System for Nagpur Metro
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In addition to the desire line pattern, bandwidth diagrams have been generated which shows the
effective volume of cycle trips on all the links of the road network. The volume of the cycle trips
shows that the Hansapuri road, Mominpura road, Itwari Station road, Central Avenue road, Kamptee
road, Kashmiri Gali, Dr. Ambedkar Road, Manewada Road, Medical Chowk Road, Chandrapur-Mul-
Nagbhir Road, Mecosabagh Flyover etc. are critical roads which are carrying significant amount of
cycle trips. The Figure 4-4 shows the band-width of the cycle trips indicating the locations with high
volumes in Red, Blue and Orange.
Figure 4-4: Bandwidth Diagrams of the Cycle trips
Source: Primary Analysis
From the bandwidth diagram it can be observed that some of the major corridors which have cycle
population are the Kamptee Road, Central Avenue Road, Gangabhai Ghat Road, Chindwada Road,
Amravati Road, Ambazari Road, Chandrapur-Nagbhir Highway, Wardha Road etc. In conjunction with
the travel pattern observed from the desire line and bandwidth diagrams and from the preliminary
assessment of the study area certain corridors are recommended for the eligibility of bicycle tracks
for the feeder system. A total length of around 86 Km has been proposed for the construction of
cycle track for the Feeder System. The remaining part of the track which accounts to 44 Km would be
supplemented by the BRTS system since the tracks are falling on the BRTS corridor. Figure 4-5 shows
the entire cycle network which acts as a supplementary feeder system for the Metro Rail.
Code Range
1000
800
500
250
150
Clark Town
Mominpura
Itwari
Nagpur Railway Station
Punapur
Dighori
Dhantoli
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Figure 4-5: Proposed Cycle Track network
Source: Primary Analysis
Proposed Cycle Tracks under Feeder
Proposed Cycle Tracks under BRTS
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4.2.3 Public Bicycle Sharing Scheme (PBS Scheme)
4.2.3.1 Introduction
Bicycle sharing is a globally evolving concept which was started way in 1960’s in Amsterdam. From
then the concept of bicycle sharing has gained a lot of attention and has widely come into existence
in many countries including India. As per April 2013 census it has been estimated that there are total
of 535 schemes worldwide, spread across 49 countries with a total fleet of around half a million
bicycles (Source:http://en.wikipedia.org/wiki/List_of_bicycle_sharing_systems). In India this scheme is currently
in operation in few cities which include Delhi and Bangalore.
4.2.3.2 Case Studies
Bicycle Sharing Scheme: Delhi
Delhi is one of the cities which has successfully implemented the Bicycle Sharing scheme, which is
also currently in operation. This scheme has been initiated with an objective of providing emission
free NMT service apart from supplementing it as a Feeder service for the Bus Rapid Transit Corridor
(BRTS). The scheme is popularly known as ‘Green Bicycle’ and is first of its kind initiatives in Delhi.
Five cycle stations were constructed along the BRTS corridor which stretches from South to Central
Delhi measuring 14.5 Kms in length. The cycle stations were constructed on Built-Own-Transfer
(BOT) model where registered members can produce their identity card to hire the bicycle. Currently
Delhi Integrated Multi-Modal Transit System (DIMTS) a joint-venture company of Delhi NCR is
responsible for all the operations and management of all the cycle stations as part of the BRT
corridor. DIMTS has hired a third party consulting agency to operate and maintain the bicycles and
the stations and a mutually agreed fee is paid per station by the concessionaire for a predefined
contract period. The concessionaire would generate his revenue by renting the advertisement space
at the bicycle stations and also from the hire charges. Figure 4-6 shows the Bicycle Sharing Scheme
implemented in Delhi. .
Figure 4-6: Bicycle Sharing Scheme Operational in Delhi
Source: Integration of BRT with an emission free Non-Motorized Public Transport Feeder Network, DIMTS
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Bicycle Sharing Scheme: Bangalore
In addition to that Bangalore is one of the prominent cities in India which has adopted the bicycle
sharing scheme and is being effectively operated under the name “Namma Cycle”. The scheme is
being operated in IISC Bangalore. The cycles are rented based on Membership model with a nominal
pre-paid membership and first half hour of the trip is free of cost. The scheme also operates an
online portal under the same name for ease of registration and for providing general information
about the scheme. Figure 4-7 shows the cycle sharing scheme currently in operation in Bangalore.
Figure 4-7: Bicycle Sharing Scheme in IISC Bangalore
Source: http://www.cyclesharing.in/namma-cycle/
Bicycle Sharing Scheme: Paris
The bicycle sharing is also globally adopted in many countries. One of the largest bicycle sharing
scheme which is successfully being operated is in Paris by Paris Town Hall since 2007. It is popularly
known as “Velib” and is widely spread across entire city of Paris. Currently it handles over 20,000
bicycles covering the entire city region with around 1800 bicycle stations. The operations are carried
out 24 hrs a day throughout the year on a concession basis by the French advertising Corporation
JCDecaux. The system is widely appreciated in the country and is reflected in the daily average
ridership of 85,811 users as per 2011 data. The users are usually charged a membership fee for
renting the bicycles and first 30 minutes of each trip is free of charge. In addition to that the
operator also offers many schemes such as short and long term subscriptions which would enable
users to choose the rental scheme as per their needs. The added advantage is the stations are
located as close as 300 meters which would enable in improving the last mile connectivity thus
effectively increasing the number of bicycle users. The Figure 4-8 shows a docking station in Paris
along with the Smart Card used for bicycle renting and the smart card reader at a Docking Station.
All these components form an integral part of the Bicycle Sharing Scheme.
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Figure 4-8: Velib Bicycle Docking Station in Paris
Source: http://en.wikipedia.org/wiki/File:Velibvelo1.jpg
Due to the wide spread of the system it is also implemented at other parts of the world like Wuhan
and Hangzhou cities of China. As per records Velib has the maximum penetration with 1 bicycle per
97 inhabitants. The system currently withholds 224,000 annual subscribers as per 2012 data. As of
2013 a total of 173 million journeys were reported from this bicycle sharing scheme. A fleet of 23
bicycle-transporting vehicles are used daily to redistribute bicycles between empty and full stations.
The Figure 4-9 shows the Velib bicycle stations spread across in Paris.
Figure 4-9: Bicycle Station Map for Velib in Paris
Source: http://en.velib.paris.fr/Stations-in-Paris
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4.2.3.3 Working Concept
The idea of the bicycle sharing scheme is to provide public utility bicycles for short distance travel.
The basic objective is to reduce the dependability on other motorized transportation by providing
bicycles at prominent residential and commercial areas. The concept works on the principle of ‘Pick
and Drop’ where users can pick the bicycle from a main docking station usually located near to a
transit node and ride to their respective destinations and drop the bicycle at the nearest sub-station.
The sub-stations are located nearby in residential colonies, work centres or commercial hubs, as the
case may be. A person willing to hire a cycle, goes to either the main docking station or any of the
sub-stations, pays a membership fee and fills in a membership form containing certain details of the
user, (both being a one-time affair), swipes a smart-card issued to him, and takes the cycle. To
deposit the cycle, he goes to any docking station and swipes the card which deducts the rent for his
usage period and deposits the cycle. To avail the membership, he can go to any docking station, fill
up the membership form and pay the membership fees or otherwise do it through the internet as
per his convenience. The main docking station can accommodate upto 25-30 bicycles depending on
the demand and it aims at the catchment area of around 2.5 to 3.0 Km. The sub docking station can
accommodate upto 10 bicycles and conveniently located near the residential and commercial areas.
Figure 4-10 shows a conceptual representation of the Bicycle Sharing Scheme. The success of any
such schemes depends on the provision of a wide spread continuous cycle network in the city and
also depends on the easy access to the cycle stations. A separate designated cycle track increases
the safety of the users and makes the journey of the rider more efficient since no mixing with the
fast moving vehicles on the same ROW and hence helps in streamlining the traffic flows.
Figure 4-10: Concept of Bicycle Sharing
There are many types of bicycle sharing models which are adopted throughout the world. The
precedence of each model with respect to other is governed by many factors including the socio-
economic characteristics and public willingness towards the concept. Some of the models which are
widely in use are:
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Unregulated Model: As the name suggests this model is not regulated by any kind of administrative
agency. In this model few bicycles are left in an open or closed community and people are free to
use the bicycles as required. Since there is no enforcement and proper authority to regulate the
operations, dependability of user on the bicycle will be minimum, as he can’t be guaranteed a return
trip when he drops his bicycle at his destination.
Deposit Model: In this model a user can rent a bicycle from a station by paying a small deposit fee
against the bicycle. The deposit would be refunded on returning the bicycle.
Membership Model: This model is very well adopted due to its flexibility in operation and reliability
in obtaining a bicycle by a user. In this system bicycles are kept at central station from where users
will pick the bicycle using their membership card and ride to their respective destinations and drop
the bicycle at the nearest sub-station. The user is charged as per the scheduled traffic based on their
period of usage. Such models are usually operated and governed by either government agencies or
based on Public-Private Partnership (PPP) model.
