Executive Summary Comprehensive Mobility Plan Nagpur (2018)

Comprehensive Mobility Plan for Nagpur

COMPREHENSIVE MOBILITY PLAN

FOR NAGPUR
(Update of Comprehensive Mobility Plan for Nagpur – 2013)

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 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

Disclaimer:
This document has been prepared for the “Comprehensive Mobility Plan for Nagpur”. This Study is a
mere update of the earlier project of Nagpur namely, Comprehensive Mobility Plan for Nagpur (2013).
The present Study however is prepared by updating the traffic studies and the transport model built for
the earlier study, and is as per the guidelines suggested by the then Ministry of Urban Development
(MoUD) which is currently the Ministry of Housing and Urban Affairs. This Report should not be relied
upon or used for any other project without an independent check being carried out as to its suitability and
prior written authority of UMTC being obtained. UMTC accepts no responsibility or liability for the
consequence of this document being used for a purpose other than the purposes for which it was
commissioned. Any person using or relying on the document for such other purpose agrees, and will by
such use or reliance be taken to confirm his agreement to indemnify UMTC for all loss or damage resulting
there from. UMTC accepts no responsibility or liability for this document to any party other than the person
by whom it was commissioned

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 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

EXECUTIVE SUMMARY
COMPREHENSIVE MOBILITY PLAN
FOR NAGPUR
(Update of Comprehensive Mobility Plan for Nagpur – 2013)

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Comprehensive Mobility Plan for Nagpur

INTRODUCTION

BACKGROUND
A Comprehensive Mobility Plan is needed to address the mobility needs of the people focusing on non-
motorized and public transport, rather than catering to the needs of private automobile as an effective
platform for integrating land use and transport planning.

In this regard, the Nagpur Improvement Trust (NIT) had prepared a Comprehensive Mobility Plan in the
year 2013. However, now it is required that this study be updated considering the developments that
have happened in the past five years in Nagpur. In this context, Nagpur Metro Rail Corporation Limited
(NMRCL) wanted to update the earlier study prepared for Nagpur, namely Nagpur Comprehensive
Mobility Plan, 2013 (CMP). Accordingly, NMRCL has awarded the study of preparing the Comprehensive
Mobility Plan (CMP) to Urban Mass Transit Company Limited (UMTC) by updating the traffic data, the
transport model built and the proposals recommended in the earlier studies. This Study will develop a
perspective plan for sustainable urban transport over a 20-year horizon period.

OBJECTIVES AND SCOPE OF THE STUDY

The ultimate Goal of a CMP is to provide a long-term strategy for the desirable mobility pattern of a city's
populace. To achieve this goal, the following are the main objectives:

 Develop public transit system in conformity with the land use that is accessible, efficient and
effective.
 Ensure safety and mobility of pedestrians and cyclists by designing streets and areas that make
a more desirable, livable city for residents and visitors and support the public transport system.
 Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods
 Develop a Parking System that reduces the demand for parking and need for private mode of
transport and also facilitate organized parking for various types of vehicles

The CMP which is prepared in accordance with the Revised CMP Toolkit, published by the MoHUA, will
also focus on the following:
 A study of Service Level Benchmarks as per MoHUA’s Handbook on Service Level Benchmarks
for Urban Transport.
 Study on Sustainable Habitat Mission for the city to make habitat sustainable through modal
shift to public transport, as per National Mission on Sustainable Habitat. The study will also
look in to the possibility of enhancing the NMT programs to make the sustainable habitat an
integral part of the planning process.

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STUDY AREA

The geographic area within the jurisdiction of Nagpur Municipal Corporation (NMC) along with other areas
including Municipal Councils of Kamptee, Kalameshwar, Hingna and surrounding villages is taken as the
study area. The study area comprise of about 1550 sq km out of total 3567sq km of NMA area.

Sheet title
Study Area for CMP
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Nagpur Municipal
Area Boundary

Study Area
Boundary

0 10 20

Nagpur Study Area

CITY PROFILE

Demographics: Nagpur city is the third largest urban agglomeration in the state of Maharashtra in terms
of population. As per Census 2011, Nagpur accounted for 6% of the total urban population of the state
and 76% of the district urban population of Nagpur district. In addition, 52% of the total district population
resides within NMC. The study area population for the year 2011 has been taken from Census 2011 data.
The population of NMC area is 24.1 Lakh and other areas including Kamptee, Kalmeshwar, Hingna and
surrounding villages is 6.6 Lakh. The total population of study area is estimated at 30.7 Lakh in 2011

Population Density: The distribution of population in NMA is highly uneven. The city is characterized by
low-rise development, which becomes dense in the older and inner parts of the city, and by a lot of vacant
land in the outer areas of the city. The inner area of the city has a high density range of 700-850 persons
per ha (as per Census 1991) and also along national highways, NH-6 and NH-7. But the peripheral areas
indicated densities ranging from as low as 10 persons per ha to 150 persons per ha.

Economy: Nagpur is an emerging metropolis. In 2004, it was ranked the fastest-growing city in India.
Nagpur has been the main center of commerce and is an important trading location. The city is also home
to various food manufacturing units. The Maharashtra Agro Industrial Development Corporation has its

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multi fruit processing division called Nagpur Orange Grower's Association (NOGA) which has an installed
capacity of 4,950 MT of fruits per annum. The city is also undertaking the MIHAN project which is the
biggest economic development project currently underway in India in terms of investments.

Connectivity: Nagpur city Nagpur is well-connected with most other cities of India by Rail and Roads.
Railways started in Nagpur in 1867 when portion of Bombay-Bhusaval-Nagpur line was opened for traffic.
Train service from Nagpur to Calcutta was started in 1881. Today, a total of 260 trains stop at Nagpur
railway station. Nagpur Central Railway Station connects major railway trunk routes. An electrified broad
gauge railway track connects Nagpur to the four major metros.

Nagpur is a major junction for roadways as India's two major national highways, Kanyakumari-Varanasi
(National Highway 7) and Hajira-Kolkata (National Highway 6). Highway number 69 connects Nagpur to
Obaidullaganj near Bhopal. Nagpur is at the junction of two Asian Highways namely AH43 Agra to Matara,
Sri Lanka and AH46 connecting Kharagpur, India to Dhule, India Bhopal. Nagpur is at the junction of two
Asian Highways namely AH43 Agra to Matara, Sri Lanka and AH46 connecting Kharagpur, India to Dhule,
India.

LAND AND TRANSPORT CHRACTERISTICS

At present, Nagpur is spread over an area of 227 Sqkm. As per the 1984 land use plan, only 80% of the
land was developable, which has been increased to 100% in 2011. Also, approximately 150 sqkm of area
is developed, which is 69% of the total area, and developed area in last three decades (since 1984) has
doubled.
As per the existing land use, majority of the land portion is developed as residential which is 45%;
commercial and industrial land use is 6%; land under public use is approximately 41%; and 8% is under
parks and gardens. As per the Urban and Regional Development Plans Formulation and Implementation
(URDPFI) guidelines, the existing land use conforms to the norms in case of land under residential use,
commercial use and land under public use. The total area considered under the revised development
plan being prepared by NMC is 227 sq km. Of this, 217.56 sq km is under NMC jurisdiction, and rest 7.25
sq km is located outside NMC limits.
An area of 17.65 sq km is earmarked for sewerage and drainage disposal schemes. NMC has divided
the entire area into 7 planning units for preparing the development plan. Area of newly merged census
town is 7.25 sq km which will also be added to the NMC area for future development under revise
development plan.
Nagpur has a distinct radial pattern and has two ring roads. The total length of the roads is about 1,907
kms, of which 1,150 kms of roads is within the jurisdiction of NMC. Nagpur is also a major junction for
roadways as India’s two major national highways – National Highway (NH) 7 – Kanyakumari to Varanasi
and National Highway (NH) 6 – Mumbai to Kolkata via Sambalpur pass through the city.
NH 69 also connects Nagpur to Obaiddullaganj near Bhopal.
The city bus service in Nagpur city (i.e the Nagpur Municipal Boundary) is operated by the Nagpur
Mahanagar Parivahan Limited (NMPL), a special purpose vehicle (SPV) of Nagpur Municipal Corporation
(NMC). The services have a fleet of 254 operational buses which ply on 36 routes of the registered 183
routes in the city.

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SECONDARY DATA COLLECTION

This plan will base its information from several studies undertaken in the recent past, in addition to
carrying out some primary surveys. Reports which would be referred are:
1. Detailed Project Report for Rail Based Mass Transit System in Nagpur (Traffic and system selection
report, 2017)
2. Comprehensive Mobility plan (2013)
3. Detailed Project Report for Feeder System for Nagpur Metro (2017)
4. Nagpur Parking Policy and Parking Master Plan (2016/7)
5. City Development Plan for Nagpur City for 2041
6. District Census Handbook Nagpur Nagar
7. Smart City Mission report (2016)
8. Environmental status report 2013-14 of Nagpur City

PRIMARY DATA COLLECTION

Primary surveys are the on-site data collection exercise to collect data essential for the study and is not
available through secondary sources. Numerous traffic surveys are required to fulfil data requirements
for a CMP study. A detailed assessment of the data available through secondary sources in Nagpur is
done and type of primary surveys to be conducted were finalized. The following table represents the
primary surveys conducted for preparation of Comprehensive Mobility Plan.
List of Primary Surveys

SN Surveys Unit Quantity

1 Classified Volume count surveys at outer cordon locations (16 hours; 1 -day) Location 12

2 Classified Volume counts at Mid-block/Screenline locations (16 hours) Location 60

3 Classified Turning moment Volume Counts at Junctions (16hours) Location 20

4 Road Side Interview at Outer Cordon locations (16 hours) Location 12

5 Bus / Rail Terminal Passenger Count survey (boarding & alighting) 16 hours Location 14

6 Bus/Rail/Terminal passenger OD Surveys (16 hours) Location 14

7 Pedestrian Volume Counts at critical junctions (16 hours) Location 90

8 Speed and Delay Study at peak and off peak hours Km 767

9 Parking Number Plate Survey (Off Street; 16 hrs.) Location

40
10 Parking Number Plate Survey (On Street; 16 hrs.) Km

11 House Hold Interview (1.5 %) Sample 8,123

12 Road Network Inventory Km 767

13 Occupancy at outer cordon locations (16 hours; 1 -day) Location 12

14 Occupancy surveys at Mid-Block locations (16 hours; 1 day) Location 60

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EXISTING TRAFFIC CHARACTERISTICS

The salient features of the traffic and travel characteristics in the city based on the primary surveys
executed are explained in the following sub sections.

MODE SHARE

It can be observed that the share of 2 wheelers is the highest at 42.6% followed by Auto rickshaws at
19.8% and Bus at 15.6%. Whereas cars have the lowest mode share at 5.7%

SPEED AND DELAY CHARACTERISTICS

It is observed from that about 54% of the total road network has journey speed upto 30 kmph and 28%
of network has journey speed more than 40 kmph during peak hours. About 40% of surveyed network
has journey speed upto 30 kmph and 32% of network has journey speed more than 40 kmph during off-
peak hours. Average Journey Speed during peak and off-peak period for city as a whole is observed to
be 23.4 kmph and 27.1 kmph respectively. It is also observed that journey speed in core area is about
19 kmph and 34 kmph in outer area during peak hours.
TRIP PURPOSE

The total daily trips are estimated at 51,20,650 as derived from the household survey, of which the
majority trips (43.3%) are for Work and Business whereas education accounts for 31.3% trips.

PER CAPITA TRIP RATE

The total daily trips are estimated at 51,20,650 as derived from the household survey. About 90% of these
are vehicular trips while 10% are walk trips. The per capita trip rate for motorized trip in the study area is
1.3.

TRIP LENGTH

In Nagpur the average trip lengths are observed to be 7.6 km (including walk trips) and 8.2 km (excluding
walk). The analysis of trips lengths by different modes estimates the average trip length by trains to be
23 km, whereas by cars and 2 wheelers to be 10.8 km and 8.6 km respectively. NMT modes such as
walk, cycle and cycle rickshaws have an average trip length of 2 km, 3.3 km and 2.5 km respectively.

TRAVEL TIME

The analysis of trips by all modes reveals that maximum trips i.e. 37% are made in 11-20 minutes and
about 21% in 1-10 minutes.

TRAVEL COST

It is observed that a major % of trips (32%) cost between Rs 6 to Rs 10, 15% of trips cost between Rs 21
to Rs 30 where as 6% of the trips cost upto Rs.5 for travelling in Nagpur.

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SERVICE LEVEL BENCHMARKING

Summary table of LoS calculated for study area (Overall LoS) is presented in table below:
Service Level Benchmarking Summary
Existing Remarks
LoS
Public Transport 2 The city has a public transport system which may need considerable
Facilities improvements in terms of supply of buses/coaches. The network coverage is
good but frequency of services available may need improvements.
Pedestrian 3 The city has very poor pedestrian facilities which need significant
Infrastructure facilities improvements. The pedestrian facilities at intersections, footpaths etc. needs
improvement as also many parts of city are not served by it.
Non-Motorized 4 The city lacks adequate NMT facilities.
Transport (NMT)
facilities
Level of usage of 4 The city lacks adequate ITS facilities.
Intelligent Transport
System (ITS) facilities
Travel speed (Motorized 3 Significant approach delays and average travel speed of 1/3 the free flow
and Mass Transit) along speed or lower. Such condition causing combination of one or more reasons
major corridors such as high signal density, extensive queuing at critical intersection and
appropriate signal timing.
Parking spaces 4 The city authority need to initiate immediate actions with respect to providing
paid parking spaces and demand management for parking.
Road Safety 1 Level of fatality rate in a city is very low.

Pollution levels 2 Need some improvement in emission standards, checking pollution etc.

Availability of parking 4 The city authorities need to initiate immediate actions with respect of
spaces providing paid parking spaces and demand management for parking
Integrated land use 3 Faint coherence between study area structure and public transport system.
transport system
Sustainability of Public 2 The public transport is financial sustainable but need significant
Transport improvements

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TRAVEL DEMAND MODELLING AND FORECASTING

An urban transport model to replicate the Study area transportation system is developed with a state-of-
the-art software and modelling technology. The Nagpur transport model is developed using Cube
software (a state-of-the-art Travel Demand Modelling software).

STUDY AREA AND DELINEATION

The study area comprises of Nagpur Municipal Corporation and Other Areas such as Kamptee,
Kalmeshwar, Hingna and surrounding villages making a total of 1550 sq.km. It has been subdivided into
smaller physical units, termed as Traffic Analysis Zones (TAZs) to facilitate understanding of travel
pattern within the study area. Consultant have chosen current municipal wards as TAZs for which
demographic, socio-economic and other planning data is readily available from secondary sources.

INTERNAL ZONES

The study area is divided into 182 TAZs as per prevailing demarcation of municipal wards. These wards
are taken as internal zones

EXTERNAL ZONES

The Regions beyond the study area have been delineated into external zones based on the catchment
of the existing transport links feeding into the study area. A total of 12 external zones are considered
representing the world outside the study area. In summary, study area is divided into total 194 TAZs.

HORIZON PERIOD

Year 2018 is considered as Base Year. The travel demand forecasts is to be prepared up to 2041.
Therefore for the purpose of sequential planning and design of the systems, these travel demand
forecasts are presented for the years 2021, 2031 and 2041.

PREPARATION OF DATA BASE

Data required for the analysis of travel demand can be categorized into three types.

 Planning variables
 Transport network
 Travel Demand and Characteristics

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1.1.1. BASE YEAR TRAVEL DEMAND MODEL

The base year scenario represents the present road network and current travel demand of the city. The
interaction between traffic analysis zones based on the mode people choose will give fair idea about the
travel behaviour. This information allows transport agency / stakeholders to comprehend travel patterns
and characteristics; measure trends; provide input to travel demand model development, forecasting, and
planning for city wide transportation infrastructure needs and monitor progress and changes due to
implementation of transportation systems. The trunk network length modelled is 767 kms.
The trips shown in tables below were assigned to the base model to assess the network efficacy.
Table 1 Number of trips Purpose-Wise Trips Modelled

Mode Number of Trips

Home based Work 20,29,672
Home based Education 12,38,254
Home based Others 10,17,307

Table 2 Number of Mode-Wise Trips Modelled (Motorized modes only)

Modal Split 2018 HBW HBE HBO

Car 226934 21477 43144
2-Whlr 1541498 354181 274735
Auto 117078 235202 470403
Bus 132093 339831 227409
Mini Bus 4561 48466 760
School Bus 3231 238718 855
Chartered Bus 4276 380 0

Inferences:
Base year model stands validated and V/C ratios along some of the major roads have been compiled
and presented in Table 31.

Table 3 V/C and Average Network Speed for various Corridors

Sno Name Of Road V/c Ratio - V/c Ratio- Average Average Network Speed
Maximum
1 Ajini Road 0.94 0.49 25
2 Ambazari Lake Road 0.70 0.63 22
3 Amaravathi Road 0.49 0.25 26
4 Central Avenue Road 0.80 0.36 25
5 Ghat Road 0.78 0.47 22
6 Umred Road 0.59 0.30 24
7 Wardha Road 0.51 0.25 23

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1.2. HORIZON YEAR TRAVEL DEMAND MODELLING

1.2.1. SCENARIOS SPECIFICATIONS AND TRAVEL DEMAND

The section provides the description and analysis for the scenarios for understanding of the transport
network and indicators while describing the travel pattern. As per ‘’trip generation model zoning’’ the
framework for understanding of interaction (trips) between the zones is created i.e. scenarios are
developed as discussed below:
Business as Usual/Do nothing scenario: Scenario describe the future year (2021, 2031 and 2041) and
future demand with minimum investments done on public transportation sector, this will help in analysing
the efficacy of the existing network, and how it perform under given traffic demand. The problems
(congestion and congested network, increased travel time etc.) can be identified and possible solutions/
interventions can be proposed to mitigate the same. The population and employment for horizon years
have been projected based on the parameters such as potential density and highway connectivity. The
projected population and employment figures for the horizon years are shown in the Table 32:
Table 4 Planning Variables for study area in BAU Scenario

Year Population Employment

2018 3430000 1270000
2021 3613307 1364484
2031 4334357 1709181
2041 5035375 2033464

With the help of the base year transport model developed for the study area, travel demand has been
estimated for the horizon years 2021, 2031 and 2041 for BAU scenarios and listed in Table 33.
Table 5 Total Trips in BAU Scenario

Total Trips 2018 2021 2031 2041

Home based Work 2218499 2360431 2859779 3355529
Home based Education 1604408 1707053 2068179 2426703
Home based Others 1297743 1380769 1672870 1962866
Total 5120650 5448252 6600828 7745098

Table 6 Details of Trips in BAU Scenario

Trips % Classification %
Home based Work
PT 7%
IPT 6%
PVT 80%
NMT 8%
Home based Education
PT 39%
IPT 15%
PVT 23%
NMT 22%
Home based Others
PT 18%
IPT 37%
PVT 24%
NMT 21%

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A Sustainable Urban Transport Scenario (Transit Oriented Development Scenario) is a compact

high density mixed use development that is planned along public transit stations (or corridors) which
provide housing, employment, entertainment and civic functions within the walking distance. In this
scenario, it is assumed that a population density of 400 persons per hectare will be achieved in the zones
along transit corridors by the year 2041. With the help of the base year transport model developed for the
study area, travel demand has been estimated for the horizon years 2021, 2031 and 2041 for Sustainable
Urban Transport scenarios listed in Table 35.
Table 7 Counts of Trips in SUT Scenario

Trips Count Classification 2021 2031 2041

Home based Work
PT 631021 883022 1178690
IPT 91885 106796 116455
PVT 1459468 1654237 1807264
NMT 178056 215724 253120
2360431 2859779 3355529
Home based Education
PT 843977 1055827 1285055
IPT 176034 204178 221785
PVT 304338 344509 375821
NMT 382704 463665 544043
IIPT 1707053 2068179 2426703
Home based Others
PT 481737 622328 789825
IPT 347518 402844 437103
PVT 262842 297958 325570
NMT 288671 349739 410368
1380769 1672870 1962866
Total 5448252 6600828 7745098

Table 8 Details of Trips in SUT Scenario

Trips % Classification 2021 2031 2041

Home based Work
PT 27% 31% 35%
IPT 4% 4% 3%
PVT 62% 58% 54%
NMT 8% 8% 8%
Home based Education
PT 49% 51% 53%
IPT 10% 10% 9%
PVT 18% 17% 15%
NMT 22% 22% 22%
Home based Others
PT 35% 37% 40%
IPT 25% 24% 22%
PVT 19% 18% 17%
NMT 21% 21% 21%

Sustainable Urban Transport Scenario comprises of transport network incorporating committed projects
along with major proposed projects. The section ‘Mobility Improvement Measure’ describes each in detail.

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TRAFFIC CHARACTERISTICS – HORIZON (2041)

BUSINESS AS USUAL SCENARIO

It has been observed that the share of Public Transport (Bus) and IPT in Business As Usual Scenario is
24% and 19% respectively. Table below shows the modal share for various trip purposes.
Modal Share (purpose wise) in BAU scenario

Motorized Trips % Classification 2021 2031 2041

Home based Work
PT 8% 8% 8%
IPT 6% 6% 6%
PVT 86% 86% 86%

Home based Education

PT 50% 50% 50%
IPT 19% 19% 19%
PVT 30% 30% 30%

Home based Others

PT 23% 23% 23%
IPT 46% 46% 46%
PVT 31% 31% 31%

Table below gives the estimated modal split at aggregate level for study area for Business as Usual
scenario.
Total trips in BAU scenario (modal spilt aggregate)

Mode Split 2021 2031 2041

PT 24% 24% 24%
IPT 19% 19% 19%
Pvt (Car +Two Wheeler) 57% 57% 57%

SUSTAINABLE URBAN TRANSPORT SCENARIO

It has been observed that the share of Public Transport (High capacity MRTS, Medium capacity MRTS,
Bus Trips) in Sustainable Urban Transport Scenario has increased by 20 % in comparison to Scenario 1
(Business As Usual Scenario). The modal split is given in table below:
Modal Share (purpose wise) in SUT scenario

Motorized Trips % Classification 2021 2031 2041

Home based Work
PT 29% 33% 38%
IPT 4% 4% 4%
PVT 67% 63% 58%

Home based Education

PT 64% 66% 68%
IPT 13% 13% 12%
PVT 23% 21% 20%

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Home based Others

PT 44% 47% 51%
IPT 32% 30% 28%
PVT 24% 23% 21%

Table below gives the estimated modal split at aggregate level for study area for SUT scenario.
Total trips in SUT scenario

Mode Split 2021 2031 2041

PT 43% 46% 50%
IPT 13% 13% 12%
Pvt (Car +Two Wheeler) 44% 41% 38%

COMPARISON OF NETWORK CHARACTERISTICS IN VARIOUS SCENARIOS

Network characteristics for Base year (2018) and Horizon year (2041) for various scenarios during peak
hour are presented in Table 41 below.
Comparison of Network Attributes (Aggregate level) on links for Various Scenarios

Network Characteristic Base Year Horizon Year (2041)

(2018) Scenario-I: Scenario-II: Sustainable Urban
Business As Transport Scenario
Usual Scenario
Avg. Network Speed 23.4 < 20 30
(kmph)
Avg. V/C Ratio 0.72 > 0.90 0.70

It is observed that, in comparison to BAU 2041, average V/C ratio has reduced to 0.7 and average
network speed has increased by 25 % in Sustainable urban transport scenario. Scenario-II is selected
for proposing various transport improvement proposals.
Comparison of Network Attributes (Link wise) on links for Various Scenarios

Major Road V/C Ratio comparison

Scenario-I: Scenario-II: Sustainable Urban
Business As Transport Scenario
Usual Scenario
Ajni Road 0.94 0.80
Ambazari Lake road 0.70 0.60
Amaravati Road 0.49 0.42
Central Avenue
0.80 0.68
Ghat Road 0.78 0.66
Umred Road 0.59 0.50
Wardha Road 0.51 0.44

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MOBILITY VISION AND GOALS

The concept of Comprehensive Mobility Plan (CMP) is to have a long-term vision for desirable
accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the
mobility of people to address urban transport problems and promote better use of existing infrastructure,
which as such leads to the integration of land-use and transport and is essential to build smart cities.

