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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.


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


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


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


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


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:


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.


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 6-5: Fleet size estimation for BOV for the Horizon Year 2018 .................................................... 70



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 3-18: Feeder Routes F-13 & F-14 ............................................................................................... 32






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


1

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


2

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


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


48%

40%

49%

43%

34%

41%

33%

26%

17%

0%

10%

20%

30%

40%

50%

60%

Gro

wth

Rat

e


3

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


4

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


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%


5

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.


6

Figure 1-5: Existing Land Use Plan of Nagpur City


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


7

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%


8

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


9

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



10

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


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


11

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


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


12

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.


13

Figure 2-5: Proposed Mass Transit System for the Nagpur City


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.


14

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


15

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


16

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


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


17

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


18

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.


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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



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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


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.


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Figure 3-9: Potential Catchment (PA) served by the Feeder Routes


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


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 o

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