The city of Nagpur being evolved as one of the major transportation and economical hub, would
certainly require the NMT facilities to supplement its transportation system. In addition to that
considering the mode share of the bicycle users it can be said that the implementation of Bicycle
Sharing scheme would definitely be effective. Some of the essential components required for the
project are mentioned below:
Main Docking Station
Sheltered space for proper docking of 20-30 customized cycles of size at least 17m x 3m
A small cabin for the Docking Station manager and space for smart card/ mobility card
reader and support system for transactions
Space for washing of cycles and minor repair and maintenance of cycles
Sub Station
Sheltered space for proper docking of 6-8 customized cycles at least 7m x 3m
A small cabin for the Docking Station manager and space for smart card/ mobility card
reader and support system for transactions
Space for washing of cycles and minor repair and maintenance of cycles
Cycles
State-of-the-art bicycles
In-built hidden GPS devices for tracking
Locking Mechanism for the bicycles for prevention of theft
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4.2.3.4 Fleet Estimation for Bicycle Sharing
The location of Bicycle stations and the fleet size required was decided based on detailed analysis of
the cycle trips. In order to evaluate the locations for the Bicycle Stations the number of bicycle trip
originating from each zone has been considered. The Production Attraction values of the zones were
considered to establish a numerical relationship between the proposed bicycle station and the
potential catchment served. The Production Attraction (PA) figures were derived from the model
which is true representation of the Population and Employment generated from the respective
zones. The Zones are then arranged based on the maximum PA values and the zones with maximum
cycle trips were considered for bicycle stations. To evaluate the feasibility of each bicycle station and
to estimate the fleet size required the total number of zones covered by each station has been
evaluated. Based on which the total PA catered for each station has been estimated. From the total
PA catered 80% has been assumed as the potential catchment for the bicycles. Table 4-1 shows the
list of the bicycle stations spread throughout the city along with the location name and the station
type.
Table 4-1: Bicycle Station Locations and Type
Station Code Location Station Type
1 Joshi Bhawan Ghat Rd & Mominpura Chowk Jn Sub-Docking Station
2 Golibar Chowk Sub-Docking Station
3 Bhandara Rd & Lalganj Rd Jn Sub-Docking Station
4 Byramji Town Sub-Docking Station
5 Kabdi Chowk Main-Docking Station
6 Teka Naka Main-Docking Station
7 Automotive Sq Jn Main-Docking Station
8 Rani Durgawati Chowk Sub-Docking Station
9 Near Mahdibagh Flyover Sub-Docking Station
10 Kamal Chowk Sub-Docking Station
11 Gujarati Sangh High School, Empress City Sub-Docking Station
12 Pardi Chowk Main-Docking Station
13 Empress City Sub-Docking Station
14 Zero Mile Main-Docking Station
15 Tukdoji Chowk Sub-Docking Station
16 Medical Chowk Sub-Docking Station
17 Kamla Nehru College Sub-Docking Station
18 Wanjari Hospital Sub-Docking Station
19 Dighori Sq Sub-Docking Station
20 Big Bazar, Padole Ngr Sub-Docking Station
21 Vardhaman Nagar Sq Main-Docking Station
22 Bengali High School, Humpyard Rd Sub-Docking Station
23 Chhatrapati Sq Main-Docking Station
24 Jaiprakash Nagar Sq Main-Docking Station
25 Orange City Hospital Sq Sub-Docking Station
26 Lokmat Sq Main-Docking Station
27 Morris College T Point Main-Docking Station
28 Maha Bank Sq Main-Docking Station
29 Manewada Ring Rd Sub-Docking Station
30 GH Raisoni College Sub-Docking Station
31 Lokmanya Nagar Station Main-Docking Station
32 Dharampeth College Main-Docking Station
33 VNIT Boys Hostel Area Sub-Docking Station
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Station Code Location Station Type
34 Corporation School, Ghandhi Nagar Jn Sub-Docking Station
35 Shankar Nagar Sq Main-Docking Station
36 Jhansi Rani Sq Main-Docking Station
37 Kasturchand Park Main-Docking Station
38 Vidharba Cricket Ground, Sadar Sub-Docking Station
39 Gadi Goddam Sq Main-Docking Station
40 Indora Chowk Main-Docking Station
41 Ekta Ground, Sidharth Nagar Sub-Docking Station
42 Vaishali Nagar Ghat Jn Sub-Docking Station
43 Khamla Rd Jn, Shanti Colony Sub-Docking Station
44 Rahate Colony Station Main-Docking Station
45 Congress Nagar Station Sub-Docking Station
46 Dosar Vaishya Chowk Station Main-Docking Station
47 Agrasen Chowk Station Main-Docking Station
48 Chitrauli Chowk Station Main-Docking Station
49 Tilak Rd Jn Sub-Docking Station
50 Ambedkar Chowk Main-Docking Station
51 KDK Engg College Sub-Docking Station
52 Ajni Sq Jn Main-Docking Station
53 Lady Club Chowk Sub-Docking Station
54 Law College Sq Sub-Docking Station Source: Primary Analysis
A total of Fifty four bicycle stations are recommended which includes twenty four Main-Docking
Stations and Thirty Sub-Docking Stations. Main-Docking Stations are proposed at the Transit Nodes
i.e. the metro stations in this case and the Sub-Docking Stations were proposed near to the
residential and commercial areas within a range of 2-3 Km. Figure 4-11 shows the proposed bicycle
stations at various locations in the city.
Figure 4-11: Bicycle Station Locations for the entire City
Source: Primary Analysis
Main Docking Station
Sub Docking Station
Metro Alignment
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The fleet size has been estimated based on the assumption that one bicycle is allocated for forty
people (Source: Institute for Transport and Development Policy, NY) with a potential catchment of
80%. The Estimated Fleet Size is presented in the Table 4-2.
Table 4-2: Estimated Fleet Size for PBS-Scheme
Station Code Total Productions Total Attractions Total PA Estimated Fleet
1 201 133 334 7
2 379 495 874 18
3 502 398 900 19
4 329 211 540 11
5 137 348 485 10
6 161 154 315 7
7 158 168 326 7
8 356 371 727 15
9 187 186 373 8
10 162 409 571 12
11 675 537 1212 25
12 223 215 438 9
13 256 176 432 9
14 182 264 446 9
15 370 409 778 16
16 509 662 1172 24
17 619 434 1053 22
18 285 213 498 10
19 833 523 1356 28
20 217 248 465 10
21 84 78 162 7
22 245 226 471 10
23 332 469 800 17
24 128 151 279 7
25 154 204 359 8
26 122 105 226 5
27 216 343 559 12
28 116 236 353 8
29 427 295 722 15
30 23 24 48 7
31 9 13 22 6
32 276 167 443 9
33 88 90 178 4
34 254 280 534 11
35 205 235 440 9
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Station Code Total Productions Total Attractions Total PA Estimated Fleet
36 179 314 493 10
37 82 158 239 7
38 189 315 504 11
39 743 314 1057 22
40 222 172 393 8
41 147 140 287 7
42 201 301 502 11
43 129 136 265 7
44 240 206 446 9
45 245 312 557 12
46 402 831 1234 25
47 334 176 510 11
48 346 190 537 11
49 560 376 936 19
50 183 164 346 7
51 164 162 326 7
52 379 370 749 15
53 87 137 223 7
54 87 137 223 7
Total 624
Source: Primary Analysis
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5 Intelligent Transportation System & Integration
Strategies
5.1 Introduction Intelligent Transportation System (ITS) is an innovative technology which uses advanced mechanisms
to provide various solutions to different transportation problems. ITS is used to provide user
information , monitor system operations, compliance to schedules and service quality, minimize
revenue leakages, reduce costs and enhance safety. Intelligent Transportation System will also
provide better insight into passenger profiles; perform route analysis to optimize on operational
efficiency, service consumption, perform functional area productivity analysis and other related
information for fine-tuning of mobility plans. ITS technologies will help transit agencies to automate
operational characteristics like scheduling and compliances, revenue management, commuter
interfaces like route information and real time control on almost all activities. Such systems have
proven to bring in operational efficiency with minimal human intervention. Remote monitoring of
transit vehicle status and passenger activity helps to provide additional safety and security to
passengers.
For Bus based systems like feeder, the serviceability is a very essential component. This can be
achieved easily by use of the ITS technology. The benefits of using ITS are:
Making travel more efficient;
Helping to achieve best values within network management as a result of greater
information gathering and improved decision making;
Simplifying public transport use by providing accurate real time information about services;
Reducing the number of accidents by providing drivers with more information about
conditions on the roads they are using;
Helping drivers find the best route to their destination, and changing that route if major
incidents occur on it;
Improving the security of public transport passengers and staff by providing extra
communications;
Providing immediate information of catastrophic incidents and prompting for immediate
response (Accidents, Ticket-less Travel, Law & Order incidents etc);
Two way communication between control room and crew;
Visual display of inside of a bus/BQS for control room/controllers.
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The application of ITS for the Feeder System can be defined into various components which include:
Passenger Information System (PIS)
Automatic Vehicle Location System (AVL)
Security Camera Network System (SCN)
Bus Driver Console (BDC)
On Board Ticketing Machines
Central Control Centre
5.2 Bus Application Design This section covers the bus application design including On board passenger information system and
other bus equipments.
5.2.1 Passenger Information System (PIS)- On Board
As the name suggests it’s the information system placed On-Board in the bus. A PIS is a real time
information display unit which helps in providing passengers with the necessary information related
to their commute. The information displayed varies from the Next/Current Stop information, current
location, expected time to reach the destination or the nearest metro station etc. Route data may be
presented as a linear map, highlighting the current position of the bus and the next stop that it is
approaching. These maps are held as image files on the vehicle computer, and displayed when the
bus reaches a pre-specified geo location. Likewise, audio files can be delivered in exactly the same
way, notifying passengers of a particular stop as the vehicle approaches. Figure 5-1 shows the PIS
located above the access door in a bus.
Figure 5-1: Passenger Information System –On Board
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The system is not restricted to the display information about the services, information about local
business centres may be provided that opens up the opportunity for revenue generating stream by
advertising about the local commercial units.