“To ensure that Nagpur will have a systematically planned

urban transport system for the mobility of people and goods
that is safe, efficient, economical and sustainable, which
aims to support economic development while improving
liveability.’’

To ensure that Mobility solutions for Nagpur that are sustainable and in conformity with sustainable
mobility, following goals have been formulated:

 Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and
effective.
 Goal 2: Ensure safety and mobility of pedestrians and cyclists by designing streets and areas that
make a more desirable, liveable city for residents and visitors and support the public transport
system.
 Goal 3: Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods
 Goal 4: Develop a Parking Policy that discourage the demand for parking and need for private mode
of transport and also facilitate organized parking for various types of vehicles.

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STRATEGIES AND PROJECTS

LAND USE TRANSPORT STRATEGY

This strategy is focused on accessibility, connectivity, mixed land use developments to minimize vehicle
trips, encourage transit oriented development, and the long term transport strategy be framed around
the structural form of urban growth envisaged. High demand mobility corridors which are eligible for a
Transit Oriented Development are given in table below:
Proposed Transit Oriented Development Corridors
Sno Mass Transit Corridors Length (km)
1 Automotive Square to Khapri Station 19.7
2 Pardi to Mount View (Hingna) 20.1
3 Automotive Square to Kanhan River 13
4 Prajapati Nagar to Transport Nagar 5.6
5 MIHAN to MIDC ESR 18.5
6 Lokmanya Nagar to Hingna 6.7
7 Vasudev Nagar to Dattawadi 4.5

PUBLIC TRANSPORT STRATEGY

One of the goals identified as part of the vision is to increase the integrated public transport share
(PT+IPT) to 60% from the existing 43%. For this purpose, we could consider augmentation
of City Bus System, including Route Rationalization, before embarking on capital
intensive system(s). Bus systems only may not be able to meet the desired goal and on key
corridors (mobility corridors) a case exists for providing a higher capacity mass transit system such as
Monorail / LRT/ Metro. High demand mobility corridors which are eligible for a Mass Rapid Transit
Systems are identified and presented in table below:
Table: Proposed Transit corridors
Sno Mass Transit Corridors Length (km)
1 Automotive Square to Khapri Station 19.7
2 Pardi to Mount View (Hingna) 20.1
3 Automotive Square to Kanhan River 13
4 Prajapati Nagar to Transport Nagar 5.6
5 MIHAN to MIDC ESR 18.5
6 Lokmanya Nagar to Hingna 6.7
7 Vasudev Nagar to Dattawadi 4.5
8 Katol Road 5.8
9 Koradi Road 2.6
10 Umred Road 5.5
11 Amaravathi Road 8.2

Based on the future transit demands estimated through 4-stage model the above mobility corridors are
categorized into High capacity MRTS Corridors and Medium Capacity MRTS Corridors

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Proposed High Capacity Mass Rapid Transit Corridors

SN High Capacity MRTS Corridors Length (km) Phase
1 Automotive Square to Khapri Station 19.7 1
2 Pardi to Mount View (Hingna) 20.1 1
3 Automotive Square to Kanhan River 13 2
4 Prajapati Nagar to Transport Nagar 5.6 2
5 MIHAN to MIDC ESR 18.5 2
6 Lokmanya Nagar to Hingna 6.7 2
7 Vasudev Nagar to Dattawadi 4.5 2

The appropriate mode for proposed mass transit corridors can be selected based on detailed alternative
analysis of the available mode options. The Daily trips by High Capacity MRTS Corridors calculated for
Nagpur and presented in table below is based on the assumption that the overall transportation
infrastructure of the city is developed in line with all the proposals made as part of the CMP.
Proposed Medium Capacity Transit System corridors
Medium Capacity MRTS Corridors Length (km)
Katol Road 5.8
Koradi Road 2.6
Umred Road 5.5
Amaravathi Road 8.2

Daily trips (In Lacs) in Mass Rapid Transit system

2021 2031 2041
Daily trips in High Capacity MRTS Corridors 5.01 6.33 7.74
Daily trips in Medium Capacity MRTS Corridors 0.64 0.81 0.99
Total Public Transport Ridership 5.65 7.14 8.73

Sheet title
Mass Transit Corridors in
Kanhan River Nagpur

Project name:
Koradi Road

Comprehensive
Automotive Square Mobility plan, Nagpur

Prajapati Nagar
Dattawadi
Transport Nagar Legend:

High Capacity
Transit System
Vasudev Nagar Phase 1
Lokmanya Nagar
High Capacity
Transit System
phase 2

Medium Capacity
Hingna
Transit System

Metro City

0 10 20

MIDC ESR

Proposed Transit Corridors

18
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

CITY BUS SYSTEM IMPROVEMENT

To achieve the best level of service in public transport of Nagpur improvement of city bus system is
proposed. City bus fleet augmentation is proposed based on LoS-1 benchmark requirement of SLB
Handbook which desires 60 Buses per Lakh Population. The proposed city bus fleet size for future years
based on projected population is provided in table below:
Bus Augmentation
Year Urban population (Study Area) No of buses required (LoS-1)
2018 34,30,000 2058
2021 36,13,307 2068
2031 43,34,357 2601
2041 50,35,375 3021

The proposed technology for bus system is fully electric that shall be based on Battery, Pantograph,
Articulated arm or Inductive charging. These technologies have zero tail pipe emission, thereby reducing
the emissions to almost negligible.
It is also proposed to develop the city bus allied infrastructure to facilitate operations with proposed
augmented fleet size. To carry out periodic maintenance activities of the augmented bus fleet new Bus
depots are proposed in addition to modernization of existing depots. New terminal facilities are proposed
for route termination and bus parking.
Route rationalization and expansion also need to be carried out in future years for expanding reach of
city bus system.
Proposed New Bus Depot and Terminal Locations
SN Proposed Location Facility
1 Adarsh Nagar (Near Manka Pur Square) New Terminal cum depot
2 Venuka Vaseem Colony New Terminal cum depot
3 Maulli Nagar New Terminal cum depot
4 Dighori New Terminal cum depot

19
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

MULTI MODAL TRANSIT HUBS

Inter-modal integration is a strategy proposed for Nagpur which will ensure efficient and effective
coordination across various transport modes. Important Multi Modal Hub locations were identified during
the planning of mobility corridors in Nagpur and listed in table below.
List of Multi Modal Hubs
Type Proposed Multi-Modal Hub Number of Modes
Location modes
Level 1 City Transport Mor Bhawan Bus Terminal 3  High Capacity Mass Rapid Transit system
Modes Only  IPT Connectors
 City Bus Service
Sitabardi Bus Terminal 3  High Capacity Mass Rapid Transit system
 City Bus Service
 IPT Connectors
Level 2 Regional Ganesh Peth Bus Terminal 2  Regional Bus Service
Transport Modes + City  City Bus Service
Transport Modes  IPT Connectors
Chatterpati Bus Terminal 2  Regional Rail
 City Bus Service
Ravi Nagar Bus Stop 2
Nagpur Railway Station  Regional Rail
 High Capacity Mass Rapid Transit system
 City Bus Service
 IPT System
Ajni Railway Station 3  Regional Rail
 City Bus Service
 IPT System
Kamptee Railway Station 3  Regional Rail
 High Capacity Mass Rapid Transit system
 City Bus Service
 IPT System
Nagpur Airport 2  High Capacity Mass Rapid Transit system
 City Bus Service
 IPT/Airport Connectors

Sheet title
Multimodal
Kanhan River Interchanges In Nagpur

Project name:
Koradi Road

Comprehensive
Automotive Square Mobility plan, Nagpur

Prajapati Nagar
Dattawadi
Transport Nagar Legend:

High Capacity
Transit System
Vasudev Nagar Phase 1
Lokmanya Nagar
High Capacity
Transit System
phase 2

Medium Capacity
Hingna
Transit System
Level 1
Interchange
Level 2
Metro City
Interchange

0 10 20

MIDC ESR

Interchanges and Terminals for Multimodal Integration

20
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

ROAD NETWORK PROPOSALS

Ring radial road network pattern is proposed for Nagpur. Based on the road network envisaged some
semi-ring and radial roads are proposed to be completed/constructed to achieve the desired overall road
network in the city. The proposed complete road network for Nagpur including new links is shown below
and all the semi-ring and radial roads are listed below:

Major Rings Major Radials

A. Chandrapur Nagur road – Tekdi Road 1. Koradi Road
B. W High Court Road – Mescobagh raod – Dr 2. Kamptee road
Ambedkar raod – Ajni Road 3. NH-6 (Donargarh – Nagpur Road)
C. Inner Ring road 4. Taj Bagh Road
D. Outer New ring* (Existing part ring = Gondakkhairi 5. Wardha Road
– Hingna – Gavsi Manapur – Umergaon – Kapsi BK, 6. Hingna Road
Proposed part ring = Gondakkhairi – Dahegaon – 7. Amravati Road
Mahadula - Kamptee ) 8. Katol Road

Sheet title

8 Road Network in

1 2 Nagpur

D Project name:
Comprehensive
Mobility plan, Nagpur
C
B A
7 Sitabuldi
3 Legend:

Proposed Semi
Ring Road
Rings

Radials
6
4 Rail over
Bridge

0 10 20

Buti Bori MIDC

Proposed semi ring radial network in Nagpur

21
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

INTELLIGENT TRANSPORTATION SYSTEM (ITS)

ITS is proposed for Nagpur essentially offers a highly capable and automated transit management
platform, which shall enable modern city bus services to provide high level of service along with
high operational efficiency. Proposed ITS will play a key role in improving the efficiency of City Bus
Services.

NON-MOTORIZED TRANSPORT PROPOSAL

Construction of Footpaths

As observed from surveys it is learned that about 80% of the road network does not have footpaths, thus
it is proposed to construct these footpaths. Apart from the proposed new roads 664 kms (614 kms + 50
kms) must also have proper footpaths. The proposed footpath network is shown in figure below:

Proposed Footpath Plan

Construction of Cycle Track

The corridors identified as mobility corridors in Nagpur are proposed as priority corridors for providing
cycle track on both side of the road. The cycle tracks are proposed to be constructed along with the
construction of proposed Mass Transit System along these corridors. Phase-1 Cycle Track network is
proposed along High Capacity MRTS Corridors. Apart from phase-I cycle track corridors some mobility
corridors and several other roads are identified for construction of cycle tracks in Phase-2.
The total road length proposed for cycle track provision is 146 kms, 87km is proposed to be constructed
in Phase-I and the remaining shall be constructed in Phase-2

22
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

FREIGHT MANAGEMENT

A comprehensive freight network has been envisaged and proposed for Nagpur. All road improvement/
development proposals for the road links falling in the freight network was already proposed in the
previous sections regarding road widening and new road proposals and shall only be reproduced in the
following sections. The proposed freight network is shown figure below and the proposed freight
management plan is described as under

1) Freight Corridor: The network of roads identified as freight corridors in Nagpur are listed in table
below:
Proposed Freight corridors
Sn Freight Corridors Length Lanes
1 Inner ring road 40 6
2 Outer New ring* (Existing part ring = Gondakkhairi – Hingna – 110 6
Gavsi Manapur – Umergaon – Kapsi BK,
Proposed part ring = Gondakkhairi – Dahegaon – Mahadula -
Kamptee )

For freight management of the city, the proposal has been worked out in phases.
Phase # 1
Improvement of existing Transport Nagar –
• Segregating loading/unloading lanes
• Road Improvement
• Parking Bays
• Terminal facilities like public utilities, rest rooms for drivers and labours
• Weighing Machines

Movement Restrictions of heavy vehicles in the city from

09:00am – 07:00pm, these restrictions may be relaxed for Ring Roads.
Movement restrictions for animal carts on all Orbital and Radial roads from 09:00am - 06:00pm
Phase # 2
1) Development of new goods/truck terminal near Kapsi in proximity to the Outer Ring Road.
2) Identification of a Mobility Corridor for Goods Vehicles, movement to be restricted completely on all
other roads
3) Complete ban on all animal carts being used for goods movement
Phase # 2-3
1) Setting up of truck terminals at the following locations
• Koradi
• Kamptee
• Kapsi
• Gumgaon
• Gondakhari

2) Segregated high speed goods vehicle lane on Ring Road

23
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

3) Promotion of Use of small and medium size vehicles with modern emission controls in the central city
areas
4) Adjoining table indicates the types of facilities required inside the upcoming freight terminals along with
area requirement.
5) Location of new freight terminals is indicated in figure below:

Sheet title
Freight Network in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Proposed Freight
Corridor

Rings

Radials

Fright
Terminals

0 10 20

Buti Bori MIDC

Proposed Freight corridors and Freight Terminal

PARKING MANAGEMENT

Development of a parking strategy is necessary in order to shape the framework for the future provision,
management and maintenance of parking facilities. The development of this Parking Strategy has been
based on an understanding of the parking supply and demand position in Nagpur City.
The parking strategies that would be considered for Nagpur include

• Off Street parking facilities

• On Street Parking Pricing

• Restriction of on street parking on certain corridors

24
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

IMPLEMENTATION PLAN

The implementation plan also provides various financial options to be looked at towards implementing
the proposed projects. A proper Institutional Frame Work is of utmost importance for the successful
implementation and monitoring of all the schemes. In this regard, an Institutional set up is also
recommended.

PRIORITIZATION OF PROJECTS

All the proposals discussed so far can be broadly grouped under three categories:
• Long Term Improvements: the usefulness of these improvements will last for more than 10-15
years
• Medium Term Improvements: the usefulness of these improvements will last for about 5-10 years
• Short Term Improvements: these are short term proposals that need to be reviewed and revised
within 5 years as per the requirement.

Accordingly, long term, medium term and short term proposals for Nagpur are shown in tables below
Short Term Projects
Total
Quantity Rates
SNo Projects Unit Cost
(Total) (in Cr)
(in Cr)
Short Term Improvements
1 Traffic and Pedestrian Management measures - Km 664 0.05 33.2
2 Junction Improvements and Management Measures Nos 10 20 200
3 Construction of Footpaths Km 664 0.2 132.8
4 Provision of cycle track - Km 146 0.5 73
5 Provision of Pedestrian Zones and Pedestrian Infrastructure Nos 4 2 8
Total Short Term Project Cost ( In Crores ) 447

Medium Term Projects

Rates ( Total
Sl.No Medium Term Projects Unit Quantity in Cost (in
Crores) Crores)
6 FOB/ Walkways Nos 10 10 100
7 Bus Augmentation Nos 6827 3 20480
8 Bus transport Plan - Bus shelters (City bus service) Nos 45 1 45
9 Off Street Parking Locations Nos 5 10 50
10 ITS (Control room / PIS and Traffic Information System) Ls 1 25 25
11 Bus Depot and Workshop Nos 4 20 80
12 Rail Over Bridges Nos 5 25 125
13 Redevelopment of Bus terminals Nos 4 35 140
14 Bike Sharing Plan : Main Docking Station Nos 9 0.5 4.5
15 Bike Sharing Plan : Substations Nos 75 0.1 7.5
Total Medium Term Project Cost ( In Crores ) 21057

25
 Executive Summary Comprehensive Mobility Plan Nagpur (2018)
Comprehensive Mobility Plan for Nagpur

Long Term Proposals

Rates ( in Total Cost
Sl.No Long term Projects Unit Quantity
Crores) (in Crores)
16 High Capacity Mass Transit System Km 48.1 (phase 400 19320
2 only)
17 Medium Capacity Mass Transit System Km 22.5 20 450
18 Road network Improvement Plan (New roads) -Long Kms 50 10 500
Term
19 Freight terminals Nos 5 20 100
20 Multimodal Hub Nos 9 10 90
Total Long Term Project Cost ( In Crores ) 20460

Total Project Cost

Project Priority Cost( Crores - INR)
Short Term Projects 447
Medium Term Projects 21057
Long Term Projects 20460
Total Cost 41964

PHASING PLAN AND PPP POTENTIAL

The projects identified in the earlier section are divided into three categories based on the urgency and
duration of the implementation. Some of the long term projects have potential to enter into Public Private
Partnership (PPP); however, case to case project reports are required for validating the feasibility of each
project. The cost of all the recommended projects is around 41964* Crores. It is important to highlight
that the CMP serves only to identify schemes and the costs presented are only BLOCK COST estimates
for decision makers. Detailed cost estimates need to be worked out at further stages.

*-Excluding the Cost of Phase I MRTS System

26
Comprehensive Mobility Plan for Nagpur

Project Phasing and PPP Potential

Total Quantity Cost(In Cr) PPP -

Quantity Rates (in PPP - Potential
Sl.No Projects Unit Cost (in Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3 Potential
(Total) Cr) Share
Cr) 2018 - 2021 2021 - 2031 2031 - 2041 2018 - 2021 2021 - 2031 2031 - 2041 Cost

Short Term Improvements

1 Traffic and Pedestrian Management measures - Km 664 0.05 33.2 614 50 0 30.7 2.5 0
2 Junction Improvements and Management Measures Nos 10 20 200 10 0 0 200 0 0
3 Construction of Footpaths Km 664 0.2 132.8 614 50 0 122.8 10 0
4 Provision of cycle track - Km 146 0.5 73 87 59 0 44 30 0 50% 36.5
5 Provision of Pedestrian Zones and Pedestrian Infrastructure Nos 4 2 8 4 0 0 8 0 0
Cost 447 405 42 0
Medium Term Improvements
6 FOB/ Walkways Nos 10 10 100 10 100 74.5
7 Bus Augmentation Nos 6827 3 20480 2058 2168 2601 6174 6504 7802
8 Bus transport Plan - Bus shelters (City bus service) Nos 45 1 45 0 45 0 0 45 0
9 Off Street Parking Locations Nos 5 10 50 5 0 0 50 0 0 50% 25
10 ITS (Control room / PIS and Traffic Information System) Ls 1 25 25 1 25 0 0
11 Bus Depot and Workshop Nos 4 20 80 0 4 0 0 80 0
12 Rail Over Bridges Nos 5 25 125 0 5 0 0 125 0
13 Redevelopment of Bus terminals Nos 4 35 140 0 4 0 0 140 0 50% 70
14 Bike Sharing Plan : Main Docking Station Nos 9 0.5 4.5 9 4.5 0 0 50% 2.25
15 Bike Sharing Plan : Substations Nos 75 0.1 7.5 31 44 3 4 0 50% 3.75
Cost 21057 6357 6898 7802
Long Term Improvements
16 High Capacity Mass Transit System Km 88.1 400 35240 39.8 48.3 0 0 19320 0 25% 4830
17 Medium Capacity Mass Transit System Km 22.5 20 450 22.5 0 0 450 0 0 25% 112.5
18 Road network Improvement Plan (New roads) -Long Term Kms 50 10 500 50 0 0 500 0 0
19 Freight terminals Nos 5 20 100 0 5 0 0 100 0 25% 22.5
20 Multimodal Hub Nos 9 10 90 9 0 90 0 0
Cost 36380 1040 19420 0
Total Cost (Short, Medium and Long term Projects) 57884* 7802 26360 7802

*- Including the cost of Phase-I MRTS System

27
FINANCING OPTIONS

As per the Recommendations of Working Group on Urban Transport for 12th Five Year Plan, the financing
of urban transport projects in the country has largely been confined to gross budgetary support from the
government and the user charges. Due to heavy investment needs of urban transport and conflicting
demands on the general exchequer, the investment in urban transport in the past has not kept pace with
the rapidly increasing requirement of the sector. The current level of user charges of limited urban
transport facilities, do not make the system self-sustainable. At the same time, providing safe,
comfortable, speedy and affordable public urban transport to all has to be an indispensable goal of the
governance.

The key funding sources besides GBS and fare box can be dedicated levies, land monetization, recovery
from non-user beneficiaries, debt and private investments. The paradigm of financing has to clearly move
towards non-users pay principle and the polluters pay principle. There is a need for long-term sustainable
dedicated financing mechanism to address fast worsening scenario in the field of urban transport. All the
various components in which the investment would be required in the 12th Five Year Plan would need to
be funded through a combination of funding from Govt. of India, State Govt./urban local body,
development agencies, property development, loan from domestic and financial institutions as well as
PPP. Thus, it is imperative to identify projects that are amenable to Government funding or PPP.

