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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


19

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


20

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.


21

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



22

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.


23

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 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

20000

40000

60000

80000

100000

120000

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

Pro

du

ctio

ns

Att

ract

ion

s

2021

2031

0

50000

100000

150000

200000

250000

300000

350000

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

pu

lati

on

2021

2031


24

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.


25

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


26

Route No

Length (Km)


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


27

Route No

Length (Km)


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)


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


28

Route No Length (Km)


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


29

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


30

Figure 3-13: Feeder Routes F-5 & F-6


N-S Metro Corridor

F-5

F-6

KasturchandPark

Zero Mile

F-7

F-8

N-S Metro Corridor

Zero Mile


31



F-9

F-10

N-S Metro Corridor

N-S Metro Corridor

F-11


32



N-S Metro Corridor

F-12

F-13

F-14

N-S Metro Corridor


33



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


34



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


35


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


36

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


37

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.


38

Figure 4-1: Proposed Walkway from MSRTC Bus Terminal to Nagpur Railway Station & Proposed Transport Hub at Patvardhan Ground


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


Nagpur

Rly. Stn.

MSRTC

Bus Terminal

Prop.

Transport Hub

New Airport


39

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


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


40

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


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


41

Figure 4-5: Proposed Cycle Track network


Proposed Cycle Tracks under Feeder

Proposed Cycle Tracks under BRTS


42

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

http://en.wikipedia.org/wiki/List_of_bicycle_sharing_systems


43

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.


44

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:


46

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


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



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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


62

Figure 5-7: Station Integration Plan for Nagpur International Airport at the Metro Station


63

Figure 5-8: Station Integration Plan for Nagpur International Airport at the Airport Region


64

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.


67

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


68

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


Route No

Vehicle Type

Bus Stops

Length (Km)

Avg Journey Speed

(Km/hr)


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)


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


Route No

Vehicle Type

Bus Stops

Length (Km)

Avg Journey Speed

(Km/hr)


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)


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-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-10 Single 2.96 184 4

Total 25


Route No

Route Type

Length (Km)


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


71


Route No Route Type

Length (Km)


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


72

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;


73

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%


74

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


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


75

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


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


76

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


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;


77

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



78

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.


79

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.


80

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.


81

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.


82

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


83

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.

detailed project report for feeder system for nagpur … project report for feeder system for nagpur...

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