5.2.2 Automatic Vehicle Location System (AVLS)
Automatic Vehicle Location System (AVLS) is a unit which provides real time information of the
vehicle with the help of onboard GPS devices. The AVLS facilitates Central Control System (CCS) to
enable public information system to act as a source of information to be displayed on the public
display screens (for both on and off-board) and voice based information. The AVLS technology is also
used in off-board passenger information system. The AVLS technology comprises of following
components:
Bus Mounted GPS based driver console
On- Board passenger information system
Off- board passenger information system
GIS based fleet monitoring & control system
The AVLS system enables operations team to monitor vehicle movement in real-time and
synthesizes the AVL field data to deliver the same on the public information system. The LED displays
the upcoming stations on the board which can include the nearest Metro Station. The next stop
messages shall be independently programmable for audio and visual presentation. The signs shall be
capable of presenting the information listed below as vehicle travels between stops. The total
amount of information and timing shall be dependent on where the vehicle is on the route, and the
time between the stops. The timing of the delivery of messages shall be user configurable. The
information may include:
Route and Destination;
Metro Stations covered;
‘Via’ information;
Next Stop name;
Special messages, e.g. for announcements; and
Current time (visual only).
It is imperative to avoid misleading or incorrect information being provided by the On-Vehicle
Passenger Information Systems. Next stop messages shall always be cleared down before the bus
departs the stop displayed as being the ‘next stop’. In the event of a mismatch between the route’s
destination and vehicle location, the range of visual and audible messages shall be limited to only
those that are known to be accurate.
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5.2.3 Bus Driver Console (BDC)
A Bus Driver Console is a unit installed on board and assembled in a way that it integrates with the
dashboard of the bus. The driver console will be a Man Machine Interface (MMI) to the system. The
Driver Console Unit with wireless communication module (based on GPRS/EVDO/Wifi) will be used
to provide vehicle tracking accurately and reliably. The back end system shall be able to produce
reports of the vehicle schedule adherence and operated kilometres by each bus, by route and by
fleet. The unit will allow AFCS (Automatic Fare Collection System) devices such as handheld ticketing
unit and bus card validators to use its GPRS/EVDO communication module as a data path to transmit
AFCS data to the CCS (Central Control System).
The BDC acts as a Central Processing Unit and is a sole management console for devices onboard like
PIS and AFCS equipments. The unit would additionally have an interface module in front of the bus
driver for two way communication i.e. messages to be sent by the driver and messages to be sent to
the driver from the control centre.
Figure 5-2: Bus Driver Console –On Board
The BDC shall operate PIS manually in-case of GPS outage. This will allow driver to control all aspects
of the ITS functionality on the vehicle, including:
Schedule Adherence (lateness or earliness in minutes)
Alarms
Headway (distance to leading and following vehicles on same service)
Communications (both data and voice)
Fuel efficiency
This will be a touch screen device, of 9-12 inches screen size, dependent on the accommodation
available on the vehicle.
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5.3 Bus Station Application Design This section comprises of all the ITS equipments related to the bus station design. The equipments
relating to this application are described below:
5.3.1 Electronic Display Boards
Electronic Display Boards are illuminated LED display boards placed at all the Bus Stations. The
information generated on the server on-line, about arrival of a particular route bus at a bus station,
would be processes by the CPU using a dedicated software and communicate to the respective
stations the probable arrival time of a bus. The process would be repeated for all the buses
operating on all routes. The information so received would be displayed on the electronic display
board, for the convenience of the passengers. In the intervening periods revenue generating
commercial messages can also be displayed on these boards.
In addition to that route wise information of the feeder buses passing through the station would also
be displayed along with the schedule of the buses and the estimated arrival time. The nearest metro
station which is accessible from the stop shall also be displayed. The Figure 5-3 shows the display
board along with the route number and estimated arrival time.
Figure 5-3: Electronic Display Board at Bus Station
5.4 Fare Collection System The objective of feeder services is to act as a support system for the Higher Order Transport system
such as MRTS. In the current scenario it is quite imperative that the fare collection system for the
feeder be integrated with the metro system for the ease of the passengers. In addition to that the
fare collecting device should also have a mechanism to accommodate the first time users. The fare
collection system would be an integral part of the bus and on board collection mechanism should be
adopted.
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The data from ticket issuing machines shall be downloaded into the central room server for further
analysis. This data, which includes denomination wise ticket sales, number of passengers, load factor
at each stage of the route etc are, stored in the computer, for further analysis. Based on this data,
the operations of the feeder system can be monitored and documented for future planning of
operations. This data will be of great help for route restructuring, route analysis,
introduction/curtailment of routes etc; hence the need for proper storage and retrieval of this data
base and its management becomes crucial.
5.4.1 Hand Held Ticketing Devices
Hand held ticketing devices are small ticket vending units which are capable of producing tickets as
per the specified distance or stoppages. The specifications of the device include a small multi-line
display screen with the capability of printing tickets. The device shall be integrated with the fare
collection system of the metro as well. The ticketing device shall be capable of dispatching paper
based tickets against the money paid and it shall be capable of reading a smart card which is already
preloaded with money. The operator shall enter the origin and destination points and the fare would
be calculated and deducted automatically.
The ticketing device shall be capable of transmitting data to the Bus Driver Console unit or directly to
the Central Control System via GPRS/SIM based communication technology. The frequency of
uploading the information can be predefined based on the user requirement. The data sent would
include revenue generated from each route, time based revenue to identify the peak periods etc.
The Figure 5-4 shows a Hand held ticketing device which is compatible with a smart card.
Figure 5-4: Hand Held ticketing device
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5.4.2 Smart Card
Smart Cards are small plastic cards which hold certain value of money and can be used as a fare
paying system at metro stations. Since the feeder buses are integral part of the metro system, it is
quite essential to integrate the payment methods of feeder and metro system. The advantages of
using a smart card are
One time issue multiple usages
Same card for paying of feeder and metro
Remote recharge options
5.5 Central Control Centre A Central Control Centre (CCC) is a Management System which helps in ensuring smooth and
efficient operations. The Central Control unit will be the part of the feeder depot area. The CCC has
the following benefits:
Immediate response to changes in customer demand;
Immediate response to equipment failures and security problems;
Efficient spacing between vehicles and avoidance of vehicle “bunching”;
Automated system performance evaluation;
Automated linkages between operations and revenue distribution;
Provide a map-based display of information about all current signs;
Display the locations of the buses currently in operation;
Enable manual and automatic selection and setting of roadside and on-bus display
messages;
Provide a supervisor mode allowing system configuration.
5.5.1 Control Centre technology options
Several options exist to link buses and stations with a central control office. In some instances, a
simple radio or mobile telephone system may suffice. However, increasing Geographical Positioning
Satellite (GPS) technology is providing an effective communications link. GPS based technology
permits real time detection of bus location. The functional architecture of the CCC can be seen in
Figure 5-5.
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Figure 5-5: Central Control Centre communication link with GPS
5.5.2 Control Centre Software Requirements
The software deployed will include a package consisting of computer operating system software,
diagnostic, testing, development and support software and AFCS application software, including
software to manage and safeguard security keys for system control and software for the generation
and modification of report contents and presentation. Security features shall be incorporated to
prevent tampering with any data, programs, or other facilities of the CCS.
The System integrator (System integrator) will provide an inventory / asset management and
tracking tools for the management of all devices supplied. All computer software documentation for
the CCS (Central Control System) including workstations shall be provided by the system integrator.
Necessary technical information, concerning hardware, software and firmware including system
architecture, shall be provided to SPV by the System integrator upon full deployment of the system.
System integrator will provide full functional software for Automated Fare collection system (AFCS),
Central Control System (CCS), Automated Vehicle location system (AVLS), Passenger Information
system (PIS) etc. It will also provide asset / inventory management system managed through RFID
based tagging process. All equipments which form part of hardware supply other than smartcard
shall have RFID tags attached to them.
5.6 Bus Terminal Management System (BTMS) Bus Terminal is a logical end of a bus route. The basic functionalities of BTMS are:
The BTMS will receive data packets from the bus devices and information relevant to the
terminal system, and transmit the same to the Central Control System at the end of the shift,
business day or at regular intervals as required and configured in the system. The
communication speed shall be suitable for the significant size of data exchanges between
BTMS and CCS. The transaction data received from all the devices shall be authenticated
before accepting the data. The data dispatched to the CCS shall be packaged and encrypted
to ensure detection of data tampering.
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Basic characteristics of the AFCS (Automated Fare collection system) shall be that of self
sufficiency. In the event that a BTMS fails to be operational, each bus on-board equipment
suite shall be able to operate autonomously without loss of data for at least 5 days in the
pre-configured routes of a depot. When the relevant BTMS becomes operational after a
failure it shall be automatically updated with data from the on-bus equipment connected to
it.
BTMS shall have the capability to upload information over secured wired/wireless
connection onto the bus equipment, if necessary, if the wireless connection between the
bus and CCS were to fail. However, under normal operating conditions, it is expected that all
updates to equipment on bus shall be delivered to them through wireless channels directly
from CCS and not from BTMS.
5.7 Project Recommendations As Feeder system acts as an integral part of the Metro Rail, all the ITS components have to be in
conjunction with the cities transport system. Reviewing the Feeder systems of various cities some of
the ITS components which would be essential for the city include:
Passenger Information System (PIS)
Security Camera Network System (SCN)
Bus Driver Console (BDC)
On Board Ticketing Machines
Central Control Centre
The other components such as Bus Terminal Management System (BTMS) could be integrated with
the BRTS facilities as such heavy systems are not required for a supplement transport system such as
Feeder system.
5.8 Station Integration Strategy For effective operation of feeder system and for providing optimal mobility to the commuters, it is
very essential to identify all the operators in the system and to evaluate their role in the system. This
helps in integrating all the modes which helps in providing safe and efficient transportation.
Feeder system is thus aimed to be a support system for the primary metro corridors which enables
to provide sustainable transportation by:
Providing optimal frequency which is in synchronize with Metro routes;
Minimizing travel time by improving vehicle operational speeds and reducing dwell time;
Providing better and direct connectivity to the metro systems by minimizing delays.
