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Detailed Project Report for
Feeder System
for Nagpur Metro
Final Report
August 2014
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DETAILED PROJECT REPORT FOR FEEDER SYSTEM
FOR NAGPUR METRO
Final Report
August 2014
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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.
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Detailed Project Report for Feeder System for Nagpur Metro
II
Keeping in view of the proposed developments a Comprehensive Mobility Plan (CMP) study was
conducted to evaluate the existing transport scenario and to provide effective transport solutions to
meet the Mobility demands in the coming decades. The proposal defines the Mobility pattern of the
city by suggesting integration of the Bus Rapid Transit System (BRTS) and Mass Rapid Transit System
(MRTS). After evaluating various options the two major corridors for MRTS have been recommended
which are, Corridor 1: Kamptee Road to Wardha Road and Corridor 2: CA Road to Hingna Road. The
alignment of the Metro Corridors along with the station details are shown in the Figure below:
Alignment of the Metro Corridors along with the Station Locations
Objective and Scope of the Study
The MRTS corridors being fixed routes would be requiring a secondary system which would help in
improving the connectivity and augments the ridership of the metro system. This supporting system
is called as a Feeder System. Nagpur Improvement Trust (NIT) being a prime entity of the Nagpur
Metro System has appointed Urban Mass Transit Company Limited (UMTC) to prepare a Detail
Project Report for the Feeder system for the city for the Nagpur Metro Rail.
Scope of the study includes the following tasks:
Planning of the routes for the Feeder System based on passenger demand
Assessment of the rolling stock for buses and public bicycles
Evaluation of ‘Intelligent Transport Systems’ for the Public Transport and NMT systems
Infrastructure planning and Integration strategies
Cost estimations for Infrastructure components
Suggestions on the Contracting and Operating approaches
Bus Operation and Implementation Plan
The primary focus of the study is to:
Metro Stations
Metro Alignment
Automotive Square
Nari Road
Indora ChowkKadbi Chowk
Gaddi Godam
Kasturchand ParkPrajapati Nagar
Vaishnov DeviTelephone Exchange
AgrasenChowk
ChitrauliChowk
Dosar VaisyaAmbedkar
Chowk
Nagpur Railway Stn
Zero Mile
Sitabuldi
Congress Nagar
RahateColony
Ajni Sq
ChhatrapatiSq
Jai PrakashSq
Ujwal Nagar
Airport
New AirportKhapri
Jhansi Rani Sq
IOE
Shankar Nagar Sq
LAD Chowk
DharampethColl
SubhashNagar
Rachana
VasudevNagar
BansiNagar
LokmanyaNagar
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Detailed Project Report for Feeder System for Nagpur Metro
III
Establish an efficient and cost effective “Feeder Service” for the proposed Metro Rail
Providing connectivity from various zones to the Metro Stations
To compliment the metro system without denunciating the other public transit systems
To provide a Comprehensive accessibility option to all the commuters
Design of Feeder System
The requirement of the Feeder system arises from the fact that the proposed metro systems are
aligned along North-South and East-West corridors and not providing connectivity to various other
parts of the city. So to counter this effect and to effectively augment the ridership of the metro
system a supplement system is needed which is called as the Feeder system. The Nagpur Municipal
Corporation (NMC) area along with the area within the Outer Ring Road has been considered for
providing the Feeder services. This area is the buffer of 5.0 Km radius along the metro corridor.
The route selection procedure adopted for the feeder routes include evaluation of the existing
transport facilities, Study of the Desire Line patterns, Evaluation of the Zonal Impact factors i.e. Trip
Productions and Attractions, evaluation of the existing routes, route choice and finally physical route
verification. For ease of the analysis the city has been divided into four quadrants along the metro
alignment and each quadrant has been evaluated separately in conjunction with the other
quadrants. The Production-Attraction figures which are the representation of the Population and
Employment values of a zone are considered for route choice selection. The Origin-Destination data
has been evaluated zone-wise for each zone with significant trip values. These individual zones were
connected to form a chain pattern leading to the nearest metro station. Similarly the same method
has been applied for all the other zones extending its links to the feeder system. It has been
estimated that the feeder system shall cater to a total population of about 2.27 Million in the year
2021 which is nearly 76% of the total expected population by the year 2021. Also by the year 2031
about 84% (3.1M) of total population shall be catered by the feeder systems. Areas with limited
ROW were also considered and Battery Operated Vehicle (BOV) is suggested for such routes. The
feeder routes evaluated are shown in the table below:
Proposed Feeder Routes for the Nagpur Metro System
Route No
Length (Km)
Route Stations Covered
F-1 9.96 Bharatwada, Vaishnovdevi Chowk Prajapati Nagar & Vaishnodevi Chowk
F-2 6.70 Indora Chowk-Vaishali Nagar Indora Chowk
F-3 8.10 Automotive Sq- Binaki Automotive Square & Nari Road
F-4 5.40 Jaripatka-Kadbi Chowk Kadbi Chowk
F-5 8.69 CPWD Old Quarters-Kasturchand Park Kasturchand Park
F-6 6.76 Zero Mile- GS College Sq Zero Mile
F-7 6.82 Ram Nagar-LAD Chowk-Kotwal Nagar Shankar Nagar Chowk & LAD Chowk
F-8 9.70 Ajini-Sitabuldi Institute of Engineers, Jhansi Rani Square,
Rahate Colony, Sitabuldi
F-9 7.18 Lokseva Nagar-Subhash Nagar Rachana & Subhash Nagar
F-10 6.39 Surendra Nagar-Jaiprakash Nagar Chhatrapati Square, Jaiprakash Nagar & Ajni
Square
F-11 5.67 Somalwada-Ujwal Nagar Ujwal Nagar
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Detailed Project Report for Feeder System for Nagpur Metro
IV
Route No
Length (Km)
Route Stations Covered
F-12 8.47 Mihan-Khapri Metro Khapri
F-13 8.10 Omkar Nagar- Chhatrapati Square Jaiprakash Nagar & Chhatrapati Square
F-14 11.30 Rameshwari-Chhatrapati Sq Jaiprakash Nagar & Chhatrapati Square
F-15 7.14 Nandhanvan Colony-Mangalwari Telephone Exchange
F-16 11.30 Police Head Quarters-Kasturchand Park Kasturchand Park, Kadbi Chowk & Gaddi
Godam
F-17 8.45 Manav Seva Nagar-Zero Mile Zero Mile
F-18 10.00 Dighori Sq-Vaishnodevi Chowk Prajapati Nagar & Vaishnodevi Chowk
F-19 6.74 Model Mills-Agrasen Chowk Nagpur Railway Station, Agrasen Chowk &
Chitrauli Chowk
F-20 7.00 Bhandewari Railway Station-Prajapati
Nagar Chowk Prajapati Nagar
F-21 2.18 Dr. Babasaheb Ambedkar International
Airport-Old Airport Old Airport
Proposed BOV Routes for the Nagpur Metro System
Route No
Length (Km)
Route Type
Route Via Point Stations Covered
Operation Unit
B-1 4.26 Circular
Old Kamptee Rd-
Telephone Exchange
Shanti Nagar, Shad Hospital, Prem Nagar, Itwari Railway Station, Marwadi Chowk,
Aazad Chowk, Nehru Putla
Telephone Exchange
BOV
B-2 4.40 Circular Hansapuri-
Agrasen Chowk
Golibar Chowk, Bharat Mata Chowk, Maskasath, Lalganj,
Gandhi Chowk, Itwari, Bhandara Rd
Agrasen Chowk & Chitrauli Chowk
BOV
B-3 4.29 Circular Lakadganj-Ambedkar
Chowk
Shastri Nagar, Hasanbag, Kota Colony, Subhash Putla,
Queta Colony
Telephone Exchange &
Ambedkar Sq BOV
B-4 3.16 Circular
Mominpur Chowk-Agrasen Chowk
Golibar Chowk, Jama Masjid, Geetanjali Chowk, Daga
Hospital, Timki
Dosar Vaishya Chowk & Agrasen Chowk
BOV
B-5 1.32 Single New Airport-
Chinch Bhawan
- New Airport BOV
B-6 3.22 Single
Yashodhara Nagar-
Automotive Sq
Sidharth Nagar PS, Ekta Ground
Automotive Square
BOV
B-7 2.88 Single Tilak Nagar-
Shankar Nagar Sq
Giripeth, Gokulpeth, Uday Nagar
Shankar Nagar Chowk
BOV
B-8 3.88 Single Hinga T-Point
- Jaitala
Prasad Nagar, Old Railway Crossing, Jaitala, Godawari