They are:

• Public Private Partnership

• Government sources of funding

• Dedicated Urban Transport fund at City level

• External Funding Agencies

INSTITUTIONAL FRAMEWORK

City transport system generally involves several organizations that look after various forms and
aspects of the transport system and network and have overlapping functions and areas of work.
Therefore to delineate areas and to remove ambiguity of functions the institutional framework has
been proposed. With the formation of a State level UMTA, part of the problem can been sorted. With a
view to coordinate all urban transport activities in the city, it is recommended that a UMTA be set up at
the city level that acts as a planning and decision making body for all matters related to urban transport
in the city. It is recommended that the city level UMTA be set up on an executive order for the
ease of formation however, it must be given a legal backing so that it’s functioning falls under an act and
commands greater authority.
Comprehensive Mobility Plan Nagpur (2018)

29
 Comprehensive Mobility Plan Nagpur (2018)

CONTENTS
1. INTRODUCTION............................................................................................................................................................. 37

1.1. BACKGROUND ............................................................................................................................................................................. 37

1.2. NEED FOR A COMPREHENSIVE MOBILITY PLAN ................................................................................................................... 38

1.3. OBJECTIVES AND SCOPE OF THE STUDY .............................................................................................................................. 40

1.4. STRUCTURE OF THE REPORT .................................................................................................................................................. 41

2. EXISTING TRAFFIC AND TRANSPORT CHARACTERISTICS ................................................................................... 43

2.1. INTRODUCTION TO NAGPUR .................................................................................................................................................... 43

2.2. STUDY AREA ............................................................................................................................................................................... 44

2.3. CONNECTIVITY ............................................................................................................................................................................ 44

2.4. DEMOGRAPHICS ......................................................................................................................................................................... 45

2.5. EXISTING TRANSPORTATION CHRACTERISTICS................................................................................................................... 46

2.6. EXISTING TRAFFIC CHARACTERISTICS .................................................................................................................................. 60

2.7. SERVICE LEVEL BENCHMARKING ............................................................................................................................................ 65

3. TRAVEL DEMAND MODELLING AND FORECASTING .............................................................................................. 74

3.1. PRE MODELLING ANALYSIS ...................................................................................................................................................... 74

3.2. STRATEGIC MODEL DEVELOPMENT ........................................................................................................................................ 75

3.3. HORIZON YEAR TRAVEL DEMAND MODELLING ..................................................................................................................... 80

3.4. TRAFFIC CHARACTERISTICS – HORIZON (2041) .................................................................................................................... 82

4. MOBILITY VISION AND GOALS ................................................................................................................................... 85

4.1. INTRODUCTION ........................................................................................................................................................................... 85

4.2. VISION .......................................................................................................................................................................................... 85

4.3. GOALS .......................................................................................................................................................................................... 86

4.4. NATIONAL MISSION ON SUSTAINABLE HABITAT (NMSH)...................................................................................................... 92

5. MOBILITY IMPROVEMENT MEASURES ...................................................................................................................... 97

5.1. INTRODUCTION ........................................................................................................................................................................... 97

5.2. PUBLIC TRANSPORT PROPOSALS ........................................................................................................................................... 97

5.3. ROAD NETWORK PROPOSALS ............................................................................................................................................... 105

5.4. NON-MOTORIZED TRANSPORT PROPOSAL ......................................................................................................................... 106

5.5. PEDESTRIAN ZONES ................................................................................................................................................................ 108

5.6. FREIGHT MANAGEMENT .......................................................................................................................................................... 109

5.7. PARKING MANAGEMENT ......................................................................................................................................................... 111

5.8. TRAFFIC ENGINEERING AND MANAGEMENT PROPOSALS ................................................................................................ 112

30
 Comprehensive Mobility Plan Nagpur (2018)

5.9. IMPACT OF PROPOSALS.......................................................................................................................................................... 113

6. IMPLEMENTATION PLAN ........................................................................................................................................... 118

6.1. PRIORITIZATION OF PROJECTS ............................................................................................................................................. 118

6.2. PHASING PLAN AND PPP POTENTIAL .................................................................................................................................... 120

6.3. FINANCING OPTIONS ............................................................................................................................................................... 122

6.4. INSTITUTIONAL FRAMEWORK................................................................................................................................................. 125

7. OUTCOMES ................................................................................................................................................................. 131

7.1. IMPROVEMENTS IN THE MOBILITY CHARACTERISTICS OF THE CITY .............................................................................. 131

7.2. CONCLUSION ............................................................................................................................................................................ 132

31
 Comprehensive Mobility Plan Nagpur (2018)

LIST OF FIGURES

Figure 1 Geographical location of Nagpur ...................................................................................................................................................... 43

Figure 2 Nagpur Study Area ........................................................................................................................................................................... 44

Figure 3 Decadal Population Growth in NMC Area ........................................................................................................................................ 46

Figure 4 Growth of Vehicles in Nagpur City .................................................................................................................................................... 46

Figure 5 Road Network of Nagpur .................................................................................................................................................................. 49

Figure 6 Road Accidents in Nagpur ................................................................................................................................................................ 51

Figure 7: Accident Black Spots-Nagpur .......................................................................................................................................................... 52

Figure 8 Nagpur Airport .................................................................................................................................................................................. 53

Figure 9 Nagpur Railway Station .................................................................................................................................................................... 53

Figure 10 City Bus Services – Nagpur ............................................................................................................................................................ 54

Figure 11 City Bus Services – Notified Route Network Vs Operated Routes................................................................................................. 55

Figure 12 Nagpur Metro Corridor Alignment ................................................................................................................................................... 56

Figure 13: Mode Share in Nagpur................................................................................................................................................................... 60

Figure 14: Distribution of trips by purpose ...................................................................................................................................................... 61

Figure 15: Mode wise average trip length ....................................................................................................................................................... 63

Figure 16: Passenger trips and travel time ..................................................................................................................................................... 64

Figure 17 Public Transport System in Bogota ................................................................................................................................................ 87

Figure 18 London Cycle Superhighway no.7 .................................................................................................................................................. 88

Figure 19 VDL Evolans Electric Buses ........................................................................................................................................................... 88

Figure 20 Multi-level stack parking NYC ......................................................................................................................................................... 89

Figure 21 London Cycling ............................................................................................................................................................................... 90

Figure 22 Barcelona Urban Block Perimeter .................................................................................................................................................. 90

Figure 23 London underground – Metro System (Source: Wikimedia Commons) ......................................................................................... 91

Figure 24 Arlington County(Densified area along transit corridor) in Virginia................................................................................................. 91

Figure 25 Proposed Transit Corridors............................................................................................................................................................. 98

Figure 26 Proposed New Bus Depot and Terminal Location ....................................................................................................................... 100

Figure 27 Interchanges and Terminals for Multimodal Integration ............................................................................................................... 102

Figure 28 Proposed semi ring radial network in Nagpur............................................................................................................................... 105

Figure 29: Proposed Footpath Plan .............................................................................................................................................................. 106

Figure 30: Proposed Bicycle Network ........................................................................................................................................................... 107

Figure 31: Proposed Pedestrian Zones ........................................................................................................................................................ 108

32
 Comprehensive Mobility Plan Nagpur (2018)

Figure 32 Proposed Freight corridors and Freight Terminal ......................................................................................................................... 110

Figure 33 Typical Junction Improvement proposals ..................................................................................................................................... 112

33
 Comprehensive Mobility Plan Nagpur (2018)

LIST OF TABLES

Table 1 Decadal Population Growth in NMC Area ......................................................................................................................................... 45

Table 2 Mode-Wise Distribution of the Vehicles Registered In Nagpur City .................................................................................................. 47

Table 3: Right of Way distribution ................................................................................................................................................................... 50

Table 4: Road Network characteristics (Road Surface) .................................................................................................................................. 50

Table 5: Footpath Availability .......................................................................................................................................................................... 50

Table 6 Accident Data – Nagpur City.............................................................................................................................................................. 51

Table 7: Location Wise Road Accidents in Nagpur ........................................................................................................................................ 51

Table 8: Snap Shot of City Bus Services in Nagpur ....................................................................................................................................... 54

Table 9: Growth of IPT Vehicles In Nagpur City ............................................................................................................................................. 57

Table 10: List of Shared Auto Routes in Nagpur ............................................................................................................................................ 58

Table 11: Mode Share – Nagpur..................................................................................................................................................................... 60

Table 12: Trip purpose .................................................................................................................................................................................... 61

Table 13: Daily passenger trips by mode ....................................................................................................................................................... 62

Table 14: Passenger trips by travel time......................................................................................................................................................... 63

Table 15: Trip distribution by travel cost ......................................................................................................................................................... 64

Table 16: Service Level Benchmarking Summary .......................................................................................................................................... 72

Table 17 Base Year (2018) Planning Variable ............................................................................................................................................... 76

Table 18 Correlation equations / Trip End Models ......................................................................................................................................... 76

Table 19 Modal Share (Base Year 2018) ....................................................................................................................................................... 77

Table 20 Observed and Modelled Traffic Volume at some locations ............................................................................................................. 77

Table 21 Number of trips Purpose-Wise Trips Modelled ................................................................................................................................ 79

Table 22 Number of Mode-Wise Trips Modelled (Motorized modes only) ..................................................................................................... 79

Table 23 V/C and Average Network Speed for various Corridors .................................................................................................................. 79

Table 24 Planning Variables for study area in BAU Scenario ........................................................................................................................ 80

Table 25 Total Trips in BAU Scenario............................................................................................................................................................. 80

Table 26 Details of Trips in BAU Scenario ..................................................................................................................................................... 80

Table 27 Counts of Trips in SUT Scenario ..................................................................................................................................................... 81

Table 28 Details of Trips in SUT Scenario ...................................................................................................................................................... 81

Table 29 Modal Share (purpose wise) in BAU scenario ................................................................................................................................. 82

Table 30 Total trips in BAU scenario (modal spilt aggregate) ........................................................................................................................ 82

Table 31 Modal Share(purpose wise) in SUT scenario .................................................................................................................................. 82

34
 Comprehensive Mobility Plan Nagpur (2018)

Table 32 Total trips in SUT scenario............................................................................................................................................................... 83

Table 33 Comparison of Network Attributes (Aggregate level) on links for Various Scenarios ...................................................................... 83

Table 34 Comparison of Network Attributes (Link wise) on links for Various Scenarios ................................................................................ 83

Table 35 Proposed Transit corridors............................................................................................................................................................... 97

Table 36 Proposed High Capacity Mass Rapid Transit Corridors .................................................................................................................. 98

Table 37 Proposed Medium Capacity Transit System corridors .................................................................................................................... 98

Table 38 Daily trips (In Lacs) in Mass Rapid Transit system .......................................................................................................................... 98

Table 39: PPHPD numbers along proposed High Capacity MRTS corridor ................................................................................................... 99

Table 40: Bus Augmentation........................................................................................................................................................................... 99

Table 41 Proposed New Bus Depot and Terminal Locations ....................................................................................................................... 100

Table 42 List of Multi Modal Hubs................................................................................................................................................................. 101

Table 43: Proposed Bicycle Network ............................................................................................................................................................ 107

Table 44 Proposed Docking Station List ....................................................................................................................................................... 108

Table 45 Proposed Freight corridors ............................................................................................................................................................ 109

Table 46 Parking rates as per NMC' Notification .......................................................................................................................................... 111

Table 47 Social Impacts of Proposed Projects ............................................................................................................................................. 113

Table 48 Environmental Impact of Projects .................................................................................................................................................. 115

Table 49 Short Term Projects ....................................................................................................................................................................... 118

Table 50 Medium Term Projects ................................................................................................................................................................... 119

Table 51 Long Term Proposals..................................................................................................................................................................... 119

Table 52 Total Project Cost .......................................................................................................................................................................... 119

Table 53 Project Phasing and PPP Potential ............................................................................................................................................... 121

Table 54 Project Priority and Costing ........................................................................................................................................................... 132

35
Comprehensive Mobility Plan Nagpur (2018)

36
 Comprehensive Mobility Plan Nagpur (2018)

2. INTRODUCTION

2.1. BACKGROUND

Recent rapid urban development in India has resulted in transport problems such as traffic congestion
and increase in traffic accidents in all the cities/towns.
Increased interaction between various land uses, on account of increasing levels of urbanization and
economic growth, has led to an unprecedented increase in the need for efficient transfer of people and
goods. This in turn have resulted in transport problems such as traffic congestion, increased travel times,
and increased traffic accidents. These issues have brought planning for accessibility and mobility to the
centre-stage of most urban economies and have necessitated the need to plan for improved transport
solutions that enable the interaction between various land uses in an efficient, safe and sustainable
manner. Thus, avoiding piece-meal measures to deal with issues of mobility and going for a holistic
approach in solving mobility problems of cities are soon becoming a norm.
Although governments and local administrations have been working on proposals to improve urban
transport, problems have been aggravated to a large extent by the rapidly increasing private vehicle
population.
Existing capacities in the local governments for undertaking systematic urban transport planning are still
insufficient. Specifically, the problems seen in most cities are:

 Most cities do not have a long-term comprehensive urban

transport strategy. Accordingly, the proposals for specific
projects are often not integrated with other urban transport
measures or with land use patterns.

 Some cities prepare urban transport master plans by conducting

Transport and Traffic Studies. However, these studies mainly
focused on vehicle movements and did not pay enough attention
to the mobility of people and goods.

It is important to prepare long-term strategic plans focused on mobility of people as a basis for developing
cost-effective and equitable urban transport measures with an appropriate and consistent methodology,
in line with the National Urban Transport Policy (NUTP). Accordingly, the Ministry of Housing and Urban
Affairs (MoHUA) encourages cities to prepare “Comprehensive Mobility Plans” (CMPs) as part of long-
term urban transport strategy providing for a sustainable improvement of people’s mobility.
Nagpur city, like all other cities in India, is experiencing increased dependency on private motor vehicles
for personal trips, leading to increased vehicular congestion and emissions.

37
 Comprehensive Mobility Plan Nagpur (2018)

The previous Comprehensive Mobility Plan for Nagpur indicated inadequate existing transportation
infrastructure to serve the future travel demand and a high growth in the private vehicle share in the city
and surrounding region. On the other hand, increased economic activities in the region have given a
boost to the regional economy and employment especially in the sectors like Information Technology,
and financial companies etc., which in turn had increased demand for ease of travel and connectivity on
a day to day basis, which is very much the need of the hour.
The Comprehensive mobility plan of 2013 has indicated that -

 Motor vehicle population has increased at a phenomenal rate during the last few decades and
Vehicle growth trends revealed that the fleet of buses had a marginal increase over the years,
while two wheelers experienced a remarkable increase. The growing number of automobiles in
the city region- whereas, the much affordable public transport share has remained stagnant and
inadequate. Besides, the haphazard and disorganized parking of vehicles has added up to the
everyday traffic chaos on the streets of Nagpur.

 Conflicts between fast moving vehicular traffic and bicycle and pedestrian traffic have reduced
the capacity and safety.

 Bus and rail developing as competing modes rather than being complementary to each other
and the sprawling suburban development without adequate transport facilities has placed
considerable demand in favour of private vehicles and has emphasized the warrant for
interchange facilities at mass transit stations.

2.2. NEED FOR A COMPREHENSIVE MOBILITY PLAN

To understand the need for a Comprehensive Mobility Plan, let us first look at the way transport problems
emerge in a city, what dimensions they take, the response generated from city authorities and the citizens
and the problems generated from there.

Any unplanned city suffers primarily from a lack of a proper integration of land use and transport system.
Increasing urbanization leads to haphazard increase in travel demand. Till the time, the city authorities
realize and wake up to the fact, the urban citizen goes for the obvious option of personal mobility, in the
form of an automobile. This is again driven by the increasing prosperity brought on by increasing
urbanization. All in all, the private vehicular ownership pattern of the city rises and its usage takes its toll
on the urban transport system. Now, any urban transport system has five basic stakeholders: Consumers
(the user of the system), Environment, City Authorities, the Producers/Manufacturers (the drivers of local
urban economy) and the Region surrounding the city. Increasing usage of the automobile will eventually
result in congestion, which creates varying dimensions of problems for different stakeholders of the
system. The consumer suffers from increased travel time; urban environment suffers from pollution; and
the city authorities suffer from an inefficient usage of the transport system supply and face with the only
prospect of increased investment on transport systems (which in most cases goes on increasing and
widening the existing road network to alleviate congestion). Absence of suitable infrastructure and system
for freight drives up the production cost of manufacturers. The region suffers from obstacles to regional
traffic that has to invariably negotiate with the local urban traffic and congestion.

38
 Comprehensive Mobility Plan Nagpur (2018)

To counter the above problem of congestion and its various dimensions, the city authorities resort to an
increased supply of transport systems (in the form of roads or public transport corridors) on an as-and-
when-needed basis. This leads to an increase in public investment on urban transport sector as well as
an increased footprint of transport systems on the city. Increased footprint of transport systems, however,
only leads to increased usage of the automobile, thus adding to overall congestion.

On the other hand, the supply-demand gap leads to proliferation of informal systems of transport –
Intermediate Public Transport (IPT) such as auto rickshaws and taxis, which further add to the traffic and
congestion on roads. The production units opt for informal logistics systems. To accommodate regional
traffic, bypasses at the city edge are provided, which in the absence of suitable land use control, lead to
development of undesirable nature along the corridors.

Need for updated CMP

• Track and evaluate the changes after last CMP

• Coherence with ongoing Projects

• Metro Rail Policy mandates an updated CMP for approval of Metro’s next
phase

• Update the earlier CMP with additional projects (if any)

In light of these facts, a Comprehensive Mobility Plan is needed to address the mobility needs of the
people focusing on non-motorized and public transport, rather than catering to the needs of private
automobile as an effective platform for integrating land use and transport planning.

In this regard, the Nagpur Improvement Trust (NIT) had prepared a Comprehensive Mobility Plan in the
year 2013. However, now it is required that this study be updated considering the developments that
have happened in the past five years in Nagpur.
In this context, Nagpur Metro Rail Corporation Limited (NMRCL) wanted to update the earlier study
prepared for Nagpur, namely Nagpur Comprehensive Mobility Plan, 2013 (CMP). Accordingly, NMRCL
has awarded the study of preparing the Comprehensive Mobility Plan (CMP) to Urban Mass Transit
Company Limited (UMTC) by updating the traffic data, the transport model built and the proposals
recommended in the earlier studies. This Study will develop a perspective plan for sustainable urban
transport over a 20-year horizon period.

39
 Comprehensive Mobility Plan Nagpur (2018)

2.3. OBJECTIVES AND SCOPE OF THE STUDY

The ultimate Goal of a CMP is to provide a long-term strategy for the desirable mobility pattern of a city's
populace. To achieve this goal, the following are the main objectives:

 Develop public transit system in conformity with the land use that is accessible, efficient and
effective.
 Ensure safety and mobility of pedestrians and cyclists by designing streets and areas that make
a more desirable, livable city for residents and visitors and support the public transport system.
 Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods
 Develop a Parking System that reduces the demand for parking and need for private mode of
transport and also facilitate organized parking for various types of vehicles
The CMP which is prepared in accordance with the Revised CMP Toolkit, published by the MoHUA, will
also focus on the following:
 A study of Service Level Benchmarks as per MoHUA’s Handbook on Service Level Benchmarks
for Urban Transport.
 Study on Sustainable Habitat Mission for the city to make habitat sustainable through modal
shift to public transport, as per National Mission on Sustainable Habitat. The study will also
look in to the possibility of enhancing the NMT programs to make the sustainable habitat an
integral part of the planning process.
The broad Scope of the Comprehensive Mobility Plan is listed below:
 To review the demographical profile of the city which includes location, land area etc.
 To delineate the traffic analysis zones and review the existing urban transport and environment
 To describe the existing traffic and transportation system in the study area
 To identify in detail, the problematic situations related to the existing transportation
infrastructure and traffic operation
 To understand the level of service provided to the citizens with the help of service level
benchmarking
 To develop a Business as Usual (BaU) scenario based on land use transitions and socio-
economic projection and comparing the travel characteristics of BaU scenario with the base
year as well as SLB
 To present the projected travel demand in the study area for different horizon years
 To develop and evaluate various transport strategies
 To recommend various medium-term and long-term traffic improvement measures based on
the scenarios and to develop an Urban Mobility Plan
 To develop Transport Investment Options and Implementation Plan
 To suggest an Institutional Arrangement

Accordingly, while updating the CMP, all the objectives stated above will be met and the mobility plan will
be prepared as per the Guidelines of the Ministry.

40
 Comprehensive Mobility Plan Nagpur (2018)

2.4. STRUCTURE OF THE REPORT

The draft report for Quick Comprehensive Mobility Plan for Nagpur Metropolitan Region will have
following chapters:

 Chapter 1: Introduction to the study and its objectives

 Chapter 2: Existing traffic and transport characteristics of the city

 Chapter 3: Travel Demand Modelling and Forecasting

 Chapter 4: Mobility Vision and Goals of the city

 Chapter 5: Mobility Improvement Measure

 Chapter 6: Implementation Program

 Chapter 7: Outcomes

41
Comprehensive Mobility Plan Nagpur (2018)

42
 Comprehensive Mobility Plan Nagpur (2018)

3. EXISTING TRAFFIC AND TRANSPORT CHARACTERISTICS

3.1. INTRODUCTION TO NAGPUR

Nagpur is the winter capital, a sprawling metropolis, and the third largest city of the Indian state of
Maharashtra after Mumbai and Pune. Nagpur is the 13th largest Indian city in terms of population. It has
been proposed as one of the Smart Cities in Maharashtra.

Nagpur is the seat of the annual winter session of the Maharashtra state assembly. It is a major
commercial and political centre of the Vidarbha region of Maharashtra. In addition, the city derives unique
importance from being the headquarters for the Hindu nationalist organisation RSS and an important
location for the Dalit Buddhist movement. Nagpur is also known for Deekshabhoomi, the largest hollow
stupa among all the Buddhist stupas in the world. It is famous for Nagpur oranges and is sometimes
known as the Orange City for being a major trade center of oranges cultivated in the region. The city was
founded in 1703 by the Gonds King Bakht Buland Shah of Deogarh and later became a part of the
Maratha Empire under the royal Bhonsale dynasty

Figure 1 Geographical location of Nagpur

The CMP study generally is conducted for Local Planning Area (LPA) to provide comprehensive mobility
solutions. However in Nagpur, the administration heading the urban development under two domains viz.
Nagpur Metropolitan Region (NMR) and the area under Nagpur Municipal Corporation (NMC – 145
wards). For study purpose, the area under NMC is important considering intensity of the mobility.
However this needs to be addressed with the traffic impact made by 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.

43
 Comprehensive Mobility Plan Nagpur (2018)

3.2. STUDY AREA

The geographic area within the jurisdiction of Nagpur Municipal Corporation (NMC) along with other areas
including Municipal Councils of Kamptee, Kalameshwar, Hingna and surrounding villages is taken as the
study area. The study area comprise of about 1550 sq km out of total 3567sq km of NMA area.

Sheet title
Study Area for CMP
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Nagpur Municipal
Area Boundary

Study Area
Boundary

0 10 20

Figure 2 Nagpur Study Area

3.3. CONNECTIVITY

Nagpur city Nagpur is well-connected with most other cities of India by Rail and Roads. Railways started
in Nagpur in 1867 when portion of Bombay-Bhusaval-Nagpur line was opened for traffic. Train service
from Nagpur to Calcutta was started in 1881. Today, a total of 260 trains stop at Nagpur railway station.
Nagpur Central Railway Station connects major railway trunk routes. An electrified broad gauge railway
track connects Nagpur to the four major metros.

Nagpur is a major junction for roadways as India's two major national highways, Kanyakumari-Varanasi
(National Highway 7) and Hajira-Kolkata (National Highway 6). Highway number 69 connects Nagpur to
Obaidullaganj near Bhopal. Nagpur is at the junction of two Asian Highways namely AH43 Agra to Matara,
Sri Lanka and AH46 connecting Kharagpur, India to Dhule, India Bhopal. Nagpur is at the junction of two
Asian Highways namely AH43 Agra to Matara, Sri Lanka and AH46 connecting Kharagpur, India to Dhule,
India.