The feeder routes have been designed in such a way that they would aim a catchment area of 5.0
Km radius around the metro station. The route structuring of Feeder System envisages an optimal
combination of direction and destination oriented services which are captured from the primary
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surveys. The routes are designed to provide direct services from all the zones to the nearest metro
node.
In addition to that the routes are structured in such a way that the overlapping distance of the
routes is kept to a minimum. The routes are expected to cover maximum part of the Project
Influence Area (PIA) and would act as a complementary for the existing systems. For efficient and
customer oriented operations of a multi-modal system integration of the facilities such as ticketing
mechanisms, service plans, monitoring and PIS is an essential component. A typical integration
strategy for a metro feeder system is shown from Figure 5-6 to Figure 5-8. It has to be noted that the
Integration Plan presented is for the Nagpur International Airport region.
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Figure 5-6: Station Integration Plan for Nagpur International Airport and Metro Station
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Figure 5-7: Station Integration Plan for Nagpur International Airport at the Metro Station
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Figure 5-8: Station Integration Plan for Nagpur International Airport at the Airport Region
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The metro station integration plan has been designed so as to accommodate the feeder system into
the metro system. Integration of all modes at the metro station has been synthesized in such a way
so as to provide maximum ease and comfort to the commuters.
A horizontal direct skywalk is recommended for the pedestrians from the concourse level of the
metro station to the airport so that the passengers would directly be moved. The Skywalk/
Travelator (A-indicated in the attached Plan) would be approximately about 1.1 km. The space
available at the entrance of the Metro station is expected to cater for the needs of parking of private
vehicles (C) as well as for the bus stops (B) for the feeder system. A two-way road has been proposed
in the parking area with provision for the bus-bays. These bus bays are specially designed to cater to
the needs of the feeder buses. The route serving the airport is expected to cater only to the airport.
The route is designed to take a turn into the bay and pick the passengers waiting for the bus who
have alighted from the metro. This feeder carries the passengers into the Airport and drops them at
the dropping point. A request stop (D-as indicated in the Plan) is to be provided at the Airport
specifically indicating the time schedule of the feeder system and the Metro stations served by the
feeder bus. After picking the passengers from the Airport the feeder bus is expected to make a halt
at the Parking area therefore dropping the passengers at the metro station. Provision for
accommodating the luggage of the Airport users has to be ensured in the feeder bus. In addition an
escalator & an elevator need to be provided which would be located near to the bus-platform and
parking lot respectively and would cater to the needs of general passengers as well as physically
challenged passengers.
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6 Operation Plan and Block Cost Estimation
6.1 Operation Plan
6.1.1 Introduction
This chapter aims at establishing the operation plan for the Feeder System for the Nagpur Metro
Rail. Various routes have been proposed along the metro corridor and within the catchment range of
5.0 Km radius of the metro station. The contents of the Operation Plan include the Fleet Size
estimation of the Feeder Routes, Frequency of the services offered and the infrastructure required
for the operations.
6.1.2 Ridership Estimation
To estimate the actual ridership values and to assess the impact of the proposed Feeder system the
routes have been evaluated using the travel demand model developed. The model was previously
developed and calibrated for the CMP, Nagpur project so the same has been considered for the
ridership assessment. The inputs given to the model include:
Route coding along with the Stop Nodes
Fare structure assumed based on the existing Bus system
Headway
Journey time including the dwell time and stop time
Route type-Circular/Single
Figure 6-1 shows the Feeder Routes considered for the evaluation along with the Metro Corridors.
Figure 6-1: Feeder Routes with the Metro Corridor
Feeder Routes
Metro Routes
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Each of the individual routes has been evaluated using the CUBE Model and the total peak hour
ridership was estimated. It has been observed that the ridership of the metro is expected to increase
by 11% and 14% for the horizon year 2021 and 2031 respectively. The ridership values With and
Without the feeder service are presented in the Table 6-1.
Table 6-1: Ridership values of Metro With and Without Feeder System
Year 2021 2031
Scenario W/O Feeder W Feeder W/O Feeder W Feeder
Peak Hour Ridership 37361 41632 48416 55038
Growth 11% 14%
6.1.3 Estimation of Fleet Size for Feeder Routes
Estimation of fleet size is quite essential for any public transit facility. Surplus number of fleet would
often lead to underutilization and eventually increase the capital and operation costs. On the other
hand insufficient fleet drives the users to adopt a different mode leading to reduction in the
ridership values. So it is important that an optimal fleet size is determined and such a system needs
to be developed which ensures enough fleet size to meet the ridership demand at the same time
being self sustainable.
To estimate the fleet size for the Feeder system various parameters have been considered which
were derived from field surveys. The factors required are given below:
Average Running Speed- Based on the field surveys
Route Length- From primary surveys
Run Time – (Route Length/ Average Running Speed)
Dwell Time – 20 seconds for each stop
Layover time– 5 to 7.5 min
Headway – 5 to 15 min
Average Journey Speed – Route Length/ (Dwell Time + Delay + Run Time)
Fleet Required – Length/Average Journey Speed/Headway
As specified above the Journey speeds were estimated from the Speed and Delay survey conducted
on the ground. Each of the routes was traversed in a vehicle and the various delays encountered
were also noted. The delays considered include Signal delays at the intersections and delay at
Railways crossings. The average speed of the route was estimated from the total time required to
traverse the route which also includes the delays. The average speed estimated for each of the
routes from the Speed and Delay Survey is presented in Table 6-2.
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Table 6-2: Average Estimated Speeds from Speed and Delay Survey
Route No
Route Type
Start and End Point
Section Travel Time (Min)
Section Length (Km)
Total Delay-
Enroute (Min)
Delay Type
Average Running Speed
(Km/hr)
F-1 Circular Bharatwada-Vaishnovdevi Chowk
24 6 3 Signal & Railway Crossing
15
F-2 Circular Indora Chowk-Vaishali Nagar 11 5 2 Signal 27
F-3 Circular Automotive Sq- Binaki 22 8 2 Signal 21
F-4 Circular Jaripatka-Kadbi Chowk 19 6 2 Signal 19
F-5 Circular CPWD Old Quarters-Kasturchand Park
22 8 5 Signal 21
F-6 Circular Zero Mile- GS College Sq 20 7 9 Signal 21
F-7 Circular Ram Nagar-LAD Chowk-Kotwal Nagar
19 6 3 Signal 19
F-8 Circular Ajini-Sitabuldi 35 8 6 Signal 14
F-9 Circular Lokseva Nagar-Subhash Nagar 19 8 1 Signal 24
F-10 Circular Surendra Nagar-Jaiprakash Nagar
18 5 5 Signal 18
F-11 Circular Somalwada-Ujwal Nagar 23 5 12 Signal & Railway Crossing
12
F-12 Circular Mihan-Khapri Metro 25 8 0 - 20
F-13 Circular Omkar Nagar- Chhatrapati Square
26 8 6 Signal 19
F-14 Circular Rameshwari-Chhatrapati Sq 21 6 5 Signal 16
F-15 Circular Nandhanvan Colony-Mangalwari
18 6 2 Signal 19
F-16 Circular Police Head Quarters-Kasturchand Park
32 10 13 Signal 19
F-17 Single Manav Seva Nagar-Zero Mile 13 5 4 Signal 21
F-18 Circular Dighori Sq-Vaishnodevi Chowk 19 9 3 Signal 28
F-19 Circular Model Mills-Agrasen Chowk 9 3 3 Signal 17
F-20 Circular Bhandewari Railway Station-Prajapati Nagar Chowk
24 6 3 Signal 15
F-21 Circular Dr. Babasaheb Ambedkar International Airport-Old Airport
7 2 0 - 20
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Based on the above parameters the fleet size was estimated for 2018, 2021 and 2031 are presented
in Table 6-3, Table 6-4 and Table 6-5 respectively.