Nagar Rachana BOV
B-9 3.31 Circular Bajaj Nagar-
Shankar Nagar Chowk
Laxmi Nagar, West Shankar Nagar
Shankar Nagar Chowk
BOV
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Detailed Project Report for Feeder System for Nagpur Metro
V
Route No
Length (Km)
Route Type
Route Via Point Stations Covered
Operation Unit
B-10 2.96 Single
VSPM Dental College-
Lokmanya Nagar
GH Raisoni College, Police Nagar
Lokmanya Nagar
BOV
ES*-Earthen Shoulder, PS*-Paved Shoulder
Non-Motorized Transport Strategy (NMT)
Currently the NMT facilities in the city are quite inadequate and leave a major scope of
improvement. In addition the city also has a major share of Pedestrians and Bicycle users and
minimal infrastructure for them. Keeping in view of the existing NMT facilities CMP report has
proposed two walkways, one from MSRTC Bus Terminal to Nagpur Railway Station which is of 1.9 Km
in length and the other from the Proposed Transport hub at Patvardhan Ground to MSRTC Bus
Terminal which is of 1.6 Km in length. In addition to the above proposal it is also recommended that
an FOB be constructed on Wardha road connecting Chinch Bhavan to New Airport Metro of 0.25 Km
which lies on the other side of the NH. This would not only enable proper connectivity for the
pedestrians, but it would also reduce the pedestrian vehicular interaction on the highway, thus
potentially reducing the probability of accidents.
Currently the Nagpur city has a very high share of bicycle users which contribute to around 6% of the
total mode share of the transport system. So a detailed review has suggested that various Bicycle
lanes are required for the city which would enhance their safety as well. After thoroughly evaluating
the travel pattern of the Bicycle users by using Desire line and Bandwidth diagrams a total of 86 km
length of road has been proposed for construction of the cycle track.
Considering the density of the Bicycle users a Bicycle Sharing Scheme was also suggested for the city
of Nagpur. The Bicycle sharing scheme is a global concept which runs based on a Pick and Drop
model. A total of 54 Bicycle stations were proposed which are spread across the entire city covering
the major metro stations and all prominent locations in the city. A total of 624 Bicycles would be
distributed across these stations based on the catchment area of the station.
Intelligent Transport System & Integration Strategies
Intelligent Transport System (ITS) is a path-breaking technology which helps in providing solutions
for various transportation problems. With the arrival of the Metro system and the introduction of
the Feeder as the supporting component it is quite essential to integrate these systems with the help
of ITS technology. The applications of ITS for the Feeder system includes: Passenger Information
System (PIS), Automatic Vehicle Location System (AVL), Bus Driver Console (BDS), Fare Collection
System and Central Control Centre.
To effectively operate the feeder system and to optimize the mobility options of the commuters it is
very essential to integrate various transport modes. For efficient and customer oriented operations
of a multi-modal system, integration of the facilities such as ticketing mechanisms, service plans,
monitoring and PIS is an essential component. The metro station integration plan has been designed
so as to accommodate the feeder system into the metro system. Integration of all modes at the
metro station has been synthesized in such a way so as to provide maximum ease and comfort to
the commuters. The space available at the entrance of the Metro station is expected to cater for the
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Detailed Project Report for Feeder System for Nagpur Metro
VI
needs of parking of private vehicles as well as for the bus stops for the feeder system. A two-way
road has been proposed in the parking area with provision for the bus-bays. These bus bays are
specially designed to cater to the needs of the feeder buses.
Operation Plan
Estimation of fleet size of the Feeder System has been done considering various factors which
include the Run time, Dwell time, headway, route length etc. The fleet which has been estimated for
various horizon years is shown in the table below:
Fleet Size for Feeder and BOV for the Horizon Years
Sl.No. Item 2018 2021 2031
1 Feeder Fleet Required 70 102 115
2 BOV Fleet Required 25 38 54
To estimate the actual ridership values and to assess the impact of the proposed Feeder system the
routes have been evaluated using the travel demand model developed. The model was previously
developed and calibrated for the CMP Nagpur project so the same has been considered for the
ridership assessment. Figure below shows the Feeder Routes considered for the evaluation along
with the Metro Corridors.
Each of the individual routes has been evaluated using the CUBE Model and the total peak ridership
was estimated. It has been observed that the ridership of the metro is expected to increase by 11%
and 14% for the horizon year 2021 and 2031 respectively. The ridership values with and without the
feeder service are presented in the table.
Ridership values of Metro With and Without Feeder System
Year 2021 2031
Scenario W/O Feeder W Feeder W/O Feeder W Feeder
Peak Hour Ridership 37361 41632 48416 55038
Growth 11% 14%
Block Cost Estimates
The total project expenditure has been categorized into various components which include Fleet
Purchase Cost, Infrastructure Development Cost and Operational & Maintenance Cost. Various
assumptions have been made in terms of Maintenance and other cost based on the past studies. It
has to be noted that the total cost for the Feeder System recommended as per the Detailed Project
Report for Nagpur Metro Rail, Nov 2013 is Rs. 97.11 Crores for the year June 2012. This has been
estimated at a gross cost of 2% of the total metro cost. The corresponding cost for the year 2018
with an average escalation rate of 8% is estimated to be around Rs. 154 Crores. These figures are in
synchronization with the estimated block cost of the feeder system. The total consolidated cost for
establishing the Feeder system for the Metro rail is presented in the table below:
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Detailed Project Report for Feeder System for Nagpur Metro
VII
Total Consolidated Feeder System Cost
S.No. Item Category 2018 2021 2031
1 Feeder System (Bus & BOV)
Rolling Stock 3,418 6,328 15,435
Infrastructure 9,125 11,550 24,982
Total (Rs. Lakhs) 12,542 17,878 40,416
2 Public Bicycle Sharing Scheme
Rolling Stock 59 75 162
Infrastructure 561 707 1,526
Total (Rs. Lakhs) 680 856 1,849
3 Pedestrian Facilities Infrastructure 425 492 802
Total (Rs. Lakhs) 425 492 802
Total Cost (Rs.Crores) with 10% Contingency 149 211 474
Revenue Estimation
The Revenue estimated from the Feeder has been divided into two categories i.e. Fare Box Revenue
and Non-Fare Box Revenue. Various assumptions were made in terms of the expenses incurred
based on past studies and the Net Surplus/Deficit has been estimated. The final figures are shown in
the table below:
Estimated Revenue from the Feeder System for current and Horizon Years
PROJECTED FINANCIALS (Figures in Rs. Lakhs)
Year 2018 2021 2031
Total Fleet 70 102 115
Income
Total Fare Revenue 2561 4243 7264
Non-Fare Revenue 38 49 83
Total Revenue 2598 4292 7347
Expenses
Fuel 1294 2399 6004
Manpower 832 1460 3367
Maintenance 356 695 2055
Insurance 50 53 21
Depreciation 121 134 139
Total Expenses 2652 4741 11586
Revenue
Net Surplus/Deficit (Rs. Crores) -0.54 -4.50 -42.39
Implementation Plan
The operation of Urban Transport System is highly complex process involving various agencies. This
gets more complex as Indian cities have many alternative modes of transport, each one having its
own importance and relevance. So an Implementation Strategy has to be developed which would
enable the coordination between various agencies.