44
 Comprehensive Mobility Plan Nagpur (2018)

3.4. DEMOGRAPHICS

Nagpur city is the third largest urban agglomeration in the state of Maharashtra in terms of population.
As per Census 2011, Nagpur accounted for 6% of the total urban population of the state and 76% of the
district urban population of Nagpur district. In addition, 52% of the total district population resides within
NMC. In the past, Nagpur attracted the migration and floating population from the neighbouring districts
of Maharashtra for education, employment, and business. However, the trend has decreased over the
last decade.
The population of Nagpur has increased from 1.5 Lakh in 1921 to 24.98 Lakh in 2011 as represented in
Table 9 and
SN Area Population (Lakh)
2011 2018 2021 2031 2041
1 Nagpur Municipal Corporation 24.1 26.5 27.6 31.1 34.8
2 Other than NMC Areas Including Kamptee, 6.6 7.8 8.6 12.3 15.5
Kalmeshwar, Hingna and surrounding villages
Total 30.7 34.3 36.2 43.4 50.3
. As indicated in the table and figure below, it could be observed that the decade 2001-2011 has
registered the lowest decadal change of only 17%.
The study area population for the year 2011 has been taken from Census 2011 data. The population of
NMC area is 24.1 Lakh and other areas including Kamptee, Kalmeshwar, Hingna and surrounding
villages is 6.6 Lakh. The total population of study area is estimated at 30.7 Lakh in 2011 (Error!
eference source not found.,
SN Area Population (Lakh)
2011 2018 2021 2031 2041
1 Nagpur Municipal Corporation 24.1 26.5 27.6 31.1 34.8
2 Other than NMC Areas Including Kamptee, 6.6 7.8 8.6 12.3 15.5
Kalmeshwar, Hingna and surrounding villages
Total 30.7 34.3 36.2 43.4 50.3
and Table 9).
Table 9 Decadal Population Growth in NMC Area
SN Area Population (Lakh)
2011 2018 2021 2031 2041
1 Nagpur Municipal Corporation 24.1 26.5 27.6 31.1 34.8
2 Other than NMC Areas Including Kamptee, 6.6 7.8 8.6 12.3 15.5
Kalmeshwar, Hingna and surrounding villages
Total 30.7 34.3 36.2 43.4 50.3

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 Comprehensive Mobility Plan Nagpur (2018)

Decadal Growth Rate in Nagpur

43.40%
40.50%
34.50% 33.30%
26.40%
17.30%

1961 1971 1981 1991 2001 2011

Figure 3 Decadal Population Growth in NMC Area

The average annual growth rates of 1.4%, 1.2% & 1.1% have been considered for the years 2021, 2031
and 2041 respectively for the NMC area. Other than NMC areas are expected to grow with higher growth
rates as per NMA Development Plans. The same annual growth rates of about 3% up to 2031 and about
2% for 2041 have been considered for projecting the population of Other than NMC areas.

The overall study area population annual growth rates is 1.8% up to the year 2031 and 1.5% up to 2041.

3.5. EXISTING TRANSPORTATION CHRACTERISTICS

2.5.1 GROWTH OF MOTOR VEHICLES

With the rapid growth of urban population, there is an ever increasing demand on the city’s infrastructure
to serve the population. The rapid motorization rates have further complicated issues to compete with the
public transport systems in the cities, as mode choices for commuting. The trips per household have
increased over the years, with increasing per capita incomes and increase in vehicle ownership.

Considering the improving socio-economic level in most Indian cities and the inadequate mass transport
systems, personalized motor vehicles have been growing at the rate of 6% to 15% per annum in different
cities. In most of the cities, 2-wheelers comprise more than 60% of the total motor vehicles.
Figure 4 Growth of Vehicles in Nagpur City

Annual Registered Vehicles

100000
78413
80000
56920 56137 59017
60000
40000
20000
-1.4% 5.1% 32.9%
0
2014-15 2015-16 2016-17 2017-18
-20000

46
 Comprehensive Mobility Plan Nagpur (2018)

From Figure 4 it could be observed that the no. of vehicles in the city of Nagpur has increased at 12%
per annum in the last 3 years. It has also been observed that the vehicular growth per annum is twice the
population growth of the city. Table 10 represents the Mode wise distribution of the registered vehicles in
Nagpur city from 2014 up till 2018.
Table 10 Mode-Wise Distribution of the Vehicles Registered In Nagpur City
Registered Vehicle in Nagpur City
S.No. Vehicle Category
2014-15 2015-16 2016-17 2017-18
1 Total Two Wheelers 42958 42617 42280 61412
2 Cars 6524 7498 8094 11157
3 Jeeps 1789 1851 2187 734
4 Stn. Wagons 0 0 0 4
5 Taxies a) Meter Fitted 3 0 0 0
b) Luxury & Tourist Cabs 413 576 1752 866
6 Auto rickshaws 2746 1079 1884 1920
7 Stage Carriage 0 0 40 53
8 Contract Carriage 35 43 58 45
9 Mini Buses 0 0 0 0
10 School Buses 254 303 224 137
11 Pvt. Ser. Vehicle 4 1 2 0
12 Ambulance 27 43 40 30
13 Multi & articulated Veh. 22 41 63 151
14 Trucks 144 166 187 200
15 Tanker 11 15 309 0
16 Del. Van. ( 4 Wheelers ) 911 833 846 860
17 Del. Van. ( 3 Wheelers ) 1041 985 808 719
18 Tractors 30 68 213 88
19 Trailers 8 16 10 3
20 Other Tippers 0 2 20 34
Total 56920 56137 59017 78413

(Source: RTO – Nagpur).

It is observed that 2-Wheelers account for the largest chunk of registered vehicles accounting to upto
75.6% of the total vehicles registered in Nagpur followed by cars at 13.3%. The sharp increase of two-
wheelers and cars could be attributed to the improved economic status of people and deficient public
transport supply. The phenomenal increase of cars and the resulting demand for more road-space has
resulted in dense concentration of traffic on roads. This trend has to be kept checked, in terms of the cost
it imposes on users demand after a careful consideration.

47
 Comprehensive Mobility Plan Nagpur (2018)

2.5.2 ROAD NETWORK

Nagpur is located 837 kms north east of Mumbai, 1094 kms South of Delhi, 1092 kms North of Chennai
and 1140 kms West of Kolkata. Nagpur is also a major junction for roadways as India’s two major national
highways – National Highway (NH) 7 – Kanyakumari to Varanasi and National Highway (NH) 6 – Mumbai
to Kolkata via Sambalpur pass through the city. NH 69 also connects Nagpur to Obaiddullaganj near
Bhopal. Maharashtra Samruddhi Mahamarg connecting Nagpur-Aurangabad-Mumbai Expressway is a
state highway is being constructed in two phases, in line with the National Express Highway Standards
and is expected to be completed by 2019.

48
 Comprehensive Mobility Plan Nagpur (2018)

Sheet title
Road Network in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

0 10 20

Figure 5 Road Network of Nagpur

It can be clearly observed that the city has a distinct radial pattern and has two ring roads. The total length
of the roads is about 1,907 kms, of which 1,150 kms of roads is within the jurisdiction of NMC, which
means the city has a road density of 6.66 kms per sq. km of surface area.

The road network in Nagpur is evolved with two national highways in north south and east west direction
along with radial pattern formulated by two ring roads. The total length of roads in the city is 1907 km
(CDP 2007), of which the length of major roads is 500 km, the remaining being the internal roads.

The Nagpur Municipal Corporation (NMC) has executed an Integrated Road Development Project (IRDP)
to improve the transportation system within the city limits.

The details of the road network characteristics are as described in the following sections:

RIGHT OF WAY

The distribution of the road network as per right of way (ROW) is presented in Table 11. It can be observed
from the table that about 22% of the road network has less than 20 m ROW, 32% has 20-30 m ROW and
only 19% has ROW above 40 m. The average width of the carriage way in Nagpur is estimated to be in
the range of 6 to 14 m

49
 Comprehensive Mobility Plan Nagpur (2018)

Table 11: Right of Way distribution

S.No. Right of Way (m) Percentage (%)
1 < 10 0.7
2 10 – 20 21.1
3 20 – 30 32.3
4 30 – 40 26.7
5 >40 19.3
Total 100
Source: Primary Survey, 2017-18

ROAD SURFACE

It was observed that 65% of the roads in Nagpur are paved tar roads, whereas 33% of the roads are
unpaved even now within the city limits (Table 12).
Table 12: Road Network characteristics (Road Surface)
Road Surfacing Length (km) Percentage share
Cement roads 25 2%
Paved Tar Roads 747.5 65%
Unpaved Roads 380 33%
Total Length of roads (NMC Area) 1150 100%
Source: Primary Survey, 2017-18

LANE CLASSIFICATION

Majority of the roads in Nagpur are observed to be 4-Lane Divided accounting to about 46% of the total
roads followed by 29% 6-Lane Divided and 21% 2-Lane Undivided roads.

FOOTPATH AVAILABILITY

It is observed that 80% of the roads in Nagpur do not have footpaths on either sides (Table 13),
whereas only 18.7% (core city/CBD) of the roads have footpaths for use.
Table 13: Footpath Availability
S. No. Footpath Percentage (%)
1 Present (One Side 1.2 and Both Sides 18.7) 19.9
2 Absent 80.1
Total 100
Source: Primary Survey, 2017-18

2.5.3 ROAD ACCIDENTS

With the increase in the number of the private vehicles and inter mixing of the slow and fast moving
vehicles on roads has led to increase in the number of accidents on roads in Nagpur, which is a cause
of concern. Considering the urban expanse, population growth and increased number of vehicles on the
city roads; the safety of the commuters is equally vital.
The accidents are also caused due to the casual approach of road users in observing driving rules,
adhering to the safety precautions and regulations. Over-speeding and negligent driving has proved to

50
 Comprehensive Mobility Plan Nagpur (2018)

be a frequent cause of serious and fatal accidents. Similarly, poor road geometry has also increased the
incidence of accidents on urban roads.
An insight into the trends and type of accidents occurred in Nagpur City is represented in the Table 14.
As seen from the table that the total no. of accidents occurred in 2017 was 1373 of which around 310
were fatal and 1510 were non-fatal. The number of accidents per lakh population in Nagpur has been
observed to be 113, which is three times more than the national average of 40 accidents per lakh
population.
Table 14 Accident Data – Nagpur City
Year Registered Vehicles Total Accidents Fatal Accidents Injury
2014 13,10,344 1,149 281 1094
2015 13,78,051 1254 260 1203
2016 14,26,694 1242 232 1285
2017 14,75,217 1373 310 1510
(Source: Year-wise Statistics on Road Accidents in Nagpur, Traffic Police, 2018)

Accident Data
Total Accidents Fatal Accidents Injury

1,600 1510
1373
1,400 1254 1242 1285
1,149 1203
1,200 1094
1,000
800
600
400 281 260 310
232
200
0
2014 2015 2016 2017

Figure 6 Road Accidents in Nagpur

It is observed that most of the accidents take place at the intersections along the major roads within the
areas close to the city centre and with high population densities. It has also been observed that majority
of the accidents involved pedestrians and cyclists with motor vehicles. 35 accident black spots have been
identified on the basis of the detailed accident data collected Nagpur Traffic Police department, the same
are referred to in Table 15 below.

Table 15: Location Wise Road Accidents in Nagpur

SNo. Locations SNo. Locations SNo. Locations
Mihan Uddan Pul Mahesh
1 Mhalangi Nagar Square 13 25 Vaishali Nagar Square
Dhaba
Chinchbhawan Pul Wardha Ordinance Factory Gate, 8th
2 Wadi T Point 14 26
Road Mail
3 Dongargaon 15 Juna Pardi Naka 27 Marwa Transport, Waddhamna
4 Wathoda Ring Road 16 Mehta Wajan Kata, Dipti Signal 28 Manapur

51
 Comprehensive Mobility Plan Nagpur (2018)

5 Manewada Ring Road 17 Hanuman Mandir, Pardi 29 Rajiv Nagar

Prakash High School Chowk,
6 New Katol Naka Square 18 30 Trimurti Nagar
Pardi
7 Japanese Garden Square 19 Jaripatka Ring Road Square 31 Subhash Nagar
8 Nagpur Sawner Highway 20 Maruti Showroom Square 32 Chatrapati Nagar
Telephone Exchange
9 21 Uppalwadi Pooliya 33 Mehdibagh Over Bridge
Square
10 Gangabai Ghat Square 22 Witabhatti Square 34 Chamat Chakki Chowk
Prakash High School Near
11 Khapri Naka 23 35 Vihirgaon Puliya
Khapsi pooliya
12 Chinch Bhawan Square 24 I C Square
(Source: Nagpur Traffic Police)

Sheet title
Black Spot Locations in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

0 10 20

Figure 7: Accident Black Spots-Nagpur

2.5.4 PUBLIC TRANSPORT SYSTEMS

2.5.4.1 AIR TRAVEL

52
 Comprehensive Mobility Plan Nagpur (2018)

The Dr. Babasaheb Ambedkar International Airport located in Sonegaon 7.5 kms south of the Nagpur
City is operated by Mihan India Private Limited (MIPL) and owned by Airports Authority of India (AAI).
Nagpur is well connected by daily direct flights to domestic destinations such as Mumbai, Kolkata, Delhi,
Bangalore, Pune, Indore, Raipur and Hyderabad. In addition to this international flights connecting to
Sharjah, Singapore, Saudi Arabia and Bangkok also operate from Nagpur airport.
2.5.4.2 RAIL NETWORK

Figure 8 Nagpur Airport

Railways first started in Nagpur in 1867. Nagpur Central Railway Station connects major railway trunk
routes. City is a divisional headquarters for the Central Railway and South East Central Railway Zone of
Indian Railways
Today, a total of 260 trains stop at Nagpur railway station. These include passenger, express,
mail, Duronto, Rajdhani, Garib Rath trains. Of these 65 are daily trains and 26 terminate/originate from
Nagpur. Almost 1.6 lakh passengers board/leave Nagpur Railway Station Nagpur railway station. Apart
from the Nagpur railway station, Ajni Railway Station and Itwari Railway Station are the important stations
of the city. Other railway stations in the city include Motibagh, Kalamna and Godhani.
Nagpur has a rare distinction of being the Divisional Headquarters for the Central Railway and South
East Central Railway Zone of Indian Railways.
The other stations within the city include Ajni. Itwari, Kalamna, Kamthi, Godhni, Bharatwada,
Kalameshwar, Kapri and Bahandewari Railway Stations.

Figure 9 Nagpur Railway Station

2.5.4.3 BUS SERVICES

53
 Comprehensive Mobility Plan Nagpur (2018)

The city bus systems play a vital role in meeting the travel needs of the city’s population. The road
transport services in Maharashtra State are operated and maintained by the Maharashtra State Road
Transport Corporation (MSRTC), which typically operates the Inter City, Intra State and Inter State
services within Maharashtra.

Figure 10 City Bus Services – Nagpur

MSRTC also operates City Bus Services in 7 cities in Maharashtra, namely Nashik, Nanded, Ratnagiri,
Miraj, Vasai, Nalasopara, Aurangabad and Chandrapur. The city bus service in Nagpur city (i.e the
Nagpur Municipal Boundary) is operated by the Nagpur Mahanagar Parivahan Limited (NMPL), a special
purpose vehicle (SPV) of Nagpur Municipal Corporation (NMC). In 2007, the NMC signed an agreement
with the private operator “Vansh Nimay Infraprojects Pvt Ltd (VNIL)” to purchase and operate the buses
under Net Cost Contract (NCC), wherein VNIL paid corporation a fixed royalty per bus. The corporation
was to earn back 50% of its revenue from advertisements on buses. A snapshot of the City Bus Services
up until March 2017 is as represented in the Table 16.
Table 16: Snap Shot of City Bus Services in Nagpur
Sl. No Particulars 2015-16
1 Total Fleet Size (Diesel) 470 (Planned)
2 Fleet Owned by VNIL 230
2a Standard Bus 150
2b Midi Bus 80
3 Fleet Procured under JnNURM 240
3a Standard Bus 240
4 On Road Fleet 254
5 Operational Efficiency 54.04%
6 No. of Routes identified/planned 142
6a Routes operational 56
6b Weekdays 65
6c Weekends 47
7 Average Daily Ridership 1.25 lakhs
8 Infrastructure
8a No. of Depots/Stations 4
8b No. of terminals 0
8c No. of Bus Shelters 190

There are 1831 Bus routes notified by the Regional Transport Office for Nagpur City. Of which till March
2017, only 36 routes were operated on a daily basis. However, post March 2017, Integrated Bus
Transport Manager has taken initiatives to improve the quality and reliability of the services on various
routes and have increased the total no. of operated routes from 36 to 38.

1Total No. of City Bus Services Routes Notified by the RTO for operations by NMC is 183. However the team received list of 154 routes,
which has been utilized for the current study. Of the 154 routes, 36 routes are operational and remaining 118 routes are non-operational.

54
 Comprehensive Mobility Plan Nagpur (2018)

Sheet title
City Bus Routes in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

0 10 20

Figure 11 City Bus Services – Notified Route Network Vs Operated Routes

(Source: UMTC Primary Survey 2017-18)

Since, city bus services in Nagpur have not been able to live up to the expectation of the bus commuters
in Nagpur, especially due to the Quality of the buses and inefficient operations, lack of maintenance of
buses etc. Considering the above, there is a need to consider the city bus route rationalization plan for
the short term and long term improvement proposals.

2.5.4.4 NAGPUR METRO RAIL

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 Comprehensive Mobility Plan Nagpur (2018)

Recognizing the increasing travel demand in the city, a metro rail system for Nagpur was envisaged in
2013. The metro project consisted of two routes: Automotive Square, Kamptee to MIHAN Metro depot
and Prajapati Nagar, East Wardhaman Nagar to Lokmanya Nagar, Hingna (refer Figure 12).

Sheet title
Metro Network U/C in
Nagpur

Automotive Square
Project name:
Comprehensive
Mobility plan, Nagpur

Pardi
Legend:

Metro Network

Sitabuldi

Mount View

0 10 20
Khapri

Figure 12 Nagpur Metro Corridor Alignment

ALIGNMENT 1: NORTH-SOUTH CORRIDOR

This corridor originates from Automotive Square on Kamptee Road; moves along Kamptee Road and
reaches the intersection point of Amravati Road and Wardha Road, then after crossing Fly Over moves
towards Munje Square, moves towards Dhantoli and along nala moves towards Empire/Dr Munje Marg,
leads towards Congress Nagar T-Point, then on Rahate Colony Road and then falls on Wardha Road,
leads towards NEERI, then moves along Wardha Road and then west of Railway Track in MIHAN area
and passes through 14m wide stretch of land between the railway boundary line and the road near
proposed Container Depot. Entire length (19.6 km.) of this corridor is proposed as elevated except after
Airport Station and in MIHAN area near Khapri Railway Station. There are 20 stations on this corridor of
which 15 stations are elevated and 5 stations are at Grade. Sitaburdi Station is an Inter-change station.

ALIGNMENT 2: EAST-WEST CORRIDOR

This corridor originates from Prajapati Nagar and runs westwards, through Vaishnodevi Chowk,
Ambedkar Chowk, Telephone Exchange, Chittar Oli Chowk, Agarsen Chowk, Doser Vaisya Chowk,
Nagpur Railway Station, Sitaburdi, Jhansi Rani Square, Institute of Engineers, Shankar Nagar Square,
Lad chowk, Dharmpeth College, Subhash Nagar, Rachna (Ring road Junction), Vasudev Nagar, Bansi
Nagar to Lomanya Nagar. The entire corridor is elevated. The total length of the corridor is 18.557
kilometer. There are 20 stations on this corridor.

2.5.4.5 INTERMEDIATE PUBLIC TRANSPORT

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Intermediate public transport (IPT) modes i.e. Autos, Shared Autos and Taxis in large cities play an
important role in meeting unstructured travel demands of the users. IPT performs as feeder service to
the main mass transport system (Both Rail and road based) and provides accessible movement in
predefined areas. The services provided by the IPT are intermittent in nature and this has complete
flexibility in destination which is determined by the passengers. Autos, Shared Autos and Taxis are the
primary form of IPT available in Nagpur. Within Nagpur city, IPT acts as competent access/egress modes
and competing with the road based public transport system especially on short trip lengths. Trip
characteristics by these modes are entirely different compared to the trips made by other motorized
modes, as these modes offer high flexibility, services from almost door to door, fare, etc.
As in case of Nagpur, the IPT is unorganized and is operating independently by the auto drivers. The
current mode share of Auto rickshaws is 19.8% which is observed to be more than that of the public
transport. Table 17 illustrates the growth of IPT modes which includes 3 Wheelers, Motor Cabs, Maxi
Cabs and other vehicles in the Nagpur City between 2010 & 2016. The average growth rate of these IPT
vehicles in the city is observed to be -1.23% it could also be observed that maximum no. of Auto rickshaws
have been registered in the past year, with a share of 1.01%. It could also be observed from the table
that during the same period the average growth rate of Taxies is witnessed to be 10.75% with a share of
0.30%.
Table 17: Growth of IPT Vehicles In Nagpur City
Category 2010 2011 2012 2013 2014 2015 2016
Taxi Cabs 2388 2661 2907 3132 3380 3817 4407
Growth Rate of Taxi 11.43% 9.24% 7.74% 7.92% 12.93% 15.46%
Auto Rickshaws 16058 16417 17149 16743 15764 8494 8437
Growth Rate of Auto Rickshaws 2.24% 4.46% 0.77% 3.37% -20.23% 4.59%

(Source: Motor Transport Statistics of Maharashtra)

The auto rickshaw permit is issued as per the Section 72 of Maharashtra Motor Vehicle Rules of 1989,
which is valid for 5 years. The permitted passenger capacity of these vehicles is 3-4 PAX. At present
there are 317 authorized auto rickshaw stands in Nagpur City.
Apart from the regular auto rickshaws and shared auto rickshaws, battery operated vehicles also operate
within the Nagpur City. The shared autos are operating from the prime locations such as the Nagpur
Railway Station, Medical Chowk, Ajni Railway Station, Ganeshpeth and Mayo Hospital. Table 18 lists out
the shared auto routes in Nagpur.