Table 6-3: Fleet Size for Feeder System for the Horizon Year 2018
Route No
Vehicle Type
Bus Stops
Length (Km)
Avg Journey Speed
(Km/hr)
Total Dwell Time (Min)
Headway (Min)
Avg Run Time (Min)
Avg Running Speed
(Km/Hr)
Fleet Required
F-1 Mini 11 9.96 12 4 15 40 15 4
F-2 Midi 9 6.7 16 3 15 15 27 2
F-3 Midi 9 8.1 14 3 10 23 21 4
F-4 Mini 7 5.4 12 2 15 17 19 2
F-5 Midi 6 8.69 15 2 15 25 21 3
F-6 Midi 10 6.76 13 3 15 19 21 3
F-7 Midi 11 6.82 13 4 15 22 19 3
F-8 Midi 10 9.7 11 3 10 42 14 6
F-9 Midi 9 7.18 15 3 15 18 24 2
F-10 Midi 6 6.39 12 2 15 21 18 3
F-11 Midi 7 5.67 9 2 15 28 12 3
F-12 Midi 5 8.47 15 2 10 25 20 4
F-13 Midi 8 8.1 14 3 15 26 19 3
F-14 Midi 9 11.3 13 3 15 42 16 4
F-15 Mini 8 7.14 13 3 15 23 19 3
F-16 Midi 7 11.3 15 2 15 36 19 4
F-17 Midi 8 8.45 15 3 15 24 21 5
F-18 Midi 10 10 19 3 15 21 28 3
F-19 Mini 7 6.74 12 2 10 24 17 4
F-20 Mini 7 7 11 2 10 28 15 4
F-21 Mini 1 2.18 9 0 10 7 20 1
Total 70
Table 6-4: Fleet Size for Feeder System for the Horizon Year 2021
Route No
Vehicle Type
Bus Stops
Length (Km)
Avg Journey Speed
(Km/hr)
Total Dwell Time (Min)
Headway (Min)
Avg Run Time (Min)
Avg Running Speed
(Km/Hr)
Fleet Required
F-1 Mini 11 9.96 12 4 10 40 15 6
F-2 Midi 9 6.7 16 3 10 15 27 3
F-3 Midi 9 8.1 14 3 5 23 21 7
F-4 Mini 7 5.4 12 2 10 17 19 3
F-5 Midi 6 8.69 15 2 10 25 21 4
F-6 Midi 10 6.76 13 3 10 19 21 4
F-7 Midi 11 6.82 13 4 10 22 19 4
F-8 Midi 10 9.7 11 3 5 42 14 11
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Route No
Vehicle Type
Bus Stops
Length (Km)
Avg Journey Speed
(Km/hr)
Total Dwell Time (Min)
Headway (Min)
Avg Run Time (Min)
Avg Running Speed
(Km/Hr)
Fleet Required
F-9 Midi 9 7.18 15 3 10 18 24 3
F-10 Midi 6 6.39 12 2 10 21 18 4
F-11 Midi 7 5.67 9 2 10 28 12 4
F-12 Midi 5 8.47 15 2 5 25 20 7
F-13 Midi 8 8.1 14 3 10 26 19 4
F-14 Midi 9 11.3 13 3 10 42 16 6
F-15 Mini 8 7.14 13 3 10 23 19 4
F-16 Midi 7 11.3 15 2 10 36 19 5
F-17 Midi 8 8.45 15 3 10 24 21 7
F-18 Midi 10 10 19 3 10 21 28 4
F-19 Mini 7 6.74 12 2 5 24 17 7
F-20 Mini 7 7 11 2 10 28 15 4
F-21 Mini 1 2.18 9 0 10 7 20 1
Total 102
Table 6-5: Fleet Size for Feeder System for the Horizon Year 2031
Route No
Vehicle Type
Bus Stops
Length (Km)
Avg Journey Speed
(Km/hr)
Total Dwell Time (Min)
Headway (Min)
Avg Run Time (Min)
Avg Running Speed
(Km/Hr)
Fleet Required
F-1 Mini 11 9.96 12 4 10 40 15 6
F-2 Midi 9 6.7 16 3 10 15 27 3
F-3 Midi 9 8.1 14 3 5 23 21 7
F-4 Mini 7 5.4 12 2 10 17 19 3
F-5 Midi 6 8.69 15 2 10 25 21 4
F-6 Midi 10 6.76 13 3 10 19 21 4
F-7 Midi 11 6.82 13 4 10 22 19 4
F-8 Midi 10 9.7 11 3 5 42 14 11
F-9 Midi 9 7.18 15 3 10 18 24 3
F-10 Midi 6 6.39 12 2 5 21 18 7
F-11 Midi 7 5.67 9 2 10 28 12 4
F-12 Midi 5 8.47 15 2 5 25 20 7
F-13 Midi 8 8.1 14 3 5 26 19 8
F-14 Midi 9 11.3 13 3 10 42 16 6
F-15 Mini 8 7.14 13 3 10 23 19 4
F-16 Midi 7 11.3 15 2 5 36 19 10
F-17 Midi 8 8.45 15 3 10 24 21 7
F-18 Midi 10 10 19 3 10 21 28 4
F-19 Mini 7 6.74 12 2 5 24 17 7
F-20 Mini 7 7 11 2 10 28 15 4
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Route No
Vehicle Type
Bus Stops
Length (Km)
Avg Journey Speed
(Km/hr)
Total Dwell Time (Min)
Headway (Min)
Avg Run Time (Min)
Avg Running Speed
(Km/Hr)
Fleet Required
F-21 Mini 1 2.18 9 0 10 7 20 2
Total 115
Similarly the fleet size for the BOV has been estimated based on the potential Boarding Alighting
values which are expected to use the service. Based on the access and egress values from the
previous studies a value of 5-8% has been considered to be the potential catchment for the BOV’s.
The occupancy for the vehicle has been assumed as 4 passengers. The fleet size estimated for the
BOV are presented in Table 6-6, Table 6-7 & Table 6-8 for the year 2018, 2021 & 2031 respectively.
Table 6-6: Fleet size estimation for BOV for the Horizon Year 2018
Route No
Route Type
Length (Km)
Potential Boarding Alighting
Fleet Required
B-1 Circular 4.26 94 2
B-2 Circular 4.40 189 4
B-3 Circular 4.00 69 2
B-4 Circular 3.16 104 3
B-5 Single 1.32 40 1
B-6 Single 3.22 128 3
B-7 Single 2.88 52 2
B-8 Single 3.88 74 2
B-9 Circular 3.31 52 2
B-10 Single 2.96 184 4
Total 25
Table 6-7: Fleet size estimation for BOV for the Horizon Year 2021
Route No
Route Type
Length (Km)
Potential Boarding Alighting
Fleet Required
B-1 Circular 4.26 104 3
B-2 Circular 4.40 236 5
B-3 Circular 4.00 139 3
B-4 Circular 3.16 166 4
B-5 Single 1.32 81 2
B-6 Single 3.22 205 5
B-7 Single 2.88 104 3
B-8 Single 3.88 139 3
B-9 Circular 3.31 104 3
B-10 Single 2.96 294 7
Total 38
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Table 6-8: Fleet size estimation for BOV for the Horizon Year 2031
Route No Route Type
Length (Km)
Potential Boarding Alighting
Fleet Required
B-1 Circular 4.26 117 3
B-2 Circular 4.40 349 8
B-3 Circular 4.00 157 4
B-4 Circular 3.16 215 5
B-5 Single 1.32 118 3
B-6 Single 3.22 226 5
B-7 Single 2.88 222 5
B-8 Single 3.88 230 5
B-9 Circular 3.31 167 4
B-10 Single 2.96 532 12
Total 54
6.1.4 Operational Infrastructure
6.1.4.1 Interchanges
For effective operation of the feeder services it has to be integrated with various other transport
modes. This would enable transport mode choice to the passengers helping them in shifting from
one mode to another with ease. These Interchanges are capable of effectively providing proper
infrastructure interms of PIS and physical infrastructure for transfers. This would enable movement
of people. Based on the past studies (CMP, Nagpur-2013) in the project area the following locations
have been identified for the Interchange:
Junction on Hingna Road and Inner Ring Road
Junction on Amravati road and Inner Ring Road
Junction on Katol Road and Inner Ring Road
Junction on Koradi Road and Inner Ring Road
Junction on Wardha Road and Inner Ring Road
Junction on Umred Road and Inner Ring Road
Junction on Bhandara Road and Inner Ring Road
Junction on Kamptee Road and Inner Ring Road
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Figure 6-2: Proposed Locations for Interchange
Source: CMP, Nagpur
6.1.4.2 Transit Management Control Centre (TMCC)
Transit Management Control Centre is a major Control centre which looks over the overall
operations of the Transit Facilities in the city. The Control Centre would be enabled with various
advanced ITS features and can be integrated with the Feeder System. The following two locations
have been proposed for setting up the TMCC.
Intercity Bus Stand
Land near intersection of proposed LRT corridors (Patvardhan Ground)
TMCC is proposed for the Nagpur City with the following objectives:
To optimise the traffic performance of a network for all traffic modes;
Enable faster incident response and reduction in incident rates;
Reduce congestion on the arterial network of the city;
Increase traffic safety by effective incident response and clearance techniques;
Enhanced communication in all aspects of transportation management (planning, design,
implementation, operation, maintenance);
Monetary savings by sharing responsibilities between fewer staff, achieved by co-location of
participating agencies at the centre;
Increase the overall effectiveness of the transportation resources;
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To provide the basis for an expanded control system, which could include CCTV, congestion
monitoring, incident detection, fault monitoring, maintenance management, parking
management, route guidance, and integration with urban expressways;
To reduce delay to vehicles by reducing the journey time along links and achieve time
savings;
To reduce environmental pollution by reducing the number of times the vehicles have to
stop.
6.1.4.3 Depots and Workshops
Depots and workshops are provided to park and service the vehicles when not in use. The depots
provide short and long term parking spaces, maintenance, workshop facilities and fuel filling points.
It also includes facilities for driver shift change and rest room facilities for them.
Based on the reconnaissance survey conducted on the site the following locations have been
identified for the purpose of Depots and Workshops.
Patvardhan Ground Premise
Empty land on the Kamptee Road (Near to the Automotive Square)
Somalwada, Wardha road (nearby London Street Project)
Godhini (near Godhini Station)
6.2 Cost Estimations The total project expenditure can be categorized into various components as mentioned below:
Fleet Purchase Cost: This includes the capital cost for Rolling Stocks during the operational period.
Infrastructure Development Cost: This includes the capital cost attached with the development of
the feeder system. The cost includes the development of bus shelters, depot, Public Bicycle Sharing,
Hardware/Software components of ITS etc.
Operational & Maintenance Cost: This component consists of operational cost of overall operations
such as maintenance cost, salary cost etc.
6.2.1 Fleet Purchase Cost
The choice of type of bus is crucial and is based on the type of service that needs to be provided to
the commuters. In case of Nagpur, looking at the climatic conditions, it is suggested that Midi-Diesel
A/C buses shall ply on most of the routes and Battery Operated Vehicles are considered where the
right of way is limited. Mini-Diesel A/C buses are also proposed based on the catchment area. The
buses shall comply with the service quality of the metro service with premium quality Air
Conditioning and shall have seating capacity of 25-30 passengers. The buses shall be equipped with
good quality IT systems such as GPS and Passenger Information system. This effectively increases the
service quality of the entire ride. The life period for the buses is considered to be 10 years with 8%
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increase in the cost of bus per year. The cost of fleet has been estimated assuming that the metro
would start operating in the year 2018. The Block Cost estimates are presented in the Table 6-9.