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Detailed Project Report for Feeder System for Nagpur Metro
VIII
A typical implementation plan would start by establishing a Special Purpose Vehicle (SPV) which
would coordinate with various agencies and select the operators based on various contracting
methodologies.
Conclusion
As per the National Urban Transport Policy (NUTP) a Unified Metropolitan Transport Authority
(UMTA) would be established for the city which would be heading all the Urban Transport related
operations in the city. All Urban Transport related organizations would be governed by UMTA and it
holds the prime authority for any decision making related to those operations in the specified Urban
area. Nagpur Metro Rail Corporation Limited (NMCL) being a unique entity which has been
implemented for the Operations of the Metro would also be directly governed by UMTA. In addition
existing institutional setups in the city such as City Bus Services (CBS) for operation of urban
transport system will also be governed by UMTA. The SPV which will be established for the Feeder
System should be acting in conjunction with the NMCL and would fall under the umbrella of UMTA.
As the setting up of management structures and new government institutions can take time, this
process has to begin simultaneously with the physical and operational design process.
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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
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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
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7.1.7 Bus Operations ......................................................................................................................... 82
7.2 Project Phasing ......................................................................................................................... 88
7.3 Conclusion ................................................................................................................................ 90
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List of Tables
Table 1-1: Decadal Growth Rate from 1951 to 2011 .............................................................................. 1
Table 1-2: Population Forecast Methods ................................................................................................ 3
Table 1-3: Population Projections based on Incremental Increase Method .......................................... 4
Table 1-4: Activity Share of MIHAN Area ................................................................................................ 5
Table 1-5: Proposed Land Use pattern of the Nagpur City ..................................................................... 7
Table 2-1 Bus Operation Details of the Nagpur City ............................................................................. 12
Table 2-2: Alignment of Nagpur Metro Rail Proposed by DMRC .......................................................... 14
Table 3-1: Proposed Feeder Routes for the Nagpur Metro System ..................................................... 25
Table 3-2: Proposed BOV Routes for the Nagpur Metro System ......................................................... 27
Table 3-3: Proposed Parking Locations for the Feeder Buses............................................................... 36
Table 4-1: Bicycle Station Locations and Type ...................................................................................... 47
Table 4-2: Estimated Fleet Size for PBS-Scheme .................................................................................. 49
Table 6-8: Ridership values of Metro With and Without Feeder System ............................................. 66
Table 6-1: Average Estimated Speeds from Speed and Delay Survey .................................................. 67
Table 6-2: Fleet Size for Feeder System for the Horizon Year 2018 ..................................................... 68
Table 6-3: Fleet Size for Feeder System for the Horizon Year 2021 ..................................................... 68
Table 6-4: Fleet Size for Feeder System for the Horizon Year 2031 ..................................................... 69
Table 6-5: Fleet size estimation for BOV for the Horizon Year 2018 .................................................... 70
Table 6-6: Fleet size estimation for BOV for the Horizon Year 2021 .................................................... 70
Table 6-7: Fleet size estimation for BOV for the Horizon Year 2031 .................................................... 71
Table 6-9: Block Cost Estimates for Rolling Stock for Feeder System ................................................... 74
Table 6-10: Infrastructure Development Cost ...................................................................................... 74
Table 6-11: Rate Assumptions for the Feeder System .......................................................................... 75
Table 6-12: Operating Assumptions for the Feeder System ................................................................. 75
Table 6-13: Maintenance Assumptions for the Feeder System ............................................................ 75
Table 6-14: Total Consolidated Feeder System Cost ............................................................................ 76
Table 6-15: Estimated Revenue from the Feeder System for current and Horizon Years .................... 77
Table 7-1: Comparison Chart of various Contract Models ................................................................... 86
Table 7-2: Responsibility Matrix under various Implementation Modes ............................................. 88
Table 7-3: Project Phasing for the Implementation of the various Projects ........................................ 89
Table 7-4: Implementation Program for various projects for Nagpur Feeder System ......................... 89
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List of Figures
Figure 1-1: Decadal Population Growth of Nagpur ................................................................................ 2
Figure 1-2: Decadal Population Growth Rate of Nagpur ........................................................................ 2
Figure 1-3: Estimated Population trends in Nagpur City ........................................................................ 3
Figure 1-4: Workforce Participation of Nagpur City ............................................................................... 4
Figure 1-5: Existing Land Use Plan of Nagpur City .................................................................................. 6
Figure 1-6: Existing Land Use Distribution of Nagpur City ...................................................................... 6
Figure 1-7: Proposed Land Use Distribution of Nagpur City ................................................................... 7
Figure 2-1: Major Road Network of the Nagpur City .............................................................................. 9
Figure 2-2: Existing Rail Network of Nagpur ......................................................................................... 10
Figure 2-3: The current mode split of the Nagpur city ......................................................................... 10
Figure 2-4: City Bus Transport Route Map for the city of Nagpur ........................................................ 11
Figure 2-5: Proposed Mass Transit System for the Nagpur City ........................................................... 13
Figure 2-6: Alignment of the Metro Corridors along with the Station Locations ................................. 14
Figure 3-1: Feeder system in the form of Mini-Bus and Battery Operated Vehicles ............................ 16
Figure 3-2: Project Study Area within 5.0 Km Radius ........................................................................... 17
Figure 3-3: Feeder System Route Selection procedure ........................................................................ 18
Figure 3-4: Zones falling in the 5.0 km buffer zone of the metro stations ........................................... 19
Figure 3-5: Existing PT Network with the Proposed Metro Corridor .................................................... 20
Figure 3-6: PIA divided into various Quadrants along the Metro Alignment ....................................... 21
Figure 3-7: Production Attraction chart for various zones in the PIA ................................................... 21
Figure 3-8: Desire Line Pattern of the various zones ........................................................................... 22
Figure 3-9: Potential Catchment (PA) served by the Feeder Routes .................................................... 23
Figure 3-10: Potential Population served by the Feeder Routes .......................................................... 23