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Table 18: List of Shared Auto Routes in Nagpur

Sl. Route Fare Sl. Route Fare
Route Route
No Length (Rs) No Length (Rs)
Railway Station to
1 2 7.5 31 More Bhawan to Ambazari 3.7 13
Maratha Mandir
Railway Station to More Bhawan to Law
2 5.7 19.5 32 2.5 9
Chatrapati Chowk College
More Bhawan to
3 Railway Station to Airport 9 30 33 4.3 15
Vidhyapeth
Railway Station to
4 5.8 20 34 More Bhawan to Chawani 3 11
Khamla
Railway Station to More Bhawan to Friends
5 3.6 12.5 35 5.9 23.5
Dharampeth Colony
Railway Station to More Bhawan to Zingabai
6 5.9 20 36 5.6 19
Ambazari Thakli
Railway Station to Variety
7 5.9 8 37 More Bhawan to Teka Naka 5.2 21
Chowk
Railway Station to Ravi More Bhawan to Railway
8 4.1 14.5 38 2.3 8.5
Nagar Station
Railway Station to More Bhawan to Medical
9 2.7 10 39 4.1 14.5
Chawni Chowk
Railway Station to Gaddi More Bhawan to
10 5.3 18 40 5.8 23
Godam Manewada Chowk
Railway Station to Mental More Bhawan to
11 3.5 12.5 41 2.2 8
Hospital Ganeshpeth Bus Stand
Railway Station to Ganeshpeth to Ajni Railway
12 5.9 20 42 3.2 11.5
Zingabai Thakli Station
Railway Station to Indora Ganeshpeth to Chatrapati
13 3.1 11 43 5.8 20
Chowk Chowk
Railway Station to
14 5.1 20.5 44 Ganeshpeth to Khamla 5.6 19
Ambedkar Chowk
Railway Station to Ganeshpeth to
15 2.9 10.5 45 4.1 14.5
Baidhyanath Chowk Dikshabhoomi
Railway Station to Ganeshpeth to Variety
16 5 17 46 2.9 10.5
Shakkardhara Chowk Chowk
Railway Station to
17 2.4 9 47 Ganeshpeth to Law College 5 17
Ganeshpeth Bus Stand
Medical Chowk to Ajni Ganeshpeth to
18 3 11 48 7.4 25
Chowk Vidhyapeeth
Medical Chowk to Cotton Ganeshpeth to
19 2.1 8 49 7.5 25
Market/Railway Station Gaddigoddam
Medical Chowk to Mayo Ganeshpeth to Medical
20 3.3 12 50 5.5 22.5
Hospital Hospital Chowk
Ajni Railway Station to Ganeshpeth to Railway
21 2.4 9 51 2.5 9.5
Chatrapati Chowk Station
Ajni Railway Station to Ganeshpeth to Indora
22 5.1 17.5 52 5 20.5
Airport Chowk
Ajni Railway Station to Ganeshpeth to Mayo
23 3 11 53 2.5 9.5
Khamla Hospital
Ajni Railway Station to Ganeshpeth to Ambedkar
24 2.2 8 54 5.5 22
Medical Chowk Chowk
Ajni Railway Station to Ganeshpeth to Manewada
25 5.7 22.5 55 5.1 17.5
Manewada Chowk Chowk
Ajni Railway Station to Ganeshpeth to
26 4.4 15.5 56 2.5 9
Shakkardhara Chowk Shakkardhara Chowk
More Bhawan to District Mayo Hospital to Ajni
27 2.2 8 57 5.3 18
Administrative Office Chowk

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 Comprehensive Mobility Plan Nagpur (2018)

More Bhawan to High Mayo Hospital to More

28 3.9 13.5 58 3.1 11
Court Bhawan
Mayo Hospital to
29 More Bhawan to Airport 5.9 23.5 59 2.7 10
Ganeshpeth Bus Stand
Mayo Hospital to Medical
30 More Bhawan to Khamla 4.2 14.5 60 4.7 15
College Chowk

Even though these routes have been identified by the Regional Transport Office, Nagpur, yet majority of
the shared auto services do not operate on the above identified routes and extend their services
directionally across the city.
As per the Motor Vehicles Rules of Maharashtra State, Even though the battery operated vehicles were
exempted from the MV Tax, neither can they be registered by the RTO nor permits be issued by the RTO
under the same. However, with the recent directions from the central and state governments, the state
government of Maharashtra has made provisions under the Motor Vehicles Act of 1988 and Maharashtra
Motor Vehicles Rules of 1989 for registration of the e-rickshaws. As of 2016, approximately 1000 battery
operated e-rickshaws are operating within Nagpur City.
Radio Taxi and App based Taxi services such as Ola and Uber have made their presence felt in Nagpur.
These services offer world class experience meeting the expectations of non-residents of Nagpur City,
Tourists and Local residents alike.
With an intention of promoting electric vehicles within the country, Ola has also taken up a pilot initiative
of introducing a fleet of 200 electric vehicles, including taxis, buses, e-rickshaws and auto within the city
in cooperation with Mahindra and Mahindra.

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3.6. EXISTING TRAFFIC CHARACTERISTICS

The salient features of the traffic and travel characteristics in the city based on the primary surveys
executed are explained in the following sub sections.

2.6.1 MODE SHARE

Table 19 and

Figure 13 represents the Mode Share of Nagpur City; it can be observed that the share of 2 wheelers is
the highest at 42.6% followed by Auto rickshaws at 19.8% and Bus at 15.6%. Whereas cars have the
lowest mode share at 5.7%
Table 19: Mode Share – Nagpur
Sl. No Mode Percentage Share
1 Car 5.70%
2 2 Wheeler 42.60%
3 Auto 19.80%
4 Bus 15.60%
5 Train 0.40%
6 Cycle & Cycle Rickshaw 6.40%
7 Walk 9.50%
Source: Primary Survey, 2017-18

Figure 13: Mode Share in Nagpur

MODE SHARE
Car 2 Wheeler Auto Bus Train Cycle & Cycle Rickshaw Walk

9% 6%
6%
0%

16%
43%

20%

Source: Primary Survey, 2017-18

2.6.2 SPEED AND DELAY CHARACTERISTICS

It is observed from that about 54% of the total road network has journey speed upto 30 kmph and 28%
of network has journey speed more than 40 kmph during peak hours. About 40% of surveyed network
has journey speed upto 30 kmph and 32% of network has journey speed more than 40 kmph during off-
peak hours. Average Journey Speed during peak and off-peak period for city as a whole is observed to

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 Comprehensive Mobility Plan Nagpur (2018)

be 23.4 kmph and 27.1 kmph respectively. It is also observed that journey speed in core area is about
19 kmph and 34 kmph in outer area during peak hours.

2.6.3 TRIP PURPOSE

The total daily trips are estimated at 51,20,650 as derived from the household survey, of which the
majority trips (43.3%) are for Work and Business whereas education accounts for 31.3% trips. Table 20
and Figure 14 reflect the distribution of trip purpose.

Table 20: Trip purpose

S.No. Trip Purpose Total Trips %
1 Govt. Service 264873 5.2
2 Pvt. Service 1415503 27.6
3 Business 537292 10.5
4 Education 1602557 31.3
5 Shopping 857985 16.8
6 Medical 162954 3.2
7 Social/Other 279486 5.5
Total 5120650 100
Source: Primary Survey, 2017-18

Figure 14: Distribution of trips by purpose

TRIP PURPOSE
Govt. Service Pvt. Service Business Education Shopping Medical Social/Other

6% 5%
3%

17%
28%

10%
31%

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2.6.4 PER CAPITA TRIP RATE

The total daily trips are estimated at 51,20,650 as derived from the household survey. Distribution of daily
trips by modes is presented in Table 21. About 90% of these are vehicular trips while 10% are walk trips.
The per capita trip rate for motorized trip in the study area is 1.3.
Table 21: Daily passenger trips by mode
Mode No. of Trips Percentage
Car 292557 5.7
2- Wheeler 2181173 42.6
Auto 1015885 19.8
Bus 503656 9.8
Mini Bus 51838 1
90.5
School Bus 238904 4.7
Chartered Bus 4688 0.1
Cycle 307865 6
Rickshaw 18731 0.4
Train 17152 0.3
Walk 488202 9.5 9.5
Total Trips 5120650 100 100
Total Motorized Trips 4305853
PCTR for Motorized Trips 1.3
Source: Primary Survey, 2017-18

2.6.5 TRIP LENGTH

In Nagpur the average trip lengths are observed to be 7.6 km (including walk trips) and 8.2 km (excluding
walk). The analysis of trips lengths by different modes estimates the average trip length by trains to be
23 km, whereas by cars and 2 wheelers to be 10.8 km and 8.6 km respectively. Figure 15 shows the
mode-wise average trip lengths, as observed NMT modes such as walk, cycle and cycle rickshaws have
an average trip length of 2 km, 3.3 km and 2.5 km respectively.

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 Comprehensive Mobility Plan Nagpur (2018)

Figure 15: Mode wise average trip length

Average trip length

Car 10.8
2-Wheelers 8.6
Auto 5.8
Bus 13.1
Mini Bus 8
School Bus 7.1
Chartered Bus 18.2
Cycle 3.3
Rickshaw 2.5
Train 23
Walk 2
0 5 10 15 20 25
Source: Primary Survey, 2017-18

2.6.6 TRAVEL TIME

Distribution of trips by travel time and mode is presented in Table 22 and Figure 16. The analysis of trips
by all modes reveals that maximum trips i.e. 37% are made in 11-20 minutes and about 21% in 1-10
minutes.

Table 22: Passenger trips by travel time

Travel
Time 1 to 10 11 to 20 21 to 30 31 to 45 46 to 60 61 to 75 76 to 90 91 to 120 >120 Total
(minutes)
% 21.4 37.2 22 11.7 5.5 0.7 0.7 0.6 0.2 100
Source: Primary Survey, 2017-18

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Figure 16: Passenger trips and travel time

PASSENGER TRIPS & TRAVEL TIME

1 to 10 11 to 20 21 to 30 31 to 45 46 to 60 61 to 75 76 to 90 91 to 120 >120

0%
1%
1%
5% 1%
21%
12%

22%

37%

2.6.7 TRAVEL COST

It is observed that a major % of trips (32%) cost between Rs 6 to Rs 10, 15% of trips cost between Rs 21
to Rs 30 where as 6% of the trips cost upto Rs.5 for travelling in Nagpur. The details are as in Table 23.

Table 23: Trip distribution by travel cost

Travel Cost (Rs) 1 to5 6 to 10 11 to 15 16 to 20 21 to 30 31 to 45 46 to 70 71 to 100 >100 Total
% Trips 5.7 32 17.6 16.4 14.7 6.8 4.8 1.6 0.6 100

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3.7. SERVICE LEVEL BENCHMARKING

Benchmarking is a tool used by public agencies to make more informed decisions regarding the
performance, make comparisons internally and with other organizations and continuously improve
performance using the lessons learned through this comparison process. Benchmarking allows public
agencies to direct limited resources to the program. Benchmarking helps to establish baseline measures
of performance, and helps monitor the agency’s individual performance over time, and also how it
compares with the other organizations, and also improving performance by sharing of lessons learnt from
different entities.

2.7.1 NEED FOR BENCHMARKING FOR NAGPUR

The National Urban Transport policy (NUTP) 2006 highlights the crucial link between transport demand
and land use planning and the need to develop an integrated mobility plan for each city. Accordingly,
each city should develop comprehensive mobility plan during the 12th five year plan with focus on
accessibility, mobility and traffic flow (in that order). Rather than the present approach of “predict and
provide” it has to be “Planning for the desirables”. However, there need to be some yardstick to measure
and compare the effectiveness of policies and urban projects across cities. Urban agencies in India
currently do not have any system for measuring performance of urban transport activities, assessing
impacts of projects and taking further action on them. Nagpur City is no exception to this. The service
level benchmarks (SLB) issued by MoHUA specify parameters to measure the effectiveness of land use-
transport planning in Nagpur. The SLBs describe the levels of transport performance like safety and
access, pollution, accidents, congestion etc. in Nagpur currently. They indirectly reflect the state of
governance in the city. Above all, these benchmark indicators allow stakeholders to quantify the past,
present and changes in transport and its sustainability

2.7.2 PERFORMANCE BENCHMARKS FOR URBAN TRANSPORT

In Service Level Benchmark, four levels of Service (LoS) have typically been specified. They are LOS1,
LOS2, LOS3 and LOS4. The LOS1 represents the highest performance level whereas LOS4 represents
the Lowest. This section describes the computation process for all the indicators for Nagpur City. Service
level benchmarks have been identified for the following parameters by the MoHUA:

4.3.1 Public Transport Facilities

4.3.2 Pedestrian Infrastructure facilities
4.3.3 Non-Motorized Transport (NMT) facilities
4.3.4 Level of usage of Intelligent Transport System (ITS) facilities
4.3.5 Travel speed (Motorized and Mass Transit) along major corridors
4.3.6 Availability of parking spaces
4.3.7 Road Safety
4.3.8 Integrated land use transport system
4.3.9 Sustainability of Public Transport

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PUBLIC TRANSPORT FACILITIES

PRESENCE OF ORGANIZED PUBLIC TRANSPORT SYSTEM IN URBAN AREA (%)

Nagpur’s public transportation system is operated and maintained by Maharashtra State Road Transport
Corporation (MSRTC). At present, the city has 370 buses operated on 132 routes.
A = Total Number of Buses in the City operating – 370 buses
B = Total Number of operating Buses under the ownership of STU/SPV - 370 buses
Presence of Organized Public Transport System in Urban Area (%) = (B/A)*100
= 100 %, therefore corresponds to LoS 1

EXTENT OF SUPPLY AVAILABILITY OF PUBLIC TRANSPORT (AVAILABILITY OF

PUBLIC TRANSPORT / 1000 POPULATION)

The Population of study area for the year 2018 is 34,30,000.

A = Total Number of Buses in the City – 270 buses
B = Total Population of the Study area – 34,30,000.
Availability of Public Transport / 1000 Population = A/ (B/1000)= 0.10, Therefore corresponds to LoS = 4

AVERAGE WAITING TIME FOR PUBLIC TRANSPORT USERS (MINS)

The average headway for each bus route is about 28.4minutes. Therefore the average waiting time is
half the headway 1.e. 14 minutes, Therefore corresponds to LoS 4.

SERVICE COVERAGE OF PUBLIC TRANSPORT IN THE CITY

The study area is 1550 sq.km. The total road length on which public transport system is plying is 316 km.
A=Total length of road Kms of the corridors on which the PT systems ply in study area= 316 kms (in Road
Kilometers) for metropolitan area
B = Area of the Urban Limits (study area) = 1550 (in Square Kilometers)
Service Coverage of public transport in the city is 1550/316 =4.95, therefore corresponds to LoS 1

LEVEL OF COMFORT IN PUBLIC TRANSPORT (FROM PREVIOUS CMP)

Load factor was calculated for different routes (Peak and Off peak hours). From the calculated load factor
distribution table was prepared. The average value obtained from the distribution is about 0.80. Therefore
corresponds to LoS 1.
% of fleet as per urban bus specification
A = Total Number of Buses in the City operating – 370 buses
B = Total number of buses as per the Urban Bus specifications in the city operating – 237 buses
% of fleet = (B/A)*100 = (237/370)*100 = 64%, Therefore corresponds to LoS 2.

The overall LoS of Public Transport Facilities is obtained by summing up the LoS of individual
parameters, Overall Level of Service of Public Transport facilities in Nagpur. Thus overall LoS
corresponds to ‘2’.

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PEDESTRIAN INFRASTRUCTURE FACILITIES

SIGNALIZED INTERSECTION DELAY (%) FROM PREVIOUS CMP

A = Total Number of signalized intersections in the city = 140

B = No of intersections having average waiting time of pedestrian more than 45 seconds = 0%
(Desired average waiting time for a pedestrian is not more than 45 seconds)
Signalized intersections delay (%) = (B/A) =0%
Therefore corresponds to LoS 1

STREET LIGHTING (LUX) FROM PREVIOUS CMP

It is estimated that the LoS for the city is 3.

% OF CITY COVERED

Almost 14% of surveyed network has a paved footpath. Some of the network has footpath on the both
side but the width was less than 1.8m.
A = Total length of road network in the city and multiplied by 2 = 1534 kilometers (Surveyed)
B = Total length of the footpath having minimum width of 1.8 m and available on both sides = 213 in
Kilometers. (Surveyed)
Percentage of the city covered = (B/A)*100
= (213/1534)*100 = 14%, Therefore corresponds to LoS=4
Overall Level of Service of pedestrian Infrastructure facilities city wide = LoS1+ LoS2 + LoS3 =
3+3+4= 9
Therefore corresponds to LoS 3.

NON-MOTORIZED TRANSPORT (NMT) FACILITIES

NUTP recommends that cities should have NMT tracks on all major roads within a year. In view of above
said this indicator reflects the availability of dedicated cycle track along all the arterial, sub arterial roads
and public transport corridors, its encroachment and parking facilities.
In Nagpur, the NMT parking facility is present at places such as railway station, and at bus stands. As an
overall percentage this value is negligible and is taken as zero. Hence, for this performance indicator the
level of service for all the above said three sub divisions are below the least level of service category
(Normally zero for all).

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LEVEL OF USAGE OF INTELLIGENT TRANSPORT SYSTEM (ITS) FACILITIES

AVAILABILITY OF TRAFFIC SURVEILLANCE (%)

A = Total no of bus stations on BRTS, major bus stops, terminals, metro stations and signalized
intersection having CCTVs = 14 (8 Bus terminal, 5 Railway terminal, 1 airport) + 140 signalized junctions
= 150
B = Total no of bus stations, terminals, metro stations and signalized intersections = 190 (Bus shelter –
City Bus)+ 8 Bus terminal, 5 Railway terminal, 1 airport + 140 junctions = 344
Availability of traffic surveillance (%) = (A/B)*100 = 150/344 = 44%. Therefore corresponds to LoS 3.

PASSENGER INFORMATION SYSTEM (PIS) (%)

A = Total no of bus stops, terminals, metro stations having Passenger Information System facility = 14 (8
Bus terminal, 5 Railway terminal, 1 airport)
B = Total no of bus stops, terminals, metro stations > 204
Passenger Information System= (A/B)*100 = (14/204)*100 = 7. Therefore corresponds to Los 4

GLOBAL POSITIONING SYSTEM (GPS)/ GENERAL POCKET RADIO SERVICE (GPRS) (%)

A = No of public transport vehicles and IPT with functional on board GPS/GPRS and connected to
common control center = 370
B = Total no of public transport vehicles = 370 (in No)
Global Positioning System = (A/B)*100
= (370/370)*100
= 100 %, Therefore LoS 3 = 1

SIGNAL SYNCHRONIZATION (%)

In Nagpur, so far no signals have been synchronized.

A = No of signals synchronized = 0 (in No.)
B = Total number of signalized intersections = 140 (in No.)
Signal Synchronization (%) = (A/B)*100
= (0/140)*100
=0 %, Therefore LoS 4 = 4.

INTEGRATED TICKETING SYSTEM (%)

Integrated Ticketing System is absent in Nagpur. So the level of service for this benchmark is 4.
Overall Level of Service of ITS facilities city wide = LoS1+ LoS2 + LoS3 + LoS4 + LoS5 =
3+4+1+4+4= 16. This corresponds to LoS 4.

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 Comprehensive Mobility Plan Nagpur (2018)

TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR CORRIDORS

AVERAGE TRAVEL SPEED OF PERSONAL VEHICLES (KMPH)

From the speed and delay survey for private vehicles, the average journey speed for major corridors for
the private vehicles = 23 Kmph. Therefore corresponds to LoS 3.

AVERAGE TRAVEL SPEED OF PUBLIC TRANSPORT (KMPH)

From the speed and delay survey for public transport, the average journey speed for major corridors for
the public transport =18 Kmph. Therefore corresponds to LoS 2.
Overall Level of Service of Travel Speed facilities city wide =3+2 = 5 (score) = LOS 3

The overall LOS= 3+3 =6 (score) this corresponds to LoS 3

AVAILABILITY OF PARKING SPACES

This indicator represents the availability of paid on-street parking spaces for all vehicles in the Nagpur.
Paid on-street parking facility is not yet introduced in Nagpur city except in some off-street locations like
Bus stands and railway stations. In some places like Market complexes, parking is maintained by private
people. As the percentage is negligible it is considered as <25 %. Therefore LoS 1= 4.
The ratio of maximum and minimum parking fee is 1 for Nagpur city. Therefore LoS 2 = 4.
Overall score: 4+4 = 8 this corresponds to LoS 4.

ROAD SAFETY

Fatality rate per lakh population

Fatality Rate per Lakh of Population (%)
Accident Data for the entire city was collected from Traffic police, Calculation was done only based on
2018 data and the corresponding year population.
A = Total number of fatalities recorded in road accidents within city limits in the given calendar year = 21
(in nos.)
B = Population of the Nagpur urban limits in 2018 year – 34.3(Estimated) (in Lakhs)
Fatality rate per 100000 Population (ratio)
= (A )/( B/100000)
= 0.61
This corresponds to LOS 1.

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POLLUTION LEVELS

The indicator indicates the level of air pollutants in the city i.e., average level of pollution in urban areas.
The indicator to calculate the pollution level is Mean Concentration Range.

The pollution data that needs to be collected includes:

1. Sulphur Dioxide (SO2)
2. Oxides of Nitrogen
3. Suspended Particle matter (SPM)
4. RSPM (Size less than 10 microns)

The level of service for the pollutants is divided into four categories i.e., low, moderate, high and critical.
The level of service for each of the above parameters is determined using the table below as
recommended by MoUD /MoHUA

For Nagpur city, the pollution levels data is available for the year 2010 and is as shown below

Oxides of Sulphur: 4, this corresponds to LoS 1

Oxides of Nitrogen: 17, this corresponds to LoS 1
SPM: 89, this corresponds to LoS 1
RSPM (Size less than 10 microns): 151, This corresponds to LoS 4

Overall level of service of pollution city wide = LoS 1+ LoS 2+ LoS 3 + LoS 4 = 1+1+1+4=7, this
corresponds to LoS 2.

INTEGRATED LAND USE TRANSPORT SYSTEM

POPULATION DENSITY – GROSS (PERSONS/DEVELOPED AREA IN HECTARE)

A = Area (in Hectare) of study area= 1,55,000 hectares

B = Population of the year (2018) for which data is available = 34.3 lakhs
Population density (No.) = B/A
= 34,30,000 /1,55,000 = 22.12. Therefore corresponds to LoS 4.

MIXED LAND-USE ON MAJOR TRANSIT CORRIDORS / NETWORK (% AREA UNDER

NON-RESIDENTIAL USE)

A= Mixed use Development along Transit corridors=815 kms

B=Total road length (Transit corridor) = 1534 km
A/B*100= (815/1534)*100= 53%, Therefore corresponds to LoS 1.

INTENSITY OF DEVELOPMENT – CITY WIDE (FSI)

As per the Development plan Floor Space Index (FSI) as applicable to the developed area lies in the
range of 1.00 - 1.5. Normally, FSI varies due to plot size, ground coverage and road width.