Table 6-9: Block Cost Estimates for Rolling Stock for Feeder System
Sl.No Item Item Cost (Rs.)-2014
2018 2021 2031
1 Feeder Fleet Required (Midi category/unit) including 10% contingency
57 85 98
2 Feeder Bus Cost (Midi category/unit) 3,300,000 4,489,614 5,655,620 12,210,060
3 Feeder Fleet Required (Mini category/unit) including 10% contingency
20 28 29
4 Feeder Bus Cost (Mini category/unit) 3,000,000 4,081,467 5,141,473 11,100,054
5 BOV Fleet Required 25 38 54
6 BOV Cost (per unit) 125,000 170,061 214,228 462,502
Total Fleet Procurement Cost (Rs.Lakhs) 3,418 6,328 15,435
Source: Primary Analysis
6.2.2 Infrastructure Development Cost
The infrastructure required for the Feeder Project would include the various components such as
Bus Shelters, Bicycle Sharing, ITS components, Cycle Track cost etc. The cost of the cycle track has
been estimated for a thermoplastic based paint which is used for road markings. The cycle tracks
shall be distinguished by a band of paint of 10 cm on each side of the road. This has been suggested
as Nagpur has good quality pavements in place already and painted cycle track is a good option to
segregate the cycles and fast moving vehicles. The cost of terminals has not been considered in this
study since the same is reflected in CMP report. The summarized cost is presented in the Table 6-10.
Table 6-10: Infrastructure Development Cost
S.No. Item Item Cost
(Rs.) 2014
No. of
items 2018 2021 2031
1 Bus Shelter 1,800,000 225 550,998,029 694,098,829 1,498,507,312
2 Docking Stations (18 Spaces) 300,000 54 22,039,921 27,763,953 59,940,292
3 Bi-Cycles 7,000 624 5,942,616 7,485,984 16,161,679
4 Cycle Maintenance Facility 1,000,000 1 1,360,489 1,713,824 3,700,018
5 Magnetic Lock 2,000 624 1,697,890 2,138,853 4,617,623
6 GPS Device 7,000 624 5,942,616 7,485,984 16,161,679
7 Installation cost for docking
Stations 150,000 54 11,019,961 13,881,977 29,970,146
8 Cycle track cost Per Km
(Paint Based) 120,000 86 14,040,246 17,686,666 38,184,186
9 PIS Installation at Bus Stops
(2 -PIS) 150,000 225 45,916,502 57,841,569 124,875,609
10 ETVM Cost 45,000
9,428,188 17,429,593 42,291,206
11 Central Control System
(Hardware & Software) 75,000,000 1 102,036,672 128,536,820 277,501,354
12 Depot Cost (100 Buses-6
Acres of Land) 150,000,000 1 204,073,344 257,073,640 555,002,708
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S.No. Item Item Cost
(Rs.) 2014
No. of
items 2018 2021 2031
13
Cost of FOB connecting New
Airport Metro & Chinch
Bhavan
35,000,000 1 42,542,719 49,248,515 80,220,641
Total Cost (Rs.Lakhs)
10,170 12,824 27,471
Source: Primary Analysis
6.2.3 Maintenance Cost
The cost of maintenance for a feeder system can be attributed to various parameters which include
the operational cost of the bus, maintenance cost of the bus and the maintenance cost of the staff.
To estimate the Maintenance Cost the assumptions made are presented in Table 6-11 to Table 6-13.
Table 6-11: Rate Assumptions for the Feeder System
Item Values (Rs.) 2014
Diesel/Lit 69.42
Cost of Driver/month 12,000
Cost of conductor/month 12,000
Cost of Maintenance Staff/month 14,000
Cost of Management Staff/month 500,000
Table 6-12: Operating Assumptions for the Feeder System
Item Values
Useful Life of Buses (Years) 10
Drivers / bus 2.5
Conductors / bus 2.5
Maintenance staff / bus 0.5
Reduction in Fuel efficiency 3%
Fleet Utilization (First Year) 96.00%
Reduction in Fleet utilization 0.67%
Load Factor (First Year) 60%
Increase in Load Factor 3%
Max Load Factor 65%
Table 6-13: Maintenance Assumptions for the Feeder System
Bus Type Midi-Diesel- AC Mini-Diesel-AC
Fare (Rs./Pax-Km) 1.8 1.8
Usage (km/day) 227 192
Fuel Type Diesel Diesel
Fuel efficiency (kmpl) 4.0 4.5
Cost of Bus 3,300,000 3,000,000
Maintenance Cost / km 5.00 3.00
Passenger Capacity 36 30
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It has to be noted that the total cost for the Feeder System recommended as per the Detailed
Project Report for Nagpur Metro Rail, Nov 2013 is Rs. 97.11 Crores for the year June 2012. This has
been estimated at a gross cost of 2% of the total metro cost. The corresponding cost for the year
2018 with an average escalation rate of 8% is estimated to be around Rs. 154 Crores. These figures
are in synchronization with the estimated block cost of the feeder system. The total consolidated
cost for establishing the Feeder system for the Metro rail is presented in Table 6-14.
Table 6-14: Total Consolidated Feeder System Cost
S.No. Item Category 2018 2021 2031
1 Feeder System (Bus & BOV)
Rolling Stock 3,418 6,328 15,435
Infrastructure 9,125 11,550 24,982
Total (Rs. Lakhs) 12,542 17,878 40,416
2 Public Bicycle Sharing Scheme
Rolling Stock 59 75 162
Infrastructure 561 707 1,526
Total (Rs. Lakhs) 680 856 1,849
3 Pedestrian Facilities Infrastructure 425 492 802
Total (Rs. Lakhs) 425 492 802
Total Cost (Rs.Crores) with 10% Contingency 149 211 474
Source: Primary Analysis
6.3 Revenue Estimation The proposed Feeder System would lead to many benefits to the users of the system. The benefits of
the system could be direct and indirect. Direct benefits would include availability of better
connectivity to the metro system, advertisement opportunities for the commercial establishments
etc. Indirect benefits would include property development options, rise in market land value etc.
Though there are multiple ways of generating revenue, all of them can be categorized into two
different types, i.e. Fare Revenue and Non-Fare Revenue.
Fare Box Revenue constitutes to the total amount of money collected from the fare of the travelling
passengers. This has been estimated based on the number of kilometres travelled by the vehicle and
the total pax-kms/year. The pax-km is calculated from the average trip length of the user group and
the cost in block kms. On the other hand Non-Fare Revenue is the revenue generated from other
secondary sources which are not directly part of the fare box revenue. Categories contributing
towards the non-fare revenue include the revenue generated from advertisements at bus stops and
buses, revenue from Transit Oriented Development and revenue from other secondary sources. The
Advertisement revenue has been estimated from two different sources i.e. advertisement at the bus
shelters and advertisement on the buses. The revenue is estimated based on the advertisement cost
of Rs. 1,000/bus/month and Rs. 10,000/Stop/month. These values were assumed based on the rates
of cities of similar capacity.
The expenses incurred include:
The cost of the fuel required for the operation of the buses;
Cost of Manpower required for the maintenance and operation of the buses;
Cost of Maintenance of the buses which would cover general servicing;
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Cost of Insurance;
Depreciation cost of the bus
Final Revenue for the Feeder system has been estimated based on the previously mentioned
assumptions of fuel and maintenance cost. In addition to that the escalations in Fuel and Fare Rates
have been considered as 5% p.a. with increase in Manpower cost rate at 7.5% p.a. The estimated
revenue based on the above assumptions is presented in the Table 6-15.
Table 6-15: Estimated Revenue from the Feeder System for current and Horizon Years
PROJECTED FINANCIALS (Figures in Rs. Lakhs)
Year 2018 2021 2031
Total Fleet 70 102 115
Income
Total Fare Revenue 2561 4243 7264
Non-Fare Revenue 38 49 83
Total Revenue 2598 4292 7347
Expenses
Fuel 1294 2399 6004
Manpower 832 1460 3367
Maintenance 356 695 2055
Insurance 50 53 21
Depreciation 121 134 139
Total Expenses 2652 4741 11586
Revenue
Net Surplus/Deficit (Rs. Crores) -0.54 -4.50 -42.39
Source: Primary Analysis
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7 Implementation Plan
7.1 Introduction The operations and management of the Urban Transport system is not coordinated and highly
segregated. This gets more complex as Indian cities have many alternative modes of transport, each
one having its own importance and relevance. There are a number of agencies which are involved in
dealing with all various modes in the system which complexes the coordination process.
Implementation Strategy is vital to the success of the project. The objective of implementation
strategy is to have a detailed coordinated plan for all the aspects of the Feeder Operations. There
are various entities involved in the Implementation processes which are discussed below:
7.1.1 Prime Authority
Nagpur Improvement Trust (NIT) being a governing authority in Nagpur will be the Prime Authority
which governs the implementation of the entire process. The responsibility of the Prime Authority
lies in establishing a Special Purpose Vehicle (SPV) which carries out all the business operations.
Thereon it’s the SPV which undertakes all the operations of the Feeder System.
7.1.2 Special Purpose Vehicle
The SPV will be responsible for planning, monitoring & control of quality of services of the entire
feeder system. The business philosophy of the SPV envisages that the operations would be customer
oriented and customer driven. The key functions of the SPV include:
To facilitate, coordinate, control and monitor the activities of the Feeder system;
Responsible for developing legal and structural framework for enabling the SPV as the
primary operational entity for the Feeder service;
To explore all possible avenues such as the Public Private Partnership (PPP) and the Build
Operate Transfer (BOT) models for owning, developing, maintaining and operating the
infrastructural ancillary components such as Bus Depots, rolling stock, advertising etc;
Responsible for the implementation of Intelligent Transport System and Passenger
Information System;
To Plan, design, fund, develop and own fixed assets essential for operation of the feeder
system.