Figure 3-11: Feeder Route F-1 .............................................................................................................. 29
Figure 3-12: Feeder Routes F-2, F-3 & F-4 ............................................................................................ 29
Figure 3-13: Feeder Routes F-5 & F-6 ................................................................................................... 30
Figure 3-14: Feeder Routes F-7 & F-8 ................................................................................................... 30
Figure 3-15: Feeder Routes F-9 & F-10 ................................................................................................. 31
Figure 3-16: Feeder Route F-11 ............................................................................................................ 31
Figure 3-17: Feeder Route F-12 ............................................................................................................ 32
Figure 3-18: Feeder Routes F-13 & F-14 ............................................................................................... 32
Figure 3-19: Feeder Route F-15 ............................................................................................................ 33
Figure 3-20: Feeder Routes F-16 & F-17 ............................................................................................... 33
Figure 3-21: Feeder Routes F-18 & F-19 ............................................................................................... 34
Figure 3-22: Feeder Route F-20 ............................................................................................................ 34
Figure 3-23: Feeder Route F-21 ............................................................................................................ 35
Figure 3-24: Probable Parking Locations for Feeder Buses .................................................................. 36
Figure 4-1: Proposed Walkway from MSRTC Bus Terminal to Nagpur Railway Station & Proposed
Transport Hub at Patvardhan Ground .................................................................................................. 38
Figure 4-2: Proposed Walkway from Chinch Bhavan Area to New Airport Metro Station .................. 38
Figure 4-3: Desire Line Pattern for the Cycle trips ................................................................................ 39
Figure 4-4: Bandwidth Diagrams of the Cycle trips .............................................................................. 40
Figure 4-5: Proposed Cycle Track network ........................................................................................... 41
Figure 4-6: Bicycle Sharing Scheme Operational in Delhi ..................................................................... 42
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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
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Abbreviations
AFCS Automatic Fare Collection System
AVL Automatic Vehicle Location System
BDC Bus Driver Console
BOT Built-Own Transfer
BOV Battery Operated Vehicle
BPO Business Process Outsourcing
BRTS Bus Rapid Transit System
BTMS Bus Terminal Management System
CBD Central Business District
CBS City Bus Service
CCC Central Control Centre
CDP City Development Plan
CMP Comprehensive Mobility Plan
DIMTS Delhi Integrated Multi-Modal Transit System
DMRC Delhi Metro Rail Corporation
ETVM Electronic Ticket Vending Machine
FOB Foot Over Bridge
GPS Global Positioning System
IPT Intermediate Public Transport
ITES Information Technology Enabled Services
ITS Intelligent Transportation System
MIHAN Multimodal International Hub Airport -Nagpur
MRTS Mass Rapid Transit System
MSRTC Maharashtra State Road Transport Corporation
NIT Nagpur Improvement Trust
NMC Nagpur Municipal Corporation
NMCL Nagpur Metro Rail Corporation Limited
NMPL Nagpur Mahanagar Parivahan Ltd
NMT Non Motorized Transit
NUTP National Urban Transport Policy
PA Productions Attractions
PBS Public Bicycle Sharing Scheme
PIA Project Influence Area
PIS Passenger Information System
PPP Public Private Partnership
PT Public Transit
ROW Right of Way
SCN Security Camera Network System
SEZ Special Economic Zone
SPV Special Purpose Vehicle
TMCC Transit Management Control Centre
UDPFI Urban Development Plans Formulation and Implementation
UMTA Unified Metropolitan Transport Authority
UMTC Urban Mass Transit Company
VNIL Vansh Nimay Infraprojects
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1 Introduction
1.1 City Profile Nagpur is one of the third largest city in Maharashtra and the largest in Central India. Due to its
positioning and being a geographical center of the country it also acts as a transition point between
North-South and East-West corridors. Nagpur is the seat of the annual winter session of the
Maharashtra state assembly, "Vidhan Sabha". Nagpur is a major commercial and political centre of
the Vidarbha region of Maharashtra. It has completed 300 years of establishment in the year 2002.
The city of Nagpur acts as the headquarter for the Nagpur district which carries a population of over
4.6 Million with a share of more than 60% contributing towards the urban agglomerate. The city in
recent times has reached a population of nearly 2.4 Million according to 2011 census. The average
density of the Nagpur city is estimated to be 11000 persons/ sq.km (Census of India, 2011).
The city is also known as Orange City and Tiger Capital of India since it connects to many tiger
reserves in the country. The Nagpur city lies at the dead center of the country with Zero Mile marker
indicating the geographical center of India. Due to its proximity from various parts of the country the
city is also emerging as one of the Economical hubs in recent times.
1.2 Socio Economic Profile Nagpur being the geographical centre of the country has still seen a slight decline in the population
growth over past few decades. But due to changing economic reforms and its ability to provide
accessibility to various parts of the country it has been one of the most favourable cities in terms of
Transportation sector.
1.2.1 Population
The Table 1-1 shows population of Nagpur city over past six decades. It can be observed that there is
a constant decrease in the population growth rate of the city. As per the census data it has been
observed that there is a significant drop in the migrating population to the city from 26% to 17%
from 1991-2001 to 2001-2011 respectively. This sudden drop can be attributed to the fact that the
cities attractiveness is not on par compared to other cities of similar dynamics. This attractiveness
factor can be attributed to the cities business and employment opportunities which were quite lean
over past few decades.
Table 1-1: Decadal Growth Rate from 1951 to 2011
Decade Population Growth Rate
1951 449000
1961 644000 43%
1971 866000 34%
1981 1217000 41%
1991 1622820 33%
2001 2051320 26%
2011 2398165 17%
Source: Census of India, 1951-2011
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Nagpur being one of the prominent cities of Maharashtra besides Mumbai and Pune, is spread
across an area of 217 Sq. Km. which accounts to only 2.2% of the total district area. Considering the
past trends of the city it has been estimated that it would take more than two decades for the city’s
population to be doubled. The Figure 1-1 shows the past growth trend of the population for the city
of Nagpur.
Figure 1-1: Decadal Population Growth of Nagpur
Source: Census of India, 1921-2011
As per the 2011 census the city has witnessed a population of nearly 2.4 Million with a decadal
growth of 17% compared to 26% in the previous decade. In addition to that the distribution of the
population of the city is also quite uneven. It can be noticed that the city is mainly characterized by
low-rise developments in the core or older areas and left parched with lot of vacant land in the outer
areas. The variation in densities is also observed to be quite high, ranging from 700-850 Per/Ha
(Census 1991) along NH-6 and NH-7 to 10-150 Per/Ha along the peripherals. The Figure 1-2 below
shows the decline in growth trend over past decade.
Figure 1-2: Decadal Population Growth Rate of Nagpur
Source: Census of India, 1921-2011
48%
40%
49%
43%
34%
41%
33%
26%
17%
0%
10%
20%
30%
40%
50%
60%
Gro
wth
Rat
e
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The CDP study (2007) suggested that based on the linear projection method, the growth rate may
reduce in the next three decades. Accordingly, it would take another 25 years for the Nagpur’s
population to become twice as the current. But, considering the recent development projects like
Multimodal International Hub Airport – Nagpur (MIHAN) in the city, Nagpur’s growth rate may
revive itself and Nagpur’s population may become double in just next 15 years. The Figure 1-3 shows
the estimated corrected population growth under the influence of MIHAN.