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Floor Space Index is between 1.0 to 1.5, Therefore corresponds to LoS 3.

The entire network in Nagpur city has a somewhat clear pattern (hybrid grid) but somewhat incomplete
network as many the peripheral locations are not well connected.
Hence LoS 5 = 2.

INTENSITY OF DEVELOPMENT ALONG TRANSIT CORRIDOR (FSI TRANSIT

CORRIDOR/FSI)

A = Floor Space Index (Applicable to most part of the city as per master plan is 1.0 to 1.5.
B = FSI for the proposed transit corridor is also 1.0 TO 1.5
Intensity of development along transit corridor = B/A= 1,
Therefore corresponds to LoS 3.

% OF AREA UNDER ROADS (%)

As per master plan, the average area under transport and communication for Nagpur City area is around
12%- 14%. If we consider area only under roads it is in the range of 7%.
Therefore. LoS 6 = 4

% NETWORK WITH EXCLUSIVE ROW FOR TRANSIT (FOR >1 MILLION AS PER 2001
CENSUS)

A = total Length of roads= 1534 km

B = Total length of road having exclusive transit = 0 kms
% network with exclusive ROW for transit = B/A*100 = 0 , Therefore LoS 7 = 4
Overall Level of Service of Integrated Land use system= LoS 1+ LoS 2 + LoS 3 + LoS 4 + LoS 5 +
LoS 6 + LoS 7= 4+ 1+3 +2+3 +4 +4 = 21, this corresponds to overall LOS 3.

SUSTAINABILITY OF PUBLIC TRANSPORT

EXTENT OF NON FARE REVENUE (%)

Performance of Napur City Transport Services Limited had been collected as a secondary data collection.
A = Revenue collections per annum from non-fare related sources (i.e. excluding tariff box collections)
less than 5 %
B = Total revenue per annum from all the sources i.e. majorly fare 100%
Extent of non-fare revenue (%) = A/B * 100
= <5 %, Therefore LoS 4

STAFF /BUS RATIO

A = Total staff of bus operation and maintenance – > 370+370 > 740
B = Total number of buses – 370 (in Number)
Staff / Bus Ratio (ratio) = A/B = 2, Therefore LoS 1
Overall score: 4+1 = 5 this corresponds to overall LoS 2.

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SUMMARY TABLE

Summary table of LoS calculated for study area (Overall LoS) is presented in Table 24
Table 24: Service Level Benchmarking Summary
Existing Remarks
LoS
Public Transport 2 The city has a public transport system which may need considerable
Facilities improvements in terms of supply of buses/coaches. The network coverage is
good but frequency of services available may need improvements.
Pedestrian 3 The city has very poor pedestrian facilities which need significant
Infrastructure facilities improvements. The pedestrian facilities at intersections, footpaths etc. needs
improvement as also many parts of city are not served by it.
Non-Motorized 4 The city lacks adequate NMT facilities.
Transport (NMT)
facilities
Level of usage of 4 The city lacks adequate ITS facilities.
Intelligent Transport
System (ITS) facilities
Travel speed (Motorized 3 Significant approach delays and average travel speed of 1/3 the free flow
and Mass Transit) along speed or lower. Such condition causing combination of one or more reasons
major corridors such as high signal density, extensive queuing at critical intersection and
appropriate signal timing.
Parking spaces 4 The city authority need to initiate immediate actions with respect to providing
paid parking spaces and demand management for parking.
Road Safety 1 Level of fatality rate in a city is very low.

Pollution levels 2 Need some improvement in emission standards, checking pollution etc.

Availability of parking 4 The city authorities need to initiate immediate actions with respect of
spaces providing paid parking spaces and demand management for parking
Integrated land use 3 Faint coherence between study area structure and public transport system.
transport system
Sustainability of Public 2 The public transport is financial sustainable but need significant
Transport improvements

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4. TRAVEL DEMAND MODELLING AND FORECASTING

An urban transport model to replicate the Study area transportation system is developed with a state-of-
the-art software and modelling technology. This model can be used for forecasting, using altered model
inputs to reflect future year conditions. By simulating roadway conditions and travel demand on those
roadways, deficiencies in the system can be assessed. Potential major future network enhancements
such as introduction of Public Transport, land use modifications and Other Transport Strategies can be
analysed by this tool and its efficacy can be established at a planning level. Several software programs
are available for developing travel demand models. The Nagpur transport model is developed using Cube
software (a state-of-the-art Travel Demand Modelling software).

4.1. PRE MODELLING ANALYSIS

4.1.1. STUDY AREA AND DELINEATION

The study area comprises of Nagpur Municipal Corporation and Other Areas such as Kamptee,
Kalmeshwar, Hingna and surrounding villages making a total of 1550 sq.km. It has been subdivided into
smaller physical units, termed as Traffic Analysis Zones (TAZs) to facilitate understanding of travel
pattern within the study area. Consultant have chosen current municipal wards as TAZs for which
demographic, socio-economic and other planning data is readily available from secondary sources.

4.1.2. INTERNAL ZONES

The study area is divided into 182 TAZs as per prevailing demarcation of municipal wards. These wards
are taken as internal zones

4.1.3. EXTERNAL ZONES

The Regions beyond the study area have been delineated into external zones based on the catchment
of the existing transport links feeding into the study area. A total of 12 external zones are considered
representing the world outside the study area. In summary, study area is divided into total 194 TAZs.

4.1.4. HORIZON PERIOD

Year 2018 is considered as Base Year. The travel demand forecasts is to be prepared up to 2041.
Therefore for the purpose of sequential planning and design of the systems, these travel demand
forecasts are presented for the years 2021, 2031 and 2041.

4.1.5. PREPARATION OF DATA BASE

Data required for the analysis of travel demand can be categorized into three types.
1. Planning variables
2. Transport network
3. Travel Demand and Characteristics

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The base year data is summarized in the following sections.

Planning Variables
Planning variables i.e. population and employment are some of the important data required for estimating
the travel demand generated at zonal level. Base year demographic data is obtained from the Census
database. Zone wise employment is collated from various published reports.
Transport Network
The transport network in the study area includes road network and public transport network. All the
characteristics of the road links are collected by network inventory and, speed and delay surveys. Link
characteristics collected include length, carriageway type (divided/ undivided), type of circulation (one-
way/ two-way), number of lanes, average speed, capacity etc. Public Transport Network includes all
roads on which public transport buses operate. Details of bus routes, frequencies, seating capacities,
maximum load factor, and fares have been collected and coded. In addition, in this study, Auto rickshaw
is considered as an intermediate public transport and is made available on the road links. The road
network is properly connected to all zone centroids by means of dummy links.

4.2. STRATEGIC MODEL DEVELOPMENT

The model is based on a conventional 4-stage transport modelling approach which includes:
Trip Generation - calculation of the number of origins and destinations for each zone.
Trip Distribution - attaching the origins and destinations for complete trips.
Mode Choice - determination of the mode for each trip (TW, car, Intermediate Public Transport (IPT),
Public transport).
Assignment - assigning passengers to their respective highway and transit networks.

4.2.1. TRIP GENERATION

The analysis and the model building phase starts with the step commonly known as Trip Generation. This
is the term used in the transportation planning process to estimate the number of trip ends in a given area
(i.e., how much travel; for example either from homes or workplaces). The objective of the trip generation
stage is to understand the reasons behind the trip making behaviour and to produce mathematical
relationships to synthesize the trip making behaviour and to analyse the trip making pattern on the basis
of observed trips, land use data and the household characteristics.
For this study:-
• All the existing trips on the project stretch have been considered for the base year. This is arrived
through the Household Survey (travel diary), Volume count survey and Road side interview conducted in
the study area.
• All the proposed developments and their scale of developments have been captured to estimate future
trip generations within the study area.
Trips are usually divided into two types i.e. home-based and non-home based trips
Home-based trips are those having one end of the trip either origin or destination at home, of the persons
making the trip, The home based trips are further classified as home based work trips, home based
education trips and Home based other trips
Non home based trips are those having neither start nor end at home of the person making the trip.

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(The volume of non-home based trips was less than 1%, therefore these trips are not considered in
regression exercise). The base year planning variables and Trip generated are shown in table below:
Table 25 Base Year (2018) Planning Variable

Base Year (2018) Planning Variables

Population 2018 34.3 Lacs
Employment 2018 12.7 lacs

Trips Produced in Base Year

Home Based Work 22,18,499
Home Based Education 16,04,408
Home based Others 12,97,743

Based on the correlation between the Planning Variables and the trips produced, the trip production and
attraction equations are developed. They are shown in table below:
Table 26 Correlation equations / Trip End Models

Trip Type Productions/Attraction Model R2 value

Production
Nagpur Urban Area Trip Production =0.118 * Population+16 0.78
Nagpur Rural Trip Production =0.033 * Population + 28 0.70
Attraction
Nagpur Urban Area Trip Attraction = 0.3055 * Employment + 317 0.76
Nagpur Rural Trip Attraction =0.2 * Employment – 91 0.84

4.2.2. TRIP DISTRIBUTION

The Second stage is Trip distribution or interchange. In this stage the spatial interchange of trips is
modelled (from where to where). Trip distribution modelling is done based on the observed travel pattern
which was analysed from the OD survey and passenger survey. OD matrix for the entire horizon year
was developed at this stage. In this study doubly constrained gravity model has been used.
This model originally generated from an analogy with Newton's gravitational law. Newton's gravitational
law says, F= GM1M2/d2, Analogous to this Tij=C OD/Cij, introducing some balancing factors

Tij=Ai Oi Bi Di f(Cij),

where Ai and Bi are the balancing factors, F(Cij) is the generalized function of the travel cost.

This function is called deterrence function because it represents the disincentive to travel as distance
(time) or cost increases. For calculation of deterrence function the ‘combined function’ i.e. combination
of exponential and power function is used in this study. The form of the model is such that power (α=0)
or exponential (β=0) functions may be used for the deterrence function. The inclusion of both α and β
represents a gamma function, sometimes called a Tanner function.

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The base year (2018) Productions and Attractions obtained from the corrected O-D matrices, skim
matrices from network and the calibrated function parameters were used to generate synthetic matrices
in Cube.

4.2.3. MODAL SPLIT

Third stage is related to modal split (which modes are used). This depends upon the observed
relationship between modes used in relation to personal characteristics, trip characteristics and mode
characteristics.
• For base year model, the existing Modal share (as derived in Household Survey) has been used.
• For horizon year models, the modal share as derived from ‘willingness to pay and shift’, PT & IPT Stated
Preference Surveys etc. was used.
Table 27 Modal Share (Base Year 2018)

Code Mode HBW HBE HBO

1 Car 10.23% 1.34% 3.32%
2 2-Whlr 69.48% 22.08% 21.17%
3 Auto 5.28% 14.66% 36.25%
4 Bus 5.95% 21.18% 17.52%
5 Mini Bus 0.21% 3.02% 0.06%
6 School Bus 0.15% 14.88% 0.07%
7 Chartered Bus 0.19% 0.02% 0.00%
8 Cycle 3.27% 14.01% 0.73%
9 Rickshaw 0.30% 0.34% 0.52%
10 Train 0.66% 0.06% 0.18%
11 Walk 4.27% 8.40% 20.17%

4.2.4. TRAFFIC ASSIGNMENT

The Network was coded in the Cube model with the network attributes as captured through road inventory
surveys and traffic and transit details from primary and secondary sources. The traffic volume originating
from every zone in the network in terms of PCUs are given as per the site survey. The other properties
such as free flow speed, vehicular speeds, permitted network speeds, lane capacities etc were provided.
The calibrated model is validated by comparison of field results and model output results. The ‘Multi
criterion’ approach was followed for model validation. The zone to zone travel time at aggregate level
were analysed in all the trials till the error of below 5% is achieved. The second criteria was traffic
concentration at roads, quantitatively measured by flow at the mid blocks. This was validated by
comparison of model outputs and field survey outputs (traffic volume survey at mid blocks).
Table 28 Observed and Modelled Traffic Volume at some locations

Location Name Peak Hour Traffic (PCU)- Peak Hour Traffic (PCU) -
Error
Observed Modelled
Screen Line
Ring Road Rly. Crossing near Mankapur
1573 1463 7%
Chowk
Kamptee Road RUB near Gurudwara Singh
4070 4192 -3%
Sabha

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Ramjhoola ROB 3673 3526 4%

Khapri Road ROB near TCS 708 694 2%
Outer Ring Road ROB near Gavsi Mandir 611 648 -6%
Itwari Railway Station Road ROB 1772 2002 -13%
Old Kamptee Road ROB near Kawadapeth 1381 1436 -4%

Mid-Block
Ring Road near MIDC Hingna 1669 1535.48 -8%
Ambazari Road near Shankar Chowk 2507 2832.91 13%
Kamptee Road near Automotive Sqr. 2788 2927.4 5%
Katol Road near Buddha Vihar 2769 2713.62 -2%
Wardha Road near Zero Mile Chowk 5410 4814.9 -11%
Wardha Road near AjniSquare 5321 494.853 -7%
Tajbagh Road near Sakkardara Sqaure 3156 3250.68 3%
Ring Road near Dighori chowk 2171 2279.55 5%
Buti Bori Railway Station Road 249 258.96 4%
Near Kapsi BK 117 109.98 -6%

The existing network was modelled, calibrated and validated based on real data from the field, including
network geometry, traffic and transit operations. Table 28 shows the validation results. The final output
from this process was a validated and calibrated simulation model of the existing conditions for peak
hour.

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4.2.5. BASE YEAR TRAVEL DEMAND MODEL

The base year scenario represents the present road network and current travel demand of the city. The
interaction between traffic analysis zones based on the mode people choose will give fair idea about the
travel behaviour. This information allows transport agency / stakeholders to comprehend travel patterns
and characteristics; measure trends; provide input to travel demand model development, forecasting, and
planning for city wide transportation infrastructure needs and monitor progress and changes due to
implementation of transportation systems. The trunk network length modelled is 767 kms.
The trips shown in tables below were assigned to the base model to assess the network efficacy.
Table 29 Number of trips Purpose-Wise Trips Modelled

Mode Number of Trips

Home based Work 20,29,672
Home based Education 12,38,254
Home based Others 10,17,307

Table 30 Number of Mode-Wise Trips Modelled (Motorized modes only)

Modal Split 2018 HBW HBE HBO

Car 226934 21477 43144
2-Whlr 1541498 354181 274735
Auto 117078 235202 470403
Bus 132093 339831 227409
Mini Bus 4561 48466 760
School Bus 3231 238718 855
Chartered Bus 4276 380 0

Inferences:
Base year model stands validated and V/C ratios along some of the major roads have been compiled
and presented in Table 31.

Table 31 V/C and Average Network Speed for various Corridors

Sno Name Of Road V/c Ratio - V/c Ratio- Average Average Network Speed
Maximum
1 Ajini Road 0.94 0.49 25
2 Ambazari Lake Road 0.70 0.63 22
3 Amaravathi Road 0.49 0.25 26
4 Central Avenue Road 0.80 0.36 25
5 Ghat Road 0.78 0.47 22
6 Umred Road 0.59 0.30 24
7 Wardha Road 0.51 0.25 23

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4.3. HORIZON YEAR TRAVEL DEMAND MODELLING

4.3.1. SCENARIOS SPECIFICATIONS AND TRAVEL DEMAND

The section provides the description and analysis for the scenarios for understanding of the transport
network and indicators while describing the travel pattern. As per ‘’trip generation model zoning’’ the
framework for understanding of interaction (trips) between the zones is created i.e. scenarios are
developed as discussed below:
Business as Usual/Do nothing scenario: Scenario describe the future year (2021, 2031 and 2041) and
future demand with minimum investments done on public transportation sector, this will help in analysing
the efficacy of the existing network, and how it perform under given traffic demand. The problems
(congestion and congested network, increased travel time etc.) can be identified and possible solutions/
interventions can be proposed to mitigate the same. The population and employment for horizon years
have been projected based on the parameters such as potential density and highway connectivity. The
projected population and employment figures for the horizon years are shown in the Table 32:
Table 32 Planning Variables for study area in BAU Scenario

Year Population Employment

2018 3430000 1270000
2021 3613307 1364484
2031 4334357 1709181
2041 5035375 2033464

With the help of the base year transport model developed for the study area, travel demand has been
estimated for the horizon years 2021, 2031 and 2041 for BAU scenarios and listed in Table 33.
Table 33 Total Trips in BAU Scenario

Total Trips 2018 2021 2031 2041

Home based Work 2218499 2360431 2859779 3355529
Home based Education 1604408 1707053 2068179 2426703
Home based Others 1297743 1380769 1672870 1962866
Total 5120650 5448252 6600828 7745098

Table 34 Details of Trips in BAU Scenario

Trips % Classification %
Home based Work
PT 7%
IPT 6%
PVT 80%
NMT 8%
Home based Education
PT 39%
IPT 15%
PVT 23%
NMT 22%
Home based Others
PT 18%
IPT 37%
PVT 24%
NMT 21%

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A Sustainable Urban Transport Scenario (Transit Oriented Development Scenario) is a compact

high density mixed use development that is planned along public transit stations (or corridors) which
provide housing, employment, entertainment and civic functions within the walking distance. In this
scenario, it is assumed that a population density of 400 persons per hectare will be achieved in the zones
along transit corridors by the year 2041. With the help of the base year transport model developed for the
study area, travel demand has been estimated for the horizon years 2021, 2031 and 2041 for Sustainable
Urban Transport scenarios listed in Table 35.
Table 35 Counts of Trips in SUT Scenario

Trips Count Classification 2021 2031 2041

Home based Work
PT 631021 883022 1178690
IPT 91885 106796 116455
PVT 1459468 1654237 1807264
NMT 178056 215724 253120
2360431 2859779 3355529
Home based Education
PT 843977 1055827 1285055
IPT 176034 204178 221785
PVT 304338 344509 375821
NMT 382704 463665 544043
IIPT 1707053 2068179 2426703
Home based Others
PT 481737 622328 789825
IPT 347518 402844 437103
PVT 262842 297958 325570
NMT 288671 349739 410368
1380769 1672870 1962866
Total 5448252 6600828 7745098

Table 36 Details of Trips in SUT Scenario

Trips % Classification 2021 2031 2041

Home based Work
PT 27% 31% 35%
IPT 4% 4% 3%
PVT 62% 58% 54%
NMT 8% 8% 8%
Home based Education
PT 49% 51% 53%
IPT 10% 10% 9%
PVT 18% 17% 15%
NMT 22% 22% 22%
Home based Others
PT 35% 37% 40%
IPT 25% 24% 22%
PVT 19% 18% 17%
NMT 21% 21% 21%

Sustainable Urban Transport Scenario comprises of transport network incorporating committed projects
along with major proposed projects. The section ‘Mobility Improvement Measure’ describes each in detail.

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4.4. TRAFFIC CHARACTERISTICS – HORIZON (2041)

4.4.1. BUSINESS AS USUAL SCENARIO

It has been observed that the share of Public Transport (Bus) and IPT in Business As Usual Scenario is
24% and 19% respectively. Table 37 below shows the modal share for various trip purposes.
Table 37 Modal Share (purpose wise) in BAU scenario

Motorized Trips % Classification 2021 2031 2041

Home based Work
PT 8% 8% 8%
IPT 6% 6% 6%
PVT 86% 86% 86%

Home based Education

PT 50% 50% 50%
IPT 19% 19% 19%
PVT 30% 30% 30%

Home based Others

PT 23% 23% 23%
IPT 46% 46% 46%
PVT 31% 31% 31%

Table 38 gives the estimated modal split at aggregate level for study area for Business as Usual scenario.
Table 38 Total trips in BAU scenario (modal spilt aggregate)

Mode Split 2021 2031 2041

PT 24% 24% 24%
IPT 19% 19% 19%
Pvt (Car +Two Wheeler) 57% 57% 57%

4.4.2. SUSTAINABLE URBAN TRANSPORT SCENARIO

It has been observed that the share of Public Transport (High capacity MRTS, Medium capacity MRTS,
Bus Trips) in Sustainable Urban Transport Scenario has increased by 20 % in comparison to Scenario 1
(Business As Usual Scenario). The modal split is given in Table 39.
Table 39 Modal Share(purpose wise) in SUT scenario

Motorized Trips % Classification 2021 2031 2041

Home based Work
PT 29% 33% 38%
IPT 4% 4% 4%
PVT 67% 63% 58%

Home based Education

PT 64% 66% 68%
IPT 13% 13% 12%
PVT 23% 21% 20%

Home based Others

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PT 44% 47% 51%

IPT 32% 30% 28%
PVT 24% 23% 21%

Table 40 gives the estimated modal split at aggregate level for study area for SUT scenario.
Table 40 Total trips in SUT scenario

Mode Split 2021 2031 2041

PT 43% 46% 50%
IPT 13% 13% 12%
Pvt (Car +Two Wheeler) 44% 41% 38%

4.4.3. COMPARISON OF NETWORK CHARACTERISTICS IN VARIOUS SCENARIOS

Network characteristics for Base year (2018) and Horizon year (2041) for various scenarios during peak
hour are presented in Table 41.

Table 41 Comparison of Network Attributes (Aggregate level) on links for Various Scenarios

Network Characteristic Base Year Horizon Year (2041)

(2018) Scenario-I: Scenario-II: Sustainable Urban
Business As Transport Scenario
Usual Scenario
Avg. Network Speed 23.4 < 20 30
(kmph)
Avg. V/C Ratio 0.72 > 0.90 0.70

It is observed that, in comparison to BAU 2041, average V/C ratio has reduced to 0.7 and average
network speed has increased by 25 % in Sustainable urban transport scenario. Scenario-II is selected
for proposing various transport improvement proposals.
Table 42 Comparison of Network Attributes (Link wise) on links for Various Scenarios

Major Road V/C Ratio comparison

Scenario-I: Scenario-II: Sustainable Urban
Business As Transport Scenario
Usual Scenario
Ajni Road 0.94 0.80
Ambazari Lake road 0.70 0.60
Amaravati Road 0.49 0.42
Central Avenue
0.80 0.68
Ghat Road
0.78 0.66
Umred Road 0.59 0.50
Wardha Road 0.51 0.44

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5. MOBILITY VISION AND GOALS

5.1. INTRODUCTION

The present situation in Nagpur will only continue to worsen if nothing is done. Business as Usual
Scenario forecasts also show low network speeds and increased emissions. The city has indeed been,
slowly strangling itself because of the unrestrained use of personalized modes of transport, lack of
adequate public transport and its inability to respond the challenges of ever-increasing traffic. In light of
these persistent and exasperating transport problems, NIT has prepared Nagpur Comprehensive
Mobility Plan 2013 which focused on making Nagpur a “planned city with the best performing transport
system that addresses the needs and concerns of the City”. However, even after 6 years of CMP, the
desired development in the urban mobility is still deteriorating. In this context, it is necessary to further
strengthen the strategies of CMP-2013 according to the CMP guidelines of MoHUA.
The concept of Comprehensive Mobility Plan (CMP) is to have a long-term vision for desirable
accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the
mobility of people to address urban transport problems and promote better use of existing infrastructure,
which as such leads to the integration of land-use and transport and is essential to build smart cities.