It has to be noted that the creation of SPV should not create a conflict of interest between the SPV
and Governing Authority. It has to be ensured that the operations of the feeder system are aligned
with the operations of the Metro Rail. This not only helps in better operation of the feeder but also
reduces the conflict of interest between both the parties. Planning and Scheduling of the feeder
routes should be designed in such a way that it primarily serves the metro corridor. For example
Ahmedabad has created an SPV Ahmedabad Janmarg Ltd, which is working independently from
Ahmedabad Municipal Transport Service (AMTS) which looks after the city bus services. Earmarking
of separate resources for both the services would enable both the entities to co-exist. The agencies
involved in the operations of the Feeder System can be seen in Figure 7-1.
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Figure 7-1: Various Agencies Involved in the Implementation
7.1.3 Route Permits
Approval of the feeder routes is the primary task to be undertaken before incorporating the routes
physically on the ground. Design of the routes and the fleet size required are the major decisions to
be made by the SPV. Once the routes are finalized the permissions are to be acquired from the
respective RTO agencies and get the routes officially sanctioned for running the Feeder Buses as per
the calculated fleet.
7.1.4 Bus Stop Contracts
Since the feeder system is routed to operate through internal routes, so as to provide proper
connectivity it might become essential to establish new bus stops. The location of the bus-stop
depends on the stop to stop distance, potential catchment and the number of stops in the route.
The number of new bus stops required has already been identified and the process of Bus Stop
implementation can be done on BOT basis. Implementation of any new bus stops should also
consider the impact of the existing City Buses plying in the city. The Figure 7-2 shows the typical
view of the bus stop which can be implemented for the Nagpur city.
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Figure 7-2: Typical Bus-Stop Model for Nagpur City
7.1.5 Advertisement Potential
The Feeder system as it targets a specific group of passengers can also generate revenue based on
the advertisement options. The advertisement options can be explored on and off-board where
messages of the local commercial setups can be played in the bus or displayed on the PIS at the bus-
stops and in the buses. Advertisements can also be displayed on the buses which can be viewable by
not only the passengers but the general public as well. The revenue generated through the
advertisements can be utilized for the operation or maintenance of the feeder systems. The
advertisement model adopted and the revenue generated should be an integral part of the
Concession Agreement. The Figure 7-3 shows the advertising options behind the bus for revenue
generation purpose.
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Figure 7-3: Typical Advertising option for a Bus
7.1.6 ITS Operations
The use of advanced technologies or ITS is to improve customer convenience, speed, reliability, and
safety. Examples include the Global Positioning Systems (GPS) to provide passenger information
such as real-time bus arrival information, fare collection system and monitoring of the operations.
The ITS component can be implemented by an external agency which has the potential to maintain
and operate the entire system. The primary components of the ITS include:
Automatic Vehicle locating system: (AVLS)
Passenger Information System: (PIS)
Off board/ On board Automatic Fare Collection System: (AFC)
Management Information System: (MIS)
Integration of all various above given components would provide a comprehensive Intelligent
Transportation System. Various contracting structures are available for the system and success of
the entire Feeder system is dependent on the efficiency of the ITS. Brief overview of the ITS system
is shown in Figure 7-4.
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Figure 7-4: Overview of the ITS Framework
Procurement, Operations and maintenance Contracting system is proposed for the ITS deployment.
As per the contracting strategy SPV would procure complete Hardware and Software component
and get it installed through the ITS vendor. Responsibility of integrating the system would remain
with ITS vendor as entire hardware and software should be procured from single vendor. As the
operations of ITS are quite complex, the responsibility of Operations and Maintenance shall be given
to the same agency for a proposed contract period. This would cover fare collection as well.
7.1.7 Bus Operations
Bus Operation is the most crucial and important part of the entire Implementation plan. Currently
Nagpur Mahanagar Parivahan Ltd (NMPL) a company formed by elected municipal corporators on
board caters to the city transport system. Vansh Nimay Infraprojects (VNIL) is an operating agency
which has been contracted to run the buses. It has to be noted that bus operations would require a
different set of expertise which shall cover the following aspects as shown in Figure 7-5.
Figure 7-5: Various Components of Bus Operations
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In order to ensure customer oriented serviceability for the Feeder system, the selection of the
Operator should be done after carefully evaluating all the above factors. The contractual agreements
between the Operator and SPV should define the various tasks to be carried by each of the
properties. The contracting mechanisms which can be applicable to the Feeder system are explained
below and the components involved in the implementation plan can be seen in the Figure 7-6.
Figure 7-6: Typical Implementation Plan Mechanism
7.1.7.1 Contracting Models
The feeder system being a part of a major High Priority Transport system, should be operated in
conjunction with the Metro System. The objective of the feeder is to support the Metro system so its
contracting strategies shall be in alignment with the Metro System. Once the SPV is in place the
contracting methodology has to be finalized for the operator selection.
7.1.7.1.1 Area Contract
When an authority issues a Contract to a bus operator for a particular area with all the exclusive
rights to operate the bus services in that given area which forms a sizeable part of the city it’s
described as Area Contract. These contracts are usually awarded based on competitive bidding
process and may also be awarded based on negotiated agreements. The Area contract can further
be classified as Gross Cost and Net Cost Contracts. These are further discussed latter based on the
appropriate contract for the city of Nagpur.
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An Area contract will be more appropriate if:
The city has various pockets of area which are mostly self-contained;
The authority would like to entrust the contractor with bus service planning as well;
The authority would like to bus operator to act an independent agency and be recognized as
a Bus Service provided.
In the current situation it can be observed that in the City of Nagpur the buses are operated by an
individual entity i.e. City Bus Services (CBS) who are solely responsible for the operations of the
buses for the entire city. It has to be noted that the responsibility of the routing and scheduling of
the buses would be restored by the CBS. The kind of contractual model adopted in this case is an
Area Based Contract.
7.1.7.1.2 Route Contract
In case of the Feeder services, the routes are pre-evaluated and the service is designed with an
objective of providing connectivity to a metro system and not to be operated as an individual
service. This is where an authority issues a contract for the operation of buses for one specified
route or a specified group of routes and this type of contract is described as a Route Contract.
Routes contracts are more appropriate for the following situations:
Retendering of routes has to be taken on after certain number of years;
If the authorities would like to determine the routes and schedules;
If the authority would like to be recognized as a Bus Service Provider;
To offer opportunities for small service providers;
To uptake the responsibility of the service planning.
The Route Contract is further classified into various types based on the contractual obligations and
the responsibility entrusted to the various agencies. The various types of contracting methods are
broadly described below:
7.1.7.1.2.1 Management Contracts
As the name suggest, this is a public owned model where the operations and maintenance of the
buses would be restored with the Public agency or the primary authority responsible for the Feeder
system implementation. The concept of the model involves the authorities being responsible for
purchase of the busses. Here the Public Transport authority pays the operator an annual
remuneration which includes a fixed sum of money along with a variable pay which depends on the
quality of the services and management.
The advantages of this kind of model are that it surpasses any complex contracting operations which
consume lot of time and would involve multiple operators. And it also gives the flexibility in
deployment of buses and to make any operational changes based on the actual ground
requirements.
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On the other hand model also has a downturn that the Public agency shall be responsible for all the
capital investments to be made and enforcing the process of operations and maintenance might be
difficult. In addition to that the Public Transport agency takes the risk on operating cost as well as
the commercial risk on the commercial revenues.
7.1.7.1.2.2 Gross Cost Model
This is a most widely adopted contracting model by the public agencies. The model envisages that
the operation would be customer driven. The principle of the model is that the buses will be owned
and operated by a private operator over a pre-agreed concession period of say 5-7 years. The
operator will be paid based on bus-kms operated by him with a guaranteed km per bus per annum.
In case of an incentive scheme, the public transport authority can share the commercial risk with the
operator. The operator takes the risk on the operating costs and the public transport authority takes
the commercial risk on the commercial revenues. The operator selected shall have adequate
experience in bus operation and shall also have sufficient experience in transport sector and should
have professional staff who are qualified and competent in executing the operations.
Here the fare collection system is not the responsibility of the operator and shall be entrusted to a
third party agency.
The advantages of this kind of model are:
Limited potential for disputes
Easy Bid Process and contract management
Flexibility in fare/schedule alteration
Flexibility in adding services
The disadvantages of the model are:
Need of effective ITS based control systems for proper monitoring and enforcement
No incentive for high ridership
Risk of revenue leakage borne by the Public entity
In this type of contracting the SPV (Special Purpose Vehicle) will be directly monitoring the
performance standards of the operators and set up service level benchmarks which need to be
attained by the operator. The SPV shall have leverage in issuing warrants or penalties against the
service standards of the Operator. In this type of contract the SPV shall be responsible for purchase
of buses as per the required fleet and the private players would operate and maintain the buses as
per the agreed schedule and terms. The tasks of enforcing the system is restored with the SPV and
this shall be done by extensive usage of the ITS technology. The main public transport policy goal
here is to improve the quality of public transport in the relevant area which in turn is expected to
result in more passengers.
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7.1.7.1.2.3 Net Cost Model
This model of contracting has a unified approach where in the operator will be responsible for
operation and maintenance of the buses. The operator would also be responsible to operate the
buses as per the frequency specified by the authorities. In addition to that the operator will be
solely responsible for the collection of fares and for the system maintenance cost.
The procedure of appointing an operator would usually involve a bidding process where any private
entity with certain pre-requisites is entitled for the bidding. The specifications of the frequency or
headway to be maintained, routes to be covered etc shall be the part of the bidding document.