Figure 1-3: Estimated Population trends in Nagpur City
Source: CDP-Nagpur, 2007
In addition to the establishment of MIHAN, Nagpur is also expected to be established as one of the
major IT sectors in the country. Nagpur also has large number of technical institutes which can cater
to the rising needs of the IT-ITES industry in the region by generating enough manpower resources.
Nagpur also being considered as a low living cost city has become a prime destination for
Information Technology Enabled Services (ITES) and Business Process Outsourcing (BPO) units.
Industry giants like Shapoorji Pallonji and L&T Infocity have already taken up the process of setting
up their industries. All these factors in amalgamation will definitely have a considerable amount of
impact on the population growth trends of the city. The CMP report has evaluated various methods
for population growth estimation and the figures of estimated growth values by various methods are
shown in Table 1-2.
Table 1-2: Population Forecast Methods
Sl.No. Forecasting Methods Base Year
Population Forecasted Population
2011 2021 2031 2041
1 Arithmetic Increase method 2,398,165 3,164,248 3,547,289 3,930,330
2 Incremental Increase method 2,398,165 3,077,536 3,720,711 4,450,598
3 Geometrical Progression method 2,398,165 3,145,862 3,914,475 4,682,372
4 Exponential Method 2,398,165 3,743,731 4,990,733 4,990,733
5 Power Method 2,398,165 4,910,911 5,716,868 5,716,868
6 Log Method 2,398,165 2,263,436 2,390,831 2,390,831
Source: CMP-Nagpur, 2013
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Keeping in view of the actual growth trends and to effectively reduce the percentage error the
Incremental Increase method has been adopted for population estimation. The population figures
estimated based on this method is shown in the Table 1-3.
Table 1-3: Population Projections based on Incremental Increase Method
Year Estimates Year Estimates Year Projections Year Projections
1991 1,622,820 2001 2,051,320 2011 2,398,165 2021 3,145,862
1992 1,661,295 2002 2,083,617 2012 2,464,139 2022 3,215,385
1993 1,700,681 2003 2,116,423 2013 2,531,927 2023 3,286,445
1994 1,741,002 2004 2,149,746 2014 2,601,580 2024 3,359,076
1995 1,782,279 2005 2,183,593 2015 2,673,150 2025 3,433,311
1996 1,824,534 2006 2,217,973 2016 2,746,688 2026 3,509,188
1997 1,867,791 2007 2,252,894 2017 2,822,249 2027 3,586,741
1998 1,912,073 2008 2,288,365 2018 2,899,890 2028 3,666,008
1999 1,957,405 2009 2,324,395 2019 2,979,666 2029 3,747,026
2000 2,003,813 2010 2,360,992 2020 3,061,636 2030 3,829,836
Source: CMP-Nagpur, 2013
1.2.2 Employment
Based on the 2011 census data it has been observed that the Employed population in Nagpur is only
35% with around 80% of the share being occupied by male population. A detailed look into the
workforce participation is revealed in Figure 1-4. It can be observed that Trade and Hospitality
business is a major occupation of the residents followed by the construction industry. On the other
hand Transportation industry has a share of almost 18% in the total workforce population. This is
clear indication of the concourse of the transportation activities being planned in the city and
divergent effect of all the routes being merged in the city.
Figure 1-4: Workforce Participation of Nagpur City
Source: NSS 55
th Round, Census of India, 2001
Agriculture0.60%
Mining0.80%
Manufacturing15.40%
Water and electricity Works
0.30%
Construction20.60%
Trade, hotels and restaurants
36.30%
Transport17.60%
Other Services8.40%
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MIHAN (Multi-Modal International Hub Airport of Nagpur)
MIHAN is considered as one of the economic break through project not only for Nagpur but for the
entire country. The project is delineated into two different parts which consists of International
Airport which shall act as Cargo Hub and a Special Economic Zone (SEZ) which shall target at the
residential group. The proposed MIHAN project is expected to spread over 4,350 hectares at a cost
of Rs.2000 crores, with a capacity to handle 14 Million air passengers and 0.8 Million Tons of Cargo
annually by year 2030. The employment generation potential is estimated to be about 0.1 Million
direct jobs by year 2018. Around 18% of the working population is expected to cater to the
Transportation sector and other related industries. The distribution of various industries is shown in
the Table 1-4.
Table 1-4: Activity Share of MIHAN Area
Activity Area (Hectares)
Airport 1200
Road-Rail Terminal 200
SEZ 1475
- Captive Power 52
- IT Parks 400
-Health City 50
-Other Manufacturing & Value Added Units 963
Residential, Open spaces, Hotels, Roads, Water Supply 1140
Total 4025
Source: Maharashtra Airport Development Corporation
1.3 Land Use Plan Currently NIT has prepared the land use plan for the first phase that covers approx. 1,520 sq.km of
the area of Nagpur district which accounts to 9810 sq. km. The Metropolitan Region is envisaged by
the government for catering to Nagpur Region population by 2031. At present concentration is on
the southern part because of MIHAN. The Figure 1-5 shows the Existing Land use Plan for the Nagpur
city.
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Figure 1-5: Existing Land Use Plan of Nagpur City
Source: CMP-Nagpur, 2013
As per the CDP report the total area within the Municipal Corporation’s limit is 217.56 sq. km. of
which only 83.40 sq. km. (38%) is developed. About 38% of the land is under agriculture and forest
cover and 4% is under nallahs and water bodies, the balance 20% cannot be developed. The
distribution of the developed area (as on 25th Sept. 1984) is given in Figure 1-6.
Figure 1-6: Existing Land Use Distribution of Nagpur City
Source: Development Plan of Nagpur, 1986-2011
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As stated in the CMP report the current land use distribution adheres to the Urban Development
Plans Formulation and Implementation (UDPFI) Guidelines. The city also has a major share of land
catered to the transport network. This share amounts to nearly 25% covering road, rail and airways.
The proposed land use distribution of the city is envisaged to cater to the population and growth
trends of the 2031 population and other economic activities. The proposed Land Use distribution for
2031 is shown in the Figure 1-7.
Figure 1-7: Proposed Land Use Distribution of Nagpur City
Source: Nagpur City Environmental Status Report, 2011-12, Nagpur Municipal Corporation
It can be observed that the major portion of land is allocated to green belt so as to preserve the
environment. Table 1-5 shows the Proposed Area Land Use pattern for the city.