Focus of CMP is
 to optimize the “mobility pattern of people and goods” rather than of
vehicles
 to focus on the improvement and promotion of public transport, NMVs
and pedestrians as important modes

5.2. VISION

As stated earlier, the CMP is a long term vision for desirable accessibility and mobility pattern for people
and goods in Nagpur to provide safe, secure, efficient, reliable and seamless connectivity that supports
and enhance economic, social and environmental sustainability. In order to provide the same for the
citizens of Nagpur, the vision of Comprehensive Mobility Plan for Nagpur as adapted from
Comprehensive Mobility Plan of 2013 is:

“To ensure that Nagpur will have a systematically planned

urban transport system for the mobility of people and goods
that is safe, efficient, economical and sustainable, which aims
to support economic development while improving liveability.’’

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5.3. GOALS

To ensure that Mobility solutions for Nagpur that are sustainable and in conformity with sustainable
mobility, following goals have been formulated:

 Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient
and effective.
 Goal 2: Ensure safety and mobility of pedestrians and cyclists by designing streets and areas that
make a more desirable, liveable city for residents and visitors and support the public transport
system.
 Goal 3: Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods

Each goal can be achieved by meeting the following objectives:

GOAL 1

Develop public transit system in conformity with the land use that is accessible, efficient and effective

Objectives

 Provide good quality public transport system that is accessible, efficient and effective.
 Develop strategy to integrate public transport system with existing IPT System.
 Develop strategies to encourage people to use public transport system to discourage use of
private vehicles.

GOAL 2

Ensure safety and mobility of Pedestrian and cyclist by designing streets and areas that make a more
desirable, livable city for residents and visitors and support the public transport system.

Objectives

 To improve pedestrian facilities in areas of pedestrian concentration

 To provide facilities to pedestrians and ensure safety to segregate their movement from
vehicles along major corridors
 To encourage pedestrian movement in heavy pedestrian movement areas and restrict use of
private vehicles
 To provide safe pedestrian facilities along major public transport nodes and transfer points
 To provide segregated facilities for movement of cyclist in Nagpur
 To develop a Pedestrian policy for safe and efficient movement of people within the city

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GOAL 3

Develop traffic and transport solutions that are economically and financially viable and environmentally
sustainable for efficient and effective movement of people and goods.

Objectives

 Develop immediate / short term strategies such as traffic management and engineering
solutions to ease flow of traffic at major congestion points within the city
 Develop medium / long term measures such as ring roads, new links, road network
development, to ease traffic flow along major roads within the city

The goals and objectives set for the mobility needs of Nagpur can be achieved by formulating a series
of strategies as per NUTP guidelines. Each of the strategies will be evaluated to see their suitability
and applicability for Nagpur. Besides the above mentioned Goals, some principles of National Mission
on Sustainable Habitat (NMSH) need to be considered in this study before formulating the strategies.
Accordingly, a brief introduction to NMSH is presented in the following section.

Each goal can be achieved by meeting the following objectives:

1. Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and
effective
Objectives:
(a) Provide good quality of public transport system that is accessible, efficient and effective
(b) Develop strategy to integrate public transport system with existing IPT System
(c) Develop strategies to encourage people to use public transport system and discourage use of private
vehicles
(d) Develop policies that encourage concentrated mixed land use development along the public
transport corridors

Figure 17 Public Transport System in Bogota

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Goal 2: Ensure safety and mobility of Pedestrian and cyclist by designing streets and areas that make
a more desirable, livable city for residents and visitors and support the public transport system.
Objectives
(a) To improve pedestrian facilities in areas of pedestrian concentration
(b) To provide facilities to pedestrians and cyclists and ensure safety to segregate their movement from
vehicles along major corridors
(c) To encourage pedestrianization in heavy pedestrian movement areas and restrict use of private
vehicles
(d) To provide safe pedestrian facilities along major public transport nodes and transfer points
(e) To develop a Pedestrian policy for safe and efficient movement of people within the city

Figure 18 London Cycle Superhighway no.7

Goal 3: Develop traffic and transport solutions that are economically and financially viable and
environmentally sustainable for efficient and effective movement of people and goods.
Objectives
(a) Develop immediate / short term strategies such as traffic management and engineering solutions to
ease flow of traffic at major congestion points within the city
(b) Develop medium / long term measures such as ring roads, new links, road network development,
flyovers, underpasses, ROBs and RUBs to ease traffic flow along major roads within the city

Figure 19 VDL Evolans Electric Buses

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Goal 4: Develop a Parking Policy that discourage the demand for parking and need for private mode of
transport and also facilitate organized parking for various types of vehicles.
Objectives
(a) Restrict On Street Parking at critical locations in the city
(b) Create off Street Parking (wherever possible Multilevel Parking) near major activity centers, transit
stations/terminals to meet the growing parking demand.
(c) To suggest various measures through a combination of demand management and fiscal measures
to restrain the demand for parking of private vehicles at critical locations.
The goals and objectives set for the mobility needs of Nagpur can be achieved by formulating a series
of strategies as per NUTP guidelines. Each of the strategies will be evaluated to see their suitability and
applicability for Nagpur

Figure 20 Multi-level stack parking NYC

This CMP study also attempts to integrate NUTP principles in its approach.

Make walkable Cities and Towns

A great walking environment must protect pedestrians from motor vehicles. Vehicle speeds need to be
radically slowed or else, streets need footpaths. Footpaths need to be unobstructed, continuous and
well lit. Crossings should be made safer with pedestrian crossing signals, pedestrian islands and
pedestrian table-tops that minimize crossing distances and offer safety for pedestrians. Accessibility to
wheelchairs must be ensured. The pedestrian network should foster the most direct access to all local
destinations like schools, work, bus stops etc.
The following indicators have been recommended for pedestrian facilities:
• All arterial streets should have >= 75% of their lengths having non obstructed footpaths to achieve a
LOS 1 for the pedestrian facility
• All other sub arterial and local streets should have 50 – 75% of their lengths having footpaths for a
LOS 2
• At-grade pedestrian crossings at maximum intervals of 70-250 m
Nagpur does not meet these standards. We include a separate strategy to non-motorized transport
improvements where the focus is to develop better walking and cycling facilities in Nagpur.

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Create environment for bicycles

The more bicycles (and any people-powered transport) on the streets the safer and less polluted the
streets become. Segregated bicycle lanes are needed on higher speed roads, while on local streets
traffic calming and shared street designs are better, allowing traffic to mix at slower speeds. Building
bike lanes and slowing down traffic are keys to making urban transport sustainable.
The following indicators have been recommended for pedestrian facilities:
• NMT network should have at least 25% of the road network coverage to achieve a LOS 1 for
NMT facilities
• NMT parking facilities should be available at more than 50% of the interchanges (bus stops,
terminals, railway stations) to achieve atleast LOS 2 .
• Nagpur has a significant share of cycle users and care must be taken to preserve and
encourage it further. The observed 6% cycle share of total trips can be improved. Cycling
strategy hence will focus on developing a strong bi-cycle network.

Figure 21 London Cycling

Connect the blocks

Cities that are pleasant to walk and bicycle typically have large numbers of short streets and many
intersections per unit of area. This makes the traffic slow down while walking becomes more direct,
varied, interesting and attractive. The tighter the street grid, the fewer detours to a destination. Detours
can affect the decision to undertake a trip and by what means. Streets that are short offer good
opportunities to connect with the surroundings.
It is recommended that the indicator for the number of intersections of pedestrian and cycle network per
square kilometer be 50.

Figure 22 Barcelona Urban Block Perimeter

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 Comprehensive Mobility Plan Nagpur (2018)

Get on the Public Transport

Mass transit can move a large number of people quickly and comfortably using a fraction of the fuel and
street space required by automobiles. The Metro along with bus transit systems are proving able to
keep pace with the rapid motorization and metropolitan growth. Buses are more accessible, have a
wider coverage and are cheaper. The following indicators need to be used to assess the effective usage
of public transport:
• Percentage of residents within 800 m of public transport stops
• Percent mode share of public transport and IPT desired
• Percent of stops with frequency of service greater than 15 buses per hour.
The system requires detail route rationalization with well-defined integration of main haul and feeder
services.

Figure 23 London underground – Metro System (Source: Wikimedia Commons)

Build dense - people and transit oriented cities; mix people and activities
The first step to accommodate future urban growth is to densify existing urban land while providing
excellent and diversified services and amenities. Dense communities are a foundation for the mixed-
use urban areas where walking, cycling and transit can be integral parts of the way of life.
The following indicators are recommended for densification:
• Densify transport nodes according to pedestrian and cycling – 10 minute catchment areas
• 800 m for pedestrians and 3 km for cyclists
Integrating residential, work, retail and entertainment activities into one area makes for better cities. Trip
lengths and travel times can be reduced. The average trip length for cycle is 2.5-3.0 km which is ideal.

Figure 24 Arlington County(Densified area along transit corridor) in Virginia

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 Comprehensive Mobility Plan Nagpur (2018)

Shift to Public Transport

Shift from unsustainable mobility to sustainable mode like the public transport can be achieved using
technology, regulating road use, parking and fiscal measures. High quality public transport vehicles with
efficient service, easy accessibility, wide coverage and reasonable affordability are required to induce
shift from private to public vehicles. This has to be coupled with measures like congestion charges in
core areas; high parking fee; limited parking spaces; tax on private vehicles; implementation of demand
management measures etc.
No parking fees are charged in the city. As a strategy we must adopt the levy of parking charges. Also
there is requirement of providing off-street parking facility which can help in increasing the effective road
capacity.

Urban Transport Funding

Proper institutional set up and an efficient funding mechanism are need of the hour to ensure financial
sustainability of investments in public transport and non-motorized transport. Urban transport financial
resources should be pooled within an urban transport fund administered by the strategic transport
authority at the municipal or metropolitan level. Private sector financing for transport infrastructure
should be raised through competitive tendering of concessions that may be supported by public
contributions as long as they are subjected to cost-benefit analysis.

5.4. NATIONAL MISSION ON SUSTAINABLE HABITAT (NMSH)

Under the National Action Plan for Climate Change, the National Mission on Sustainable Habitat has
been launched to cover various aspects which inter alia include better urban planning and modal shift
to public transport. The main objective of the mission is to address the following:
 Development of Norms integrating measures related to taxation, parking and congestion charges,
public carriage specifications and service
 Norms to encourage public transportation
 Development of Norms for Pedestrianization and
cycling
 Modal regulations for integrating Transport
Planning (CMP) with Master Plans and
Development Plans.
The habitat parameters also take note of the ongoing
reform based AMRUT program that has been
designed to achieve NUTP principles in the urban
transport sector. Accordingly, to ensure sustainability
in urban transport planning, the following eight-
principles have been proposed. This CMP study also
attempts to integrate these principles in its approach.

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MAKE WALKABLE CITIES AND TOWNS

A great walking environment must protect pedestrians from motor vehicles. Vehicle speeds need to
be radically slowed or else, streets need footpaths. Footpaths need to be unobstructed, continuous and
well lit. Crossings should be made safer with pedestrian crossing signals, pedestrian islands and
pedestrian table-tops that minimize crossing distances and offer safety for pedestrians. Accessibility to
wheelchairs must be ensured. The pedestrian network should foster the most direct access to all local
destinations like schools, work centers, recreation centers, bus stops etc.

The following indicators have been recommended for

pedestrian facilities:
 All arterial streets should have >= 75% of their
lengths having non obstructed footpaths to achieve a
LOS 1 for the pedestrian facility
 All other sub arterial and local streets should have 50
– 75% of their lengths having footpaths for a LOS 2
 At-grade pedestrian crossings at maximum intervals
of 70-250 m

CREATE BETTER ENVIRONMENT FOR BICYCLES

The more bicycles (and any people-powered transport) on the streets the safer and less polluted the
streets become. Segregated bicycle lanes are needed on high speed roads, while on local streets traffic
calming and shared street designs are better, allowing traffic to mix at slower speeds. Building bike
lanes and slowing down traffic are keys to make urban transport sustainable.
The following indicators have been recommended for pedestrian facilities:
NMT network should be at least 25% of the road network coverage to achieve a LOS 1 for NMT facilities
NMT parking facilities should be available at more than 50% of the interchanges (bus stops, terminals,
railway stations) to achieve a LOS 2.
Nagpur has a significant cycling population and every care must be taken to preserve and better it. The
observed 5% cycle share of total trips can be improved.

CONNECT THE BLOCKS

Cities that are pleasant to walk and bicycle typically have large number of short streets and many
intersections per unit area. This makes the traffic slow down while walking becomes more direct, varied,
interesting and attractive. The tighter the street grid, the fewer detours to a destination. Detours can
affect the decision to undertake a trip and by what means. Streets that are short offer good opportunities
to connect with the surroundings. Buildings, shops and streetscape elements are closer to the
pedestrians and cyclists as they travel.
It is recommended that the indicator for the number of intersections of pedestrian and cycle network per
square kilometre be 50.

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GET ON THE PUBLIC TRANSPORT

Mass transit can move a large number of people quickly and comfortably using a fraction of the fuel and
street space required by automobiles. The bus transit systems are proving able to keep pace with the
rapid motorization and metropolitan growth. Busses are
more accessible, have a wider coverage and are cheaper.
The following indicators need to be used to assess the
effective usage of public transport:
 Percentage of residents within 800 m of public
transport stops
 Percent mode share of public transport and IPT desired
 Percent of stops with frequency of service greater than
15 buses per hour

It is observed that city bus services in Nagpur accounts for 9 buses per lakh population within the Nagpur
City, which is extremely lower when compared to the other cities with similar population size. The modal
share of public transport in Nagpur is ranging between 8 to 10%. As per the desirable modal split in the
Indian cities as defined by the MoUD, GoI, for a city with 20 to 50 lakhs of population should ideally
have a modal share in the range of 60-70%.
It is also seen that city bus services in Nagpur are “Destination Oriented Services or Direct Services”,
leading to less no. of buses per route (6 to 7 buses per route) & decreased frequencies (average 30
mins). Whereas of the 263 buses on 38 routes, 175 buses and 29 routes overlap over the proposed
metro corridor which accounts for the 66% of the total city bus services operating within Nagpur city.

BUILD DENSE - PEOPLE AND TRANSIT ORIENTED CITIES; MIX PEOPLE AND
ACTIVITIES

The first step to accommodate future urban growth is to densify existing urban land while providing
excellent and diversified services and amenities. Dense communities are a foundation for the mixed-
use urban areas where walking, cycling and transit can be
integral parts of the way of life.
The following indicators are recommended for
densification:
 Densify transport nodes according to pedestrian
and cycling – 10 minute catchment areas
 800 m for pedestrians and 3 km for cyclists

Integrating residential, work, retail and entertainment

activities into one area makes for better cities. Trip lengths and travel times can be reduced.

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 Comprehensive Mobility Plan Nagpur (2018)

SHIFT TO PUBLIC TRANSPORT

Shift from unsustainable mobility to sustainable mode like the public transport can be achieved using
technology, regulating road use, parking and fiscal measures. High quality public transport vehicles
with efficient service, easy accessibility, wide coverage and reasonable affordability are required to
induce shift from private to public vehicles. This has to be coupled with measures like congestion
charges in core areas; high parking fee; limited parking spaces; tax on private vehicles; implementation
of demand management measures etc.

URBAN TRANSPORT FUNDING

Proper institutional set up and an efficient funding mechanism are need of the hour to ensure financial
sustainability of investments in public transport and non-motorized transport. Urban transport financial
resources should be pooled within an urban transport fund administered by the strategic transport
authority at the municipal or metropolitan level. Private sector financing for transport infrastructure
should be raised through competitive tendering of concessions that may be supported by public
contributions as long as they are subjected to cost-benefit analysis.

IMPACT ASSESSMENT

New developments and projects will draw increasingly more attention in the future as these induce and
attract additional traffic in the neighbourhood. It is suggested an Impact Assessment needs to be done
to estimate the additional traffic and the infrastructure needs of the neighbourhood.

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6. MOBILITY IMPROVEMENT MEASURES

6.1. INTRODUCTION

The mobility goals for Nagpur need to be addressed through a multipronged approach. Solutions for
complex transport improvements cannot be achieved by a single strategy. The following strategies need
to be adopted in tandem to meet the various goals set for Nagpur:

 Land Use and Transport Strategy

 Road Network Development Strategy
 Public Transit Improvement Strategy
 Non-Motorized Transport Strategy
 Freight Management Strategy
 Traffic Engineering Measures
 Travel Demand Management Strategy

It is important to note that each of the above strategies is equally important and the order of listing does
not imply priority. Each of the broad strategies includes sub strategies of immense importance. The
strategies when implemented through specific projects shall fulfil the goals and objectives of the CMP.
The sections below discuss these strategies.

6.2. PUBLIC TRANSPORT PROPOSALS

MASS RAPID TRANSIT CORRIDORS

High demand mobility corridors which are eligible for a Mass Rapid Transit Systems are identified and
presented in Table 43.
Table 43 Proposed Transit corridors
Sno Mass Transit Corridors Length (km)
1 Automotive Square to Khapri Station 19.7
2 Pardi to Mount View (Hingna) 20.1
3 Automotive Square to Kanhan River 13
4 Prajapati Nagar to Transport Nagar 5.6
5 MIHAN to MIDC ESR 18.5
6 Lokmanya Nagar to Hingna 6.7
7 Vasudev Nagar to Dattawadi 4.5
8 Katol Road 5.8
9 Koradi Road 2.6
10 Umred Road 5.5
11 Amaravathi Road 8.2

Based on the future transit demands estimated through 4-stage model the above mobility corridors are
categorized into High capacity MRTS Corridors and Medium Capacity MRTS Corridors.

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Table 44 Proposed High Capacity Mass Rapid Transit Corridors

SN High Capacity MRTS Corridors Length (km) Phase
1 Automotive Square to Khapri Station 19.7 1
2 Pardi to Mount View (Hingna) 20.1 1
3 Automotive Square to Kanhan River 13 2
4 Prajapati Nagar to Transport Nagar 5.6 2
5 MIHAN to MIDC ESR 18.5 2
6 Lokmanya Nagar to Hingna 6.7 2
7 Vasudev Nagar to Dattawadi 4.5 2

The appropriate mode for proposed mass transit corridors can be selected based on detailed alternative
analysis of the available mode options. The Daily trips by High Capacity MRTS Corridors calculated for
Nagpur and presented in Table 46 is based on the assumption that the overall transportation
infrastructure of the city is developed in line with all the proposals made as part of the CMP.
Table 45 Proposed Medium Capacity Transit System corridors
Medium Capacity MRTS Corridors Length (km)
Katol Road 5.8
Koradi Road 2.6
Umred Road 5.5
Amaravathi Road 8.2

Table 46 Daily trips (In Lacs) in Mass Rapid Transit system

2021 2031 2041
Daily trips in High Capacity MRTS Corridors 5.01 6.33 7.74
Daily trips in Medium Capacity MRTS Corridors 0.64 0.81 0.99
Total Public Transport Ridership 5.65 7.14 8.73

Sheet title
Mass Transit Corridors in
Kanhan River Nagpur

Project name:
Koradi Road

Comprehensive
Automotive Square Mobility plan, Nagpur

Prajapati Nagar
Dattawadi
Transport Nagar Legend:

High Capacity
Transit System
Vasudev Nagar Phase 1
Lokmanya Nagar
High Capacity
Transit System
phase 2

Medium Capacity
Hingna
Transit System

Metro City

0 10 20

MIDC ESR

Figure 25 Proposed Transit Corridors

The urban transport model developed for Nagpur has evaluated the PPHPD values for phase-2
corridors, accordingly the PPHPD values on mass transit corridors are presented in Table 47.

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Table 47: PPHPD numbers along proposed High Capacity MRTS corridor
PPHPD Values
Mass Transit Corridors Length 2021 2024 2031 2041
(in km)
Automotive Square to Metro City via MIHAN 19.7 12500 12500 13000 15000
Prajapati Nagar to Lokmanya Nagar 20.1 9000 10000 11000 16500
Automotive Square to Kanhan River 13 8300 9000 8900 10500
Prajapati Nagar to Transport Nagar 5.6 2100 2200 2600 3100
MIHAN to MIDC ESR 18.5 1300 1800 2200 3000
Lokmanya Nagar to Hingna 6.7 750 1000 2900 3500
Vasudev Nagar to Dattawadi 4.5 3300 3600 4000 4800

CITY BUS SYSTEM IMPROVEMENT

To achieve the best level of service in public transport of Nagpur improvement of city bus system is
proposed. City bus fleet augmentation is proposed based on LoS-1 benchmark requirement of SLB
Handbook which desires 60 Buses per Lakh Population. The proposed city bus fleet size for future
years based on projected population is provided in Table 48:
Table 48: Bus Augmentation
Year Urban population (Study Area) No of buses required (LoS-1)
2018 34,30,000 2058
2021 36,13,307 2068
2031 43,34,357 2601
2041 50,35,375 3021

The proposed technology for bus system is fully electric that shall be based on Battery, Pantograph,
Articulated arm or Inductive charging. These technologies have zero tail pipe emission, thereby reducing
the emissions to almost negligible.
It is also proposed to develop the city bus allied infrastructure to facilitate operations with proposed
augmented fleet size. To carry out periodic maintenance activities of the augmented bus fleet new Bus
depots are proposed in addition to modernization of existing depots. New terminal facilities are proposed
for route termination and bus parking.
Modernization of existing bus depots and terminals and provision of new depots and terminals shall be
taken up for efficient operations. The proposed depots shall also have an integrated terminal facility
thus acting as origin or destination points for the future routes and minimizing dead mileage.
Also exclusive terminals are required to be developed. The location for depots and terminals are
identified based on future demand areas and through discussions with the MSRTC officials. Location of
proposed depots and terminals are listed in Table 49. At each proposed location, land required for a
Depot would be approximately 5 acres for 100 buses and some additional area would be required for
terminal facility. In absence of sufficient land, the possibility of multistory bus parking could be explored
through a detailed technical and financial feasibility study.
Route rationalization and expansion also need to be carried out in future years for expanding reach of
city bus system.