Advantages of this model are:
Risk of passenger demand and revenue leakage is the responsibility of the operator
Low financial commitments of public entity
Effective incentive for higher ridership
Disadvantage of this model are:
Passenger dissatisfaction due to monopoly
Complex tendering and contracting process
Difficult to change the contract terms during the agreement period
High potential for disputes
The basic disadvantage of this kind of model is the difficulty in adhering to the prescribed
frequencies. Any plunge in the ridership values shall have serious repercussions in the revenue to be
generated by the operator. This most often leads to the termination of the contract in the mid-way
and effects the entire operations thus causing inconvenience to the passengers and affecting the
metro ridership.
A brief understanding of each of the contracting mechanisms discussed above has been presented in
the Table 7-1. Various aspects involved in each of the contracting procedure are also covered.
Table 7-1: Comparison Chart of various Contract Models
Field Management contracts Gross cost contracts Net cost contracts
Remuneration
Authority remunerates the
operator for know-how and
technical assistance, usually
both a fixed amount and a
variable component
Contribution based on the
kms operated, index often
updated in relation to
changes in costs (diesel,
gas, salaries, sales price of
buses, etc.).
Operator remunerated by
keeping the ticket revenues,
compensation is paid by the
authority (a fixed sum)
Ticket sales
Revenues related to operation
belong to the authority /
operator
Operator collects
revenues on behalf of the
public transport authority
Revenues related to
operation belong to the
operator
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Field Management contracts Gross cost contracts Net cost contracts
Incentive
schemes
Financial incentives can relate
to productivity and quality
Quality or revenue
incentives will encourage
the operator to focus not
only on the production /
costs but also revenue /
passenger satisfaction
Quality incentives frequently
make use of stated minimum
demands or results on
customer surveys
Ancillary
activities
Revenues are collected by the
operator on behalf of the public
transport authority
Operator retains ancillary
revenues
Operator retains ancillary
revenues
Monitoring
Authority generally monitors
the operator regarding policy
and budget
Authority monitors the operator regarding service
performance through qualitative and quantitative
assessments
Definition of
the services
Decided by the public transport
authority
Decided by the public
transport authority
Often shared responsibility,
however with significant
operator influence
Quality Authority: strategic responsibility to define the level of quality
Operator: managerial and operational responsibility
Tariffs and
fares
All related issues under the
responsibility of the public
transport authority
All related issues under
the responsibility of the
public transport authority
Policy defined by authority,
autonomy for the operator
for commercial fares such as
discounts, fare sections
Information
and
promotion
All related issues usually a shared responsibility
Personnel and
employment
conditions
All related issues usually a shared responsibility but may also be wholly an operator
responsibility
Source: PROCEED, Directorate-General Energy and Transport, Europe
7.1.7.2 Contracting Recommendations
Nagpur being one of the emerging cities with a population of just over 2.4 Million has a substantiate
growth potential. On the other hand the mobility operations of the city are also depended on the
physical/geographical structure of the city. Nagpur being a radially oriented city has to be facilitated
with various modes of transportation. This also brings in the existing public transport modes into the
perspective.
The Net Cost Model and Gross Cost Model are the two contract methodologies which are generally
awarded through variants. The responsibility of the Public and Private agencies varies based on the
contracting methodology adopted. The Table 7-2 shows the responsibility matrix of the Public and
Private Agencies under the Gross and Net Cost Contracting Models.
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Table 7-2: Responsibility Matrix under various Implementation Modes
Functions NCC GCC
Procurement of Vehicle P or G P or G
Bus Operation P P
Bus Maintenance P P
Route planning and scheduling P and G G
Monitoring G G
Fare Collection P G
Fare Fixation and revision G G
Provision of Infrastructure G G
P-Private, G-Government
The advantages of adopting a Gross Cost Model for the city are that it effectively reduces the
process of fare collection and management by the operator which can be outsourced to a third
party. It also helps in having clear payment structure which is based on per km basis. So the
operations can be monitored by the use of ITS devices which record the total km travelled. With the
varying economic developments taking place in the city, the travel patterns are also expected to
change with time.
So this raises a need for the operational flexibility of the system which can easily be possible by
adopting the Gross Cost Model. The feeder routes were developed keeping in view of the existing
transport network and its ability to have a greater spread covering the maximum possible potential
catchment areas. So the objective of the feeder is to facilitate the metro system and not to counter
the existing transport facilities.
One of the prominent examples for the city adopting Gross Cost model is Ahmedabad. As specified
earlier Ahmedabad Municipal Corporation (AMC) has created “Ahmedabad Janmarg Limited” (AJL), a
Special Purpose Vehicle (SPV) for planning, designing and operating Ahmedabad BRTS System. AJL is
an autonomous body headed by the Municipal Commissioner of Ahmedabad and has on its board
representatives from the political wing, the state government and experts in urban transport. AMC
owns and maintains the road and BRT corridor, while the BRT stations are maintained by AJL. AJL is
also responsible for planning and operation of BRT Buses for which it has engaged a private sector
company on a gross cost contract. The efficiency of the system is clearly reflected in the operations
and the success of the model.
So based on the past experiences and considering the dynamics of the city the Gross Cost
Contracting Model is highly recommended.
7.2 Project Phasing The Feeder system suggested for the city has multiple components. To attain maximum effective
utilization of the system it is quite important to categorize the implementation based on the short
and long term needs of the city. The short term plan would mainly focus on the projects which can
be implemented immediately. The focus of the Mid-term projects would generally concentrate on
the developments in the coming 5-10 years. On the other hand Long term projects would mainly be
focused on the developments which need to be considered in next 15-20 years.
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Keeping in view of the current Transport scenario of the city, it is very imperative that the city would
be requiring good NMT facilities which would enable the safety of the NMT users. The suggestions
made in terms of the NMT facilities include laying of the Cycle tracks which would enable the safety
of the bicycle users. In the Mid-Term projects the Feeder System can be implemented as the Metro
Rail might take another three to five years to materialize and the Feeder shall be operational in
parallel with the Metro services. The implementation of the ITS components shall also be done in
parallel with the Feeder system as the components of the ITS are mostly related to the Feeder
System. In addition to this it is also recommended that all the Public Transport facilities in the city be
brought under a single system where a common ITS platform can be used for monitoring and
controlling the operations of these systems. This kind of strategy would not only effectively reduce
the cost, but would also facilitate a one point control system which helps in the integration of the
public transport systems. The long term projects would mainly include the Public Bicycle Sharing
system. The effective utilization of this project would also take time as the public response towards
such advance concepts has been very meek in the country. Table 7-3 shows the Project Phasing
along with the cost of the project in the respective phase.
Table 7-3: Project Phasing for the Implementation of the various Projects
S.No. Phase Project Short Term Mid Term Long Term
1 Short Term Cycle Tracks 140 - -
Total (Rs. Lakhs) 140 - -
2 Mid-Term
Feeder Bus Service - 15,840 -
Implementation of ITS Infrastructure
- 2,038 -
Pedestrian Facilities - 492 -
Total (Rs. Lakhs) - 18,371 -
3 Long Term Public Bicycle Sharing - - 1,306
Total (Rs. Lakhs) - - 1,306
Total Cost (Rs.Crores) 1.4 184 13
Table 7-3 gives a general view of the phasing of the various projects to be carried out over time. But
the actual initiation date and duration of the project depends on the time taken for the
implementation of the project. This has to be in accordance with the commencement of the Metro
Rail. Table 7-4 gives a picture as to when the project has to be initiated in respect to the Metro Rail.
The value ‘D’ indicates the date of commencement of the Metro Rail and the figure beside it
indicates the duration in months the project has to be initiated.
Table 7-4: Implementation Program for various projects for Nagpur Feeder System
Project Date (Duration in Months)
Commencement of Metro Rail D
Initiation of Procurement of Feeder Buses D (minus) 12
Finalization of Procurement of Feeder Buses D (minus) 2
Initiation of appointment of the Operator for Buses D (minus) 6
Finalization of appointment of the Operator for Buses D (minus) 2
Initiation of appointment of Vendor & Transaction Advisory for ITS Components D (minus) 8
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Project Date (Duration in Months)
Finalization of appointment of Vendor & Transaction Advisory for ITS Components D (minus) 2
Initiation of Construction of NMT & Pedestrian facilities D (minus) 8
Finalization of Construction of NMT & Pedestrian facilities D (minus) 2
Initiation of Public Bike Sharing Scheme D (plus) 24
Finalization of Public Bike Sharing Scheme D (plus) 36
7.3 Conclusion The organization form selected and the institutional set-up has a greater impact on the entire
operational process of the Feeder System. How well the Government institutions are able to manage
the Feeder system will have long term consequences for the quality of Public Service and the
sustainability of the system. As the setting up of management structures and new government
institutions can take time, this process has to begin simultaneously with the physical and operational
design process.
Decisions involving which or what type of agency would be responsible for administering the new
Feeder system is often a contentious process. So it is very essential to define the individual
responsibilities and tasks to be carried out by specific agency involved. The earlier this issue can be
settled, the faster the System can be designed and implemented.
As per the National Urban Transport Policy (NUTP) a Unified Metropolitan Transport Authority
(UMTA) would be established for the city which would be heading all the Urban Transport related
operations in the city. All Urban Transport related organizations would be governed by UMTA and it
holds the prime authority for any decision making related to those operations in the specified Urban
area. Nagpur Metro Rail Corporation Limited (NMCL) being a unique entity which has been
implemented for the Operations of the Metro would also be directly governed by UMTA. In addition
existing institutional setups in the city such as City Bus Services (CBS) for operation of urban
transport system will also be governed by UMTA. The SPV which will be established for the Feeder
System should be acting in conjunction with the NMCL and would fall under the umbrella of UMTA.
So the Feeder system can be implemented through an existing agency or a newly created agency
provided the operations of the feeder system are in synchronization with the Metro Rail operations.
The Feeder system should therefore be treated with focused attention. This is quite essential for the
success of the feeder system as well as for the Metro system.