Table 1-5: Proposed Land Use pattern of the Nagpur City
Sl.No Type of User Proposed Area (Ha) % with
Urbanisable Area
1 Residential 7037.84 22.68
2 Shops & other commercial 419.47 1.35
3 Weekly and or daily markets 100.25 0.32
4 Ware house & government Godowns 126.91 0.14
5 Industries & work shops 847.32 2.73
6 Educational institutions 1304.12 4.2
7 Government & other offices 840.05 2.71
8 Hospital & dispensaries 454.45 1.46
9 Worship Places 99.37 0.32
10 Open Spaces Gardens & Play Grounds 804.28 2.59
11 Roads (50 ft and above) 1164.39 3.75
Residential23% Industrial
3%
Educational4%
Government Lands
3%Roads (50 ft and above)
4%Railways
5%Airforce8%
Water bodies3%
Allocated Land17%
Green Belt21%
Others9%
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Sl.No Type of User Proposed Area (Ha) % with
Urbanisable Area
12 Railways 1756.08 5.66
13 Airforce, defence & police premises 2418.42 7.79
14 Water bodies 930.56 3
15 Burning Ghats, Burial grounds 83.01 0.27
16 Open land committed under schemes 5354.6 17.25
17 Government agriculture farms 531.7 1.71
18 Vacant lands 174.78 0.56
19 Green belt & agricultural land 6592.7 21.24
Total 31040.3 100
Source: Nagpur City Environmental Status Report, 2011-12, Nagpur Municipal Corporation
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2 Transport Scenario The city currently has a very dynamic Transportation network and is connected by Road, Rail and Air
with various parts of the country. The strategic positioning of the city has also helped in promoting a
very good transportation network.
2.1 Road Network The orientation of the city is radial in nature with a circumferential network pattern being
supplemented by outer and inner ring roads. Some of the major corridors in the city having
significant traffic include:
• Amravati Road
• Ghat Road
• Ajni Road
• Central Avenue Road
• Ambazari Road
• Wardha Road
• RPTS Road
• Hingna Road
• Kamptee Road
The total length of the roads in the city amount to 1907 Km (CDP 2007 study) out of which 500 Km
contribute towards the major roads and rest accumulating towards the collector roads. The major
road network of the city is presented in the Figure 2-1.
Figure 2-1: Major Road Network of the Nagpur City
Source: CMP-Nagpur, 2013
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Two wheeler65%
Car/ Van / Jeep12%
Public transport 9%
Auto Rickshaw
13%
2.2 Rail Network Nagpur Central Railway Station connects major railway trunk routes. An electrified broad gauge
railway track connects Nagpur to the four major metros. Destinations connected include Mumbai,
Delhi, Calcutta, Chennai, Kolhapur, Pune, Ahmedabad, Hyderabad, Jammu, Amritsar, Lucknow,
Varanasi, Bhubaneshwar, Cochin, Thiruvananthapuram, Gorakhpur, Visakhapatnam, Bangalore,
Mangalore, Patna and Indore. The Rail Network in the Study area is presented in the Figure 2-2.
Figure 2-2: Existing Rail Network of Nagpur
Source: CMP-Nagpur, 2013
2.3 Air Network Sonegaon (Dr. Babasaheb Ambedkar International Airport) airport is 7.5 kilometres south of Nagpur
city. It is connected to some important Indian
cities including Mumbai, Calcutta, Delhi,
Hyderabad, Raipur and a few (connecting
flights) international flights to Sharjah,
Singapore, Saudi Arabia and Bangkok. On the
other hand the transport connectivity within
the city is served by various modes including
public and private transport modes. The
current mode share of the city is presented in
the Figure 2-3.
Figure 2-3: The current mode split of the Nagpur city Source: Primary Survey Data- CMP, Nagpur-2013
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It can be observed that the major share of transportation within the city is through two wheelers
followed by Cars and Auto Rickshaws. Currently the dependability of Public Transportation in the city
is quite low and its only meagre 9%. This is mainly due to the fact that the concentration of the
Public Transport Network is primarily on the major corridors along the city and penetration into the
dense areas is quite low. This effectively leads to a reduced ridership values contributing to a lesser
share of PT modes.
In addition it has been observed that the per capita trip rate was found to be 1.26 and for motorized
vehicles it came to around 0.95. And the Average Trip Length (ATL) was observed as 6.87 Km for car,
5.50 Km for two wheelers, 4.52 Km for Auto and 9.40 Km for Public Transit vehicles.
2.4 Existing Public Transport Connectivity The current transportation system of Nagpur city is being maintained and operated by Maharashtra
State Road Transport Corporation (MSRTC). The transport model adopted is based on Public Private
Partnership (PPP) basis which is being operated by ‘Vansh Nimay Infra’. The existing Public Transport
system of the city is quite robust, yet inadequate in meeting the transport demand of the
commuters. The effectiveness of the Public Transport system mainly depends on its spread and
network coverage. Whereas the Nagpur’s public transport network mainly seems to concentrate on
certain routes which limits its utility. The current public transport infrastructure has a total of 470
buses including 240 buses received under JNNURM funding scheme.
Currently there are various kinds of buses being operated in the city. The seating capacity of the
buses ranges from 28 to 44 seats. The buses are operated on all major routes and many of them are
centrally connected to the Sitabuldi station which acts as a central terminal for the passengers to
commute to various parts of the city. The Figure 2-4 shows the existing bus route map for the
Nagpur City and Table 2-1 shows the current bus Operation Details in the city.
Figure 2-4: City Bus Transport Route Map for the city of Nagpur
Source: City Bus Service, Nagpur
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Table 2-1 Bus Operation Details of the Nagpur City
Bus make No of Buses Type Capacity Fuel Efficiency (KM/PL)
TATA RESLF 60 1610/1612 Re 44 Seater 3
TATA FESLF 218 1512 TC 44 Seater 3
Ashok Leyland 112 4/85 SLF BS III 44 Seater 3.5
Eicher 80 1090 Star Line 28 Seater 4
Source: City Bus Service, Nagpur
2.5 Proposed Developments The city has recently become a home for a Multi-Modal International Cargo Hub and Airport termed
as MIHAN. The project is considered as a mile stone in the economic development of the country. It
provides an added advantage of not only being connected to various corners of the country by air,
but also being integrated with Rail and Road.
Keeping in purview of the various economic activities being planned in and around the city, the
transportation system of the city is expected to change dynamically in coming decades. In addition
to above, increase in urban agglomerates and interaction between various land uses makes
Transport System planning as the need of the hour. In this context Nagpur Improvement Trust (NIT)
has recently awarded Urban Mass Transit Company Limited (UMTC) an assignment to carry out a
Comprehensive Mobility Plan Study (CMP) for the city.
The study was an initiative to provide a medium and long term transportation plans which can be
strategically developed in phases. The study was also expected to provide sustainable and cost-
effective solutions so as to enhance the Transport System of the city and meet the Mobility demands
in coming decades. The study was finally concluded with various proposals which focused on:
Development of Public Transport System in concurrence with the Land Use development
To enhance the safety and efficiency of Pedestrians and Non Motorized Transit (NMT) users
To develop transportation solutions which are environment friendly and cost effective
To formulate a Parking Management Strategy which reduces the need for Private modes and
increases the Utility of Public Transport System
Among the various proposals which were presented, the Public Transport Strategy was delineated as
one of the major proposal which is expected to influence the mobility pattern of the city in coming
years. The proposal defines the Mass Transit Mobility of the city by integrating various modes of
transportation such as Bus Rapid Transit System (BRTS) and Mass Rapid Transit System (MRTS).
Various options have been evaluated in the study and a final Public Transport Model has been kept
in place. The study recommends two major corridors for MRTS i.e. Corridor 1: Kamptee Road to
Wardha Road and Corridor 2: CA Road to Hingna Road. Figure 2-5 shows the proposed MRTS
corridors of the city.
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Figure 2-5: Proposed Mass Transit System for the Nagpur City
Source: CMP-Nagpur, 2013
The development of the MRTS and BRTS corridors would definitely enhance the Mobility of the
commuters, provided there is proper accessibility and integrity between these systems. Though the
existing bus connectivity is quite robust, this may not be sufficient enough to handle the changing
land use pattern in the city due to its rapid economic growth. On the other hand the proposed
Metro Systems are expected to meet the travel demand, but it will not be effective if there is a lag in
the connectivity between the systems. This problem can be addressed by proposing “Feeder
Services” through various parts of the city connecting to the nearest Metro Stations. To evaluate the
efficiency and the effectiveness of the Feeder Services the Nagpur Improvement Trust (NIT) has
appointed Urban Mass Transit Company (UMTC) to prepare a “Detailed Project Report for Feeder
System for Nagpur Metro Rail”.
2.6 Proposed Mass Transit Corridors The Nagpur Metro corridor is proposed along East-West and North-South corridors. The alignment
of the routes and the length of the individual corridors is presented in Table 2-2 and the Figure 2-6
shows the location of various stations along the alignment.
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Table 2-2: Alignment of Nagpur Metro Rail Proposed by DMRC
Alignment (Proposed by DMRC)
Detail Route
Alignment-1 North-South Corridor (19.658 km, 17 Stations)
Automotive Square, along Kamptee Road, Wardha Road, Variety Square to Abhyankar Road, along Nag River alignment will fall on Humpyard Road, Rahate Colony Road, Wardha Road, Parallel to Railway Line, Khapri Station and finally in MIHAN Area near concor depot
Alignment-2 East – West Corridor (18.557 km, 19 Stations)
From Prajapati Nagar, along Central Avenue Road, Railway Feeder Road, Jhansi Rani Chowk, North Ambazari Road, Hingna Road, Lokmanya Nagar
Source: DPR, Nagpur Metro Rail
Figure 2-6: Alignment of the Metro Corridors along with the Station Locations
Source: DPR, Nagpur Metro Rail
2.7 Objective and Scope of the Study The success of any Public Transit system mainly depends on its accessibility from various parts of the
city. Wherein for MRTS the route is predefined and connectivity to all parts of the city is not
possible. So a secondary system should be established which helps in augmenting the ridership of
the primary system by providing proper connectivity. This supporting system is called as a Feeder
System. Nagpur Improvement Trust (NIT) being a prime entity of the Nagpur Metro System has
appointed Urban Mass Transit Company Limited (UMTC) to prepare a Detail Project Report for the
Feeder system for the city for the Nagpur Metro Rail.
Metro Stations
Metro Alignment
Automotive Square
Nari Road
Indora ChowkKadbi Chowk
Gaddi Godam
Kasturchand ParkPrajapati Nagar
Vaishnov DeviTelephone Exchange
AgrasenChowk
ChitrauliChowk
Dosar VaisyaAmbedkar
Chowk
Nagpur Railway Stn
Zero Mile
Sitabuldi
Congress Nagar
RahateColony
Ajni Sq
ChhatrapatiSq
Jai PrakashSq
Ujwal Nagar
Airport
New AirportKhapri
Jhansi Rani Sq
IOE
Shankar Nagar Sq
LAD Chowk
DharampethColl
SubhashNagar
Rachana
VasudevNagar
BansiNagar
LokmanyaNagar
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Scope of the study includes the following tasks:
Planning of the routes for the Feeder System based on passenger demand
Assessment of the rolling stock for buses and public bicycles
Evaluation of ‘Intelligent Transport Systems’ for the Public Transport and NMT systems
Infrastructure planning and Integration strategies
Cost estimations for Infrastructure components
Suggestions on the Contracting and Operating approaches
Bus Operation and Implementation Plan
The primary focus of the study is to:
o Establish an efficient and cost effective “Feeder Service System” for the proposed
Metro Rail
o Providing connectivity from various zones to the Metro Stations
o To compliment the metro system without denunciating the other public transit
systems
o To provide a Comprehensive accessibility option to all the commuters
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3 Design of Feeder System The aim of the project is to evaluate the Transportation infrastructure and provide a suitable
mobility plan for the Feeder Bus Service system for the Metro Rail Corridors. The city currently
handles a fleet of Buses as a major Public Transport system under the governance of Maharashtra
State Road Transport Corporation (MSRTC). The transport model adopted is based on Public Private
Partnership (PPP) basis which is being operated by ‘Vansh Nimay Infra’.
As part of the Development Plan for the city of Nagpur it has been suggested that a Higher Order
Public Transport System should be implemented to handle the increasing population which is
anticipated due to proposed economic developments such as MIHAN. To evaluate the feasibility of
the Higher Order System and to suggest an appropriate system, NIT has appointed DMRC to provide
consultancy services for preparation of Detailed Project Report for the Metro Rail System.
3.1 Need for Feeder System The proposed MRTS corridor is aligned along the North-South and East-West. But the geographical
orientation of the city is radial in nature. This in fact reduces the direct accessibility to the metro
stations and in turn increases the number of transfers and dependability on other systems. So to
counter this effect and to effectively augment the ridership of the metro system a supplement
system is needed which is called as the Feeder system. The Figure 3-1 shows the kind of feeder
systems for metro which have generally being adopted. These modes are successfully being
operated as feeder services for Delhi Metro.
It is seen that the Feeder buses are usually Mini or Midi buses with a seating capacity of 20-40
passengers. The buses are operated at shorter frequencies to match the metro frequency. On the
other hand the Battery Operated Vehicles are small vehicles which are operated on battery which is
fixed in the vehicle. The vehicle has a seating capacity of 3-5 passengers including a driver. On each
charge the vehicle runs for 50 to 80 Km on average. The size of the vehicle being too small is an
advantage and helps it manoeuvre in tight corners and narrow roads. This helps in commuting the
vehicle through crowded commercial and residential areas which effectively helps in increasing the
ridership. The Figure 3-1 shows the kind of feeder systems currently in operation in Delhi.
Figure 3-1: Feeder system in the form of Mini-Bus and Battery Operated Vehicles
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3.2 Delineation of the Study Area For study purpose, the area under NMC is important for considering intensity of the mobility and
understanding the travel pattern in the city. However this needs to be assessed with the traffic
impact within the rest of the metropolitan area. So NMC area along with the area within outer ring
road is considered for providing various mobility development schemes but the impact of
metropolitan region will be considered to formulate corresponding schemes. The area outside
Nagpur Metropolitan Region will be considered as a part of external zones. Since the CMP study has
already been completed recently, hence the same study area boundaries have been considered for
this study purpose as well. The study area considered is shown in the Figure 3-2.
Figure 3-2: Project Study Area within 5.0 Km Radius
3.3 Approach The recently completed CMP study would be used as the base document for utilizing the existing
information for the planning, designing and evaluation of the feeder services. So the approach and
the methodology of the study have been devised in a fashion where it would make a maximum
utilization of the existing data and any other secondary information available pertaining to the study
area.
The study identifies the Public Transport Travel Pattern derived from a Transport Demand Model
and defines potential feeder services that would enhance the connectivity to the Metro system. The
study has the following components:
Review of the existing travel demand pattern and mobility options available
Review of past mobility studies conducted pertaining to the study area
Metro Corridor
Metro Station
5.0 Km Buffer Zone
Automotive Square
Sitabuldi
MIHAN
CA Road
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Review of the proposed MRTS corridors
Identification of the traffic generating areas/catchment areas
Identifying the areas/zones which lack proper metro connectivity
Proposing the new feeder routes connecting various zones/hubs/activity centres which are
not already covered by the other systems
Exploring the integration of the existing bus routing pattern to provide viable feeder services
3.4 Route Selection Procedure The methodology for the selection of the feeder routes consists of various steps which includes
studying the travel pattern of the users, evaluation of existing routes, study of the population and
employment trends, route choice selection and physical verification. The Figure 3-3 below shows the
various components involved in the route selection process.
Figure 3-3: Feeder System Route Selection procedure
3.4.1 Project Influence Area
The Nagpur city has a wide spread public transport network, yet the last mile connectivity has always
been in question. More over the functional efficiency of the metro system would depend mainly on
the connectivity of the traffic generators in the catchment area with the metro stations. Primarily
the choice of mode that a commuter makes to start or complete his journey depends on efficient,
comfortable travel with affordable fare and minimum transfers. Hence if we wish to enhance the
ridership on the metro rail it is crucial to provide direct connectivity to all the transit stations from all
the nearby nodes within the catchment areas. The objective of this study is to provide feeder
connectivity to all the zones which are falling in the catchment area of the metro station and in a
range of 5.0 Km radius from each metro station. The Figure 3-4 shows the transit buffer zone and all
the zones falling in the horizon of 5.0 Km radius of the metro station and it shows that practically the
entire city shall be covered by the feeder services.
Evaluation of Existing Transport Facilities
Evaluation of Passenger Travel Pattern-
Desire Line Diagrams
From Survey DataEvaluation of Zonal Impact factors- Trip
Productions and Attractions (Population & Employment)
Evaluation of Existing Routes
Route Choice Selection
Physical Route verification
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Figure 3-4: Zones falling in the 5.0 km buffer zone of the metro stations
3.4.2 Evaluation of the Existing Public Transport System
To design an efficient feeder network a good understanding about the existing public transit
network is very crucial. For the critical analysis each station has been scrutinized for the existing bus
stops which fall within the catchment area of the proposed metro stations. From which it has been
noted that all the metro stations are closely located to the existing bus stops. But this doesn’t
effectively provide connectivity for all the zones to the metro stations. So to further this each metro
station has been analyzed to evaluate the number of routes passing through the station. On the
other hand each zone has been evaluated to see the various routes passing through the zone.
This preliminary analysis has helped in setting up a technical benchmark as to how many zones are
properly connected to the public transit system and to the metro stations via the existing city bus
services. From this analysis it has been assessed that around 25% of the zones in the project
influence area (PIA) are not connected to any of the metro stations by the existing bus system and
more than 50% are not directly accessible to the nearest metro station. In addition, it has also been
noted that the existing bus and Intermediate Public Transport (IPT)/auto routes are mostly
concentrated along the metro alignment and along the major arterial roads in the city. The existing
IPT/PT routes have lesser spread factor and do not penetrate in the inner roads of the city. The
Figure 3-5 shows the routes which are concentrated along the metro alignment and not providing
access to many zones which are spatially spread away from the main arterial roads.
Metro Corridor
Metro Station
5.0 Km Buffer Zone
Automotive Square
Sitabuldi
MIHAN
CA Road
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Figure 3-5: Existing PT Network with the Proposed Metro Corridor
3.4.3 Methodology
The Feeder system of a metro network shouldn’t be limited only to the mass transit system such as
buses. Here the objective is to provide connectivity to the metro stations by all the existing modes
available including Non-Motorized Transit facilities as well. So the factors considered for route
choice of the feeder system are mentioned below:
The number of trips generated from a zone is a direct influence of its population and
employment potential;
Boarding, Alighting of each station is a critical acclamation of the station usage which is in
turn governed by zones and the population it is serving;
Increase in the spread of the routes would result in greater coverage of the catchment area.
For evaluation of the route choice the entire PIA has been divided into four different quadrants.
Each quadrant is the area lying between the two metro corridors. The area of the quadrants varies
from 12 Sq Km to 35 Sq Km (approximately). Figure 3-6 shows the various zones covered in each of
the quadrant.
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Figure 3-6: PIA divided into various Quadrants along the Metro Alignment
Source: Primary Analysis
To evaluate the zonal impact the Production Attraction values of each zone were considered in route
choice evaluation. The Production and Attraction values are the trips which are generated or
attracted towards any particular zone respectively. These values are the effective indication of the
population and employment of any zone. The values are estimated based on the household survey
data. Figure 3-7 shows the typical bar diagram comprising of the Productions and Attractions from
each zone in the PIA.
Figure 3-7: Production Attraction chart for various zones in the PIA
Source: Primary Analysis
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In addition to the considerations of the population-employment, boarding alighting of each station
was also considered which gives an indication of the effective impact of the zones in the nearby
areas.
The feeder route choice analysis was done for each quadrant separately, but routes not necessarily
being restricted to only one quadrant. In addition desire line patterns were also considered in
evaluation of the route choice since desire line diagrams give a clear indication of the origin-
destination of the trips. The Figure 3-8 shows the typical desire line pattern in Q-1.
Figure 3-8: Desire Line Pattern of the various zones
Source: Primary Analysis
The Origin-Destination data has been evaluated zone-wise for each zone with significant trip values.
These individual zones were connected to form a chain pattern leading to the nearest metro station.
Similarly the same method has been applied for all the other zones extending its links to the feeder
system. The distance covered by the feeder route has also been kept optimal since smaller routes
tend to have a lesser catchment area and may not be operationally feasible. On the other hand the
longer route lengths for feeder routes is also not desirable as they tend to deviate from the
scheduled frequency and may not synchronize with the metro train schedules.
In addition to the above considerations a route evaluation system has been adopted which
estimates the potential catchment for each of the route designed. The Production Attraction values
of the zones covered by the route were considered to establish a numerical relationship between
the route selected and the potential catchment served by each route. The Production Attraction (PA)
figures were derived from the model which is a true representation of the Population and
Employment generated from the respective zones and hence the trips attracted or generated from
each of the zones. The Figure 3-9 shows the Potential Catchment of each Feeder Route derived from
the Production Attractions figures.
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Figure 3-9: Potential Catchment (PA) served by the Feeder Routes
Source: Primary Analysis
The feeder system that has been designed in such a way that it shall cater to masses. Apart from the
Production Attraction figures the feasibility for the routes has also been verified in terms of the total
population it is catering. It has been observed that the feeder system shall cater to a total population
of about 2.27 Million in the year 2021 which is nearly 76% of the total expected population by the
year 2021. Also by the year 2031 about 84% (3.1 M) of total population shall be catered by the
feeder systems. The rest of the population is catered through other Feeder systems. Figure 3-10
shows the potential population served by the feeder routes.
Figure 3-10: Potential Population served by the Feeder Routes
Source: Primary Analysis
After asserting the minimum catchment for each route a physical verification of the routes has been
conducted as part of the ground survey to ensure proper right of way for the feeder system. The
total route length o