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Table 49 Proposed New Bus Depot and Terminal Locations

SN Proposed Location Facility
1 Dattawadi Proposed
2 Babulkheda Proposed
3 Hingana Existing
4 Katol Naka Proposed
5 Takli Proposed
6 Octroi Checkpost Propsoed
7 Patwardhan Existing
8 Wathoda Proposed
9 Teka Naka Existing

Figure 26 Proposed New Bus Depot and Terminal Location

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MULTI MODAL TRANSIT HUBS

Various transport modes must functions in a coordinated manner to provide seamless mobility to the
people. Inter-modal integration is a strategy proposed for Nagpur which will ensure efficient and effective
coordination across various transport modes. Multi Modal Hubs are transit facilities provided at the
interaction points of different modes to facilitate seamless transfer of commuters across different modes.
Important Multi Modal Hub locations were identified during the planning of mobility corridors in Nagpur
and listed in Table 50. Apart from physical integration it is also proposed that fare integration and
information integration must also be achieved.

Table 50 List of Multi Modal Hubs

Type Proposed Multi-Modal Hub Number of Modes
Location modes
 High Capacity Mass Rapid Transit system
Mor Bhawan Bus Terminal 3  IPT Connectors
Level 1 City
 City Bus Service
Transport Modes
Only  High Capacity Mass Rapid Transit system
Sitabardi Bus Terminal 3  City Bus Service
 IPT Connectors
 Regional Bus Service
Ganesh Peth Bus
2  City Bus Service
Terminal
 IPT Connectors
Chatterpati Bus Terminal 2  Regional Rail
 City Bus Service
Ravi Nagar Bus Stop 2
 Regional Rail
 High Capacity Mass Rapid Transit system
Nagpur Railway Station
Level 2 Regional  City Bus Service
Transport Modes +  IPT System
City Transport  Regional Rail
Modes Ajni Railway Station 3  City Bus Service
 IPT System
 Regional Rail
 High Capacity Mass Rapid Transit system
Kamptee Railway Station 3
 City Bus Service
 IPT System
 High Capacity Mass Rapid Transit system
Nagpur Airport 2  City Bus Service
 IPT/Airport Connectors

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Sheet title
Multimodal
Kanhan River Interchanges In Nagpur

Project name:

Koradi Road
Comprehensive
Automotive Square Mobility plan, Nagpur

Prajapati Nagar
Dattawadi
Transport Nagar Legend:

High Capacity
Transit System
Vasudev Nagar Phase 1
Lokmanya Nagar
High Capacity
Transit System
phase 2

Medium Capacity
Hingna
Transit System
Level 1
Interchange
Level 2
Metro City
Interchange

0 10 20

MIDC ESR

Figure 27 Interchanges and Terminals for Multimodal Integration

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 Comprehensive Mobility Plan Nagpur (2018)

INTELLIGENT TRANSPORT SYSTEM (ITS)

Intelligent Transportation System (ITS) proposed for Nagpur essentially offers a highly capable and
automated transit management platform, which shall enable modern city bus services to provide high
level of service along with high operational efficiency. Proposed ITS will play a key role in improving the
efficiency of City Bus Services.

The critical sphere of ITS is given as under:

1. Automatic Fare Collection (AFCS) system

The proposed AFCS system consists of the following sub-systems:
• Card Issuer Module
• the AFCS backend sub-system
• Depot Stock Management System
• Point of Sale Terminal sub-system
• the interconnectivity between the above sub-systems
• Any other module which can be specified at a later stage
•
2. Validators (One per bus)
One Validator located at a suitable place inside a bus with a fire resistant wired interconnection is
proposed in Nagpur city buses. The Validators possess suitable non-volatile memory for storing the
captured AFC transactions as well as the fare structures and other necessary parameters.

3. Electronic Ticketing Machine (ETM)

The Electronic Ticketing Machine proposed will be used by the conductor on-board
• To issue paper tickets
• To validate Smart Cards for trip and passes and deduct money from the e-wallet of the AFCS
card based on the concept of fare stages.
Further, the ETM possesses a GPRS interface for communication to the AFCS backend via a suitable
service provider’s infrastructure.

4. Security Access Modules (SAM)

In order to ensure the security of the transactions being captured, the ETM and Validator support the
use of Security Access Modules (SAM) in slots for SIM cards.

5. Integrated Control Unit (ICU)

The primary function of the proposed ICU is to establish communication between the bus onboard AFCS
equipment and the concerned backend equipment. It has the following features:
• GPRS connectivity to connect to the AFCS backend through a suitable service provider’s
infrastructure
• USB port, as a backup, for communicating with a computer at the bus terminus/depot for
uploading transactions and downloading new fare structures and other important parameters

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 Comprehensive Mobility Plan Nagpur (2018)

6. Proposed Backend Sub-System

The backend sub-system typically consists of the following:
• The Communication/transaction server that connects to the GPRS service provider’s
infrastructure for
• Acquiring AFCS related transactions from the ETMs/ validators of all buses and sending it to
the CSTC server.
• Sending the necessary new fare structures and parameters available on the CSTC server to
the ETMs and Validators.
The components are as follows:
• a) The Centralized Data Server, which holds the complete AFCS system’s database.
• b) The CCC workstations that are used to obtain information and generate reports relevant for
the CSTC from the AFCS server
• c) The backend sub-system provides a wide variety of MIS reports.
• d) The AFCS backend includes a software module, which interfaces with the backend server
for mapping the initialized smart card data.

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 Comprehensive Mobility Plan Nagpur (2018)

6.3. ROAD NETWORK PROPOSALS

In the previous chapter Ring radial road network pattern was proposed for Nagpur. Based on the road
network envisaged some semi-ring and radial roads are proposed to be completed/constructed to
achieve the desired overall road network in the city. The proposed complete road network for Nagpur
including new links is shown in Figure 28 and all the semi-ring and radial roads are listed below:

Major Rings Major Radials

A. Chandrapur Nagur road – Tekdi Road 1. Koradi Road
B. W High Court Road – Mescobagh raod – Dr 2. Kamptee road
Ambedkar raod – Ajni Road 3. NH-6 (Donargarh – Nagpur Road)
C. Inner Ring road 4. Taj Bagh Road
D. Outer New ring* (Existing part ring = Gondakkhairi 5. Wardha Road
– Hingna – Gavsi Manapur – Umergaon – Kapsi BK, 6. Hingna Road
Proposed part ring = Gondakkhairi – Dahegaon – 7. Amravati Road
Mahadula - Kamptee ) 8. Katol Road
Sheet title

8 Road Network in

1 2 Nagpur

D Project name:
Comprehensive
Mobility plan, Nagpur
C
B A
7 Sitabuldi
3 Legend:

Proposed Semi
Ring Road
Rings

Radials
6
4 Rail over
Bridge

0 10 20

Buti Bori MIDC

Figure 28 Proposed semi ring radial network in Nagpur

The Five Rail over bridge namely, Boregaon, Mahadula, Suadevi, kamptee and Kapsee are required
while completing this ring road.

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 Comprehensive Mobility Plan Nagpur (2018)

6.4. NON-MOTORIZED TRANSPORT PROPOSAL

CONSTRUCTION OF FOOTPATHS

As observed from surveys it is learned that about 80% of the road network does not have footpaths,
thus it is proposed to construct these footpaths. Apart from the proposed new roads 664 kms (614 kms
+ 50 kms) must also have proper footpaths. The proposed footpath network is shown in Figure 29.

Figure 29: Proposed Footpath Plan

CONSTRUCTION OF CYCLE TRACK

The corridors identified as mobility corridors in Nagpur are proposed as priority corridors for providing
cycle track on both side of the road. The cycle tracks are proposed to be constructed along with the
construction of proposed Mass Transit System along these corridors. Phase-1 Cycle Track network is
proposed along High Capacity MRTS Corridors. Apart from phase-I cycle track corridors some mobility
corridors and several other roads are identified for construction of cycle tracks in Phase-2.
The total road length proposed for cycle track provision is 146 kms, 87km is proposed to be constructed
in Phase-I and the remaining shall be constructed in Phase-2. The proposed cycle track network is as
in Figure 30 and detailed out in Table 51.

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 Comprehensive Mobility Plan Nagpur (2018)

Table 51: Proposed Bicycle Network

No Road Name Starting Point End Point Road Length ( in
KM)
Phase I (Up to 2022) Phase II (Up to Phase 1 Phase 2
2032)
1 Wardha LIC Square Inner Ring Road Outer Ring Road 5.1 10
Road
2 Hingna Road Rani Jhasi Chowk Inner Ring Road Outer Ring Road 7.7 9.5
3 Amravati Sitabuldi Police Inner Ring Road Outer Ring Road 8.2 6.5
Road Station
4 Katol Road LIC Square Inner Ring Road Outer Ring Road 6.5 5.2
5 Koradi Road LIC Square Inner Ring Road Outer Ring Road 3.6 8.4
(Mankapur)
6 Kamptee LIC Square Inner Ring Road Kamptee 5 10
Road
7 C.A Road LIC Square Inner Ring Road Outer Ring Road 7.2 4
(Pardi)
8 Umred Road C.A Road Inner Ring Road Outer Ring Road 5.4 5.1
9 Inner Ring Circular loop from Mankapur Chowk to Mankapur Chowk 38.5 -
Road
Total (Km) 87.2 58.7

Sheet title
Proposed Cycle in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Proposed Cycle
Track

0 10 20

Figure 30: Proposed Bicycle Network

PUBLIC BIKE SHARING SCHEME

PBS is a public transportation system based on cycles. The central concept of this system is to provide
affordable access to cycles for short-distance trips in urban areas as an alternative to motorized public
transportation or private vehicles. PBS encourages its users to rent cycles for a shorter time period
which range from a few minutes to a few hours. Users are economically incentivized to return cycles at
the earliest by making usage free for the first thirty minutes or so. Moreover, while traditional systems

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 Comprehensive Mobility Plan Nagpur (2018)

use cycles which are commercially available, PBS make use of cycles which are specially designed for
the system and hence unique.
All the mobility corridors are recommended for dedicated cycle tracks on both side of the roads. As part
of their infrastructure requirement and bike sharing scheme, the major docking stations are proposed at
each Transit station (MRTS station, major bus station and Interchanges etc). The detail list of docking
stations is presented in the Table 52.
Table 52 Proposed Docking Station List
Type Docking Station Name
Major Docking Station Mor Bhawan Bus Terminal
Level 1 and 2 Interchange Sitabardi Bus Terminal
Ganesh Peth Bus Terminal
Chatterpati Bus Terminal
Ravi Nagar Bus Stop
Nagpur Railway Station
Ajni Railway Station
Kamptee Railway Station
Nagpur Airport
Minor Docking Station All Metro Stations
Major Bus Terminals

6.5. PEDESTRIAN ZONES

Considering the heavy pedestrian movement, following areas are proposed as a vehicle free zones in
Nagpur (Figure 31).
1. Sitabuldi
2. Mahal
3. Itwari
4. Sadar
The restriction on vehicular movement has to be decided after careful consultations among concerned
agencies including Traffic Police. The restriction could be during evening hours every day or during the
weekends or at all times. Central Bazaar Road (Lokmat Square to Humpy Yard and Lokmat Square to
Kalpna Apt.) can be considered for vehicle free zone or vehicle restriction zone for limited period in a
day.

Figure 31: Proposed Pedestrian Zones

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 Comprehensive Mobility Plan Nagpur (2018)

6.6. FREIGHT MANAGEMENT

Freight movement in a city is an inevitable process of trade and economy. Traditionally, movement of
goods for local consumption and sale generally takes place from a certain location within a city which is
closest to the wholesale markets. In other cases where there have been successful planning
interventions, the goods terminal is preferred to be located on the outskirts of the city, in order to prevent
the entry of heavy vehicles into the congested parts of the city.
Nagpur city has a wide catchment area for truck traffic. The city connects major national and state
highways. The analysis indicated that there is lack of terminal facilities for trucks and multi-axle vehicles.
Most of the trucks and multi axle vehicles are parked outside Chungi Naka (Octroi Naka) on all important
radial roads. The city road network profile itself invites high number of truck movements to pass through
the city on NH6, NH69, NH9, SH260 and MSH 9 roads.
The entry of heavy commercial vehicles into the city will interfere with the easy traffic flow. Hence the
action plans are prepared such that the freight movement will not interfere the traffic movement.
Freight has always remained as an unnoticed transportation policy. The word “FREIGHT” should be
considered in all the planning and policy documents to give considerable recognition to its management.
Management of freight within the city, periodic stakeholder consultations should be held.
Nagpur being a city experiences heavy freight vehicle movement through the day. This has led to heavy
road congestion and severe accident along the existing corridors and requires proper freight corridor
network in the city. A comprehensive freight network has been envisaged and proposed for Nagpur. All
road improvement/ development proposals for the road links falling in the freight network was already
proposed in the previous sections regarding road widening and new road proposals and shall only be
reproduced in the following sections. The proposed freight network is shown Figure 32 and the proposed
freight management plan is described as under

2) Freight Corridor: The network of roads identified as freight corridors in Nagpur are listed in
Table 53.
Table 53 Proposed Freight corridors
Sn Freight Corridors Length Lanes
1 Inner ring road 40 6
2 Outer New ring* (Existing part ring = Gondakkhairi – Hingna – 110 6
Gavsi Manapur – Umergaon – Kapsi BK,
Proposed part ring = Gondakkhairi – Dahegaon – Mahadula -
Kamptee )

For freight management of the city, the proposal has been worked out in phases.
Phase # 1
Improvement of existing Transport Nagar –
• Segregating loading/unloading lanes
• Road Improvement
• Parking Bays
• Terminal facilities like public utilities, rest rooms for drivers and labours
• Weighing Machines

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Movement Restrictions of heavy vehicles in the city from

09:00am – 07:00pm, these restrictions may be relaxed for Ring Roads.
Movement restrictions for animal carts on all Orbital and
Radial roads from 09:00am - 06:00pm
Phase # 2
1) Development of new goods/truck terminal near Kapsi in proximity to the Outer Ring Road.
2) Identification of a Mobility Corridor for Goods Vehicles, movement to be restricted completely on all
other roads
3) Complete ban on all animal carts being used for goods movement
Phase # 2-3
1) Setting up of truck terminals at the following locations
• Koradi
• Kamptee
• Kapsi
• Gumgaon
• Gondakhari
2) Segregated high speed goods vehicle lane on Ring Road
3) Promotion of Use of small and medium size vehicles with modern emission controls in the central city
areas
4) Adjoining table indicates the types of facilities required inside the upcoming freight terminals along
with area requirement.
5) Location of new freight terminals is indicated in Figure 32.

Sheet title
Freight Network in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Proposed Freight
Corridor

Rings

Radials

Fright
Terminals

0 10 20

Buti Bori MIDC

Figure 32 Proposed Freight corridors and Freight Terminal

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6.7. PARKING MANAGEMENT

Development of a parking strategy is necessary in order to shape the framework for the future provision,
management and maintenance of parking facilities. The development of this Parking Strategy has been
based on an understanding of the parking supply and demand position in Nagpur City.
The parking strategies that would be considered for Nagpur include
• Off Street parking facilities
• On Street Parking Pricing
• Restriction of on street parking on certain corridors
As one of the tools to enhance the quality of transportation in the city, NMC decided to develop the
“Parking Policy and Parking Master Plan for the city” with an aim of closing down the demand-supply
gap and manage the future parking demand. In this regard, the following proposals were put forth NMC
developed Parking Policy and Parking Master Plan for the city of Nagpur.

A). Notification by Nagpur Municipal Corporation

As proposed in the policy, concept of paid parking mechanism will be used and applied along the
mobility zone- metro corridors and major corridors in the city with row 24 or more, Central Business
District (Commercial areas*) and Mixed zone
*Commercial area with the business district, core city area ex. Sadar, Sitabuldi, Itavari, Lakadganj,
Mahal, Dharampeth, Congress Nagar, Ganeshpeth, etc. are included.
Table 54 is the finalized base rate for the aforementioned 3 zones.

Table 54 Parking rates as per NMC' Notification

Sno Type of vehicle Rate/time
1 Cycle Rs 2/ 2 hours,Rs 5/ 8 hours
2 2-wheeler Rs 5/2 hours,Rs 10/ 8 hours
3 4-wheeler Rs 10/ 2 hours, Rs 20/ 8 hours
4 3 wheeler, 5-wheeler commercial vehicles Rs 5/ 2 hours, Rs 10/ 8 hours

Mixed zone will include areas everything after excluding the above given areas. It will include residential
and public institutional areas too. As proposed in the parking policy, considering the shortage of parking
and availability of parking in 3 given zones, the parking rate per hour and off-street and on-street parking
rate were finalized as per The high court’s descision - 4 wheeler: Rs 20/day, 2-wheeler: Rs 10/day;
monthly pass- 4 wheeler: Rs 250, 2-wheeler: Rs 100.
The listed areas needs to have pay and park
1. Gaurakshan Rahate colony
2. Indian Gymkhanna ground
3. Panchsheel chowk to lokmat chowk (Area above and below tha fly over)
4. Area in front of Yashvant stadium
5. Kachipura chowk to Creams Hospital (south)

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6.8. TRAFFIC ENGINEERING AND MANAGEMENT PROPOSALS

Traffic Engineering Measures generally qualify as short term measures for bringing in immediate relief
from traffic problems. A combination of several measures can prove to be effective means of problem
solving. These measures are generally not very capital intensive and give instant results.
Proposed junctions for improvement
 Shankar Nagar Chowk
 Golibar Chowk
 Indora Chowk
 Chatrapati Chowk
 Variety Chowk
 Cotton Market Chowk
 Ashok Chowk
 RBI Chowk
 Medical Chowk
 Jaystambh chowk near railway station
The aforementioned junctions to be considered for Foot over bridges for grade separated pedestrian
crossing. Typical junction improvements at selected locations are shown in Figure 33. These are
indicative, suggested improvements diagrams only. Exact improvements can be shown after conducting
the necessary topographic surveys at the locations. However the traffic level at these junctions has
already reached the rage of 7000 to 9000 pcu during peak hour. The situation will become more
considerable within a year or two. Based on this, the junction improvement plan can be considered as
a part of short term improvement plan. The construction or widening of rail over bridges can also be
given consideration as a part of short term improvement measures.

Figure 33 Typical Junction Improvement proposals

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6.9. IMPACT OF PROPOSALS

ANTICIPATED IMPACT OF PROPOSED PROJECTS

Projects evolved in CMP will help to achieve sustainable development goals by means of reducing
private mode share, emission levels and travel time.

SOCIAL IMPACT

The impact of the proposed projects from the social angle is analysed at a broader perspective. It is
found that most of the projects have significantly less impact with respect to Rehabilitation and
Resettlement. Land acquisition for some of the projects is inevitable. The proposed projects significantly
improve mobility with reduced travel time. The broad impacts have been compiled in Table 55.

Table 55 Social Impacts of Proposed Projects

Right of Requirement of Reduction
Improve
Project way / Land Rehabilitation and in Travel
Mobility
Acquisition Resettlement Time
Bus Fleet Augmentation No No Yes Yes
High Order Transit System Yes Yes Yes Yes
Intermodal Stations Yes Yes Yes Yes
Bus Terminals Yes Yes Yes NA
Freight Terminals Yes Yes Yes NA
Bus Shelters & Bus bays Yes No Yes Yes
ROBs / New Roads Yes Yes Yes Yes
Ring Roads Yes No Yes Yes
Foot Paths No No Yes NA
Cycle Tracks No No Yes NA
Major Junction Improvements No No Yes Yes
Smart Signals No No Yes Yes
Area Traffic Control Centers No No Yes Yes

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ENVIRONMENTAL IMPACTS

Environmental and social screening is intended to provide inputs into identification of potential impacts
with the implementation of the CMP. Screening is conducted by identifying the interaction of
environmental components on the project activities for various projects. Screening conducted for the
identified projects and respective impacts identified are presented in the Table 56.

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Table 56 Environmental Impact of Projects

Broad Project category Activities / Sub Components Impacts
Regional Hubs based on  Development of serviced land for high
 Land acquisition
Transit Oriented density development
 Construction activity around the highway
Development principles  Public transport interchange hubs
 Land acquisition for road widening and  Removal of squatters and encroachers from the footpaths
creation of service lane wherever  Causing livelihood losses even though they are illegal
Pedestrian / necessary  Loss of shelter for temporary shops / residences for squatters and encroachers
NMT
Infrastructure  Construction of new footpaths  Improvement in safety of pedestrians due to measures proposed
Improvement  Improvement in pedestrian safety
 Segregated Cycle Tracks  Slowing of traffic at the time of constructing and erecting structures across major intersections
 Encourage use of NMT and hence reduction in pollution
 Land acquisition for dedicated lanes will cause Rehabilitation and Resettlement issues
 Use of existing pavement width for dedicated bus lanes will cause removal of squatters and encroachments from roadsides
causing loss of livelihood and loss of shelter
 Construction / reconstruction / improvement of bus lanes/MRT systems will be causing construction issues as:
 Generation of noxious gases during construction, increasing air pollution
 Dedicated public transport network  Temporary increase in noise pollution during construction
 Contamination of road runoff with construction material stacked on road side
 Traffic safety during construction
 Traffic diversions causing lengthening of routes increasing air emissions and exposing previously unexposed neighbourhoods
to noise
 Reduction of additional lane width for other traffic if existing road width is used for demarcating the dedicated bus lanes
 Reduction in private vehicles causing reduction in air / noise pollution
 Acquisition of land for the facilities causes Rehabilitation and Resettlement issues as loss of livelihood, loss of shelter,
severance of community & social ties
 Increase of noise and air pollution in the areas of terminals and depots
 Terminals/Depots/TTMC/ Transport  Improvement in approaches to the terminals and depots causing impacts on adjacent land uses and land acquisition
Public Transport Planning
Hubs/ Commuter Amenity Centers  Additional land acquisition, if any for the approach road improvement will lead to R and R issues along the roads and cause
impacts on livelihood and shelter
 Construction stage impacts include the increase in air and noise pollution
 Contamination of road runoff with stacked construction materials
 Improvement of traffic conditions during operation stage causing reduction in air and noise pollution
 Temporary interruption to traffic and increase of emissions from vehicles due to higher idling times
 Temporary increase of noise levels due to idling and traffic snarls
 Alternate traffic diversion routes increasing route length and consequently emissions
 Bus-Stops and FOBs/Sub-ways
 Alternate traffic diversion routes exposing previously low traffic routes to higher urban traffic and increasing air / noise pollution
 Removal of squatters and encroachers from the footpaths causing livelihood losses at approaches to the sub-ways / FOBs
 Loss of shelter for temporary shops / residences for squatters and encroachers at approaches to the sub-ways / FOBs
 Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth
Others-Road  Junction Improvements  May cause removal / displacement of squatters and Encroachers.
Infrastructure  Air and noise pollution from construction impacts

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 Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth
 Reduction in urban congestion due to banned movement of freight in the day hours
 Banning of use of animals for movement of goods in the city may result in
 Banning and restrictions
 Animal welfare and safety
 Improved speeds in CBD area due to reduction in congestion
Freight Management
 Relocation of Activity inside existing  Resistance by operators for relocation
freight terminal  Improved air quality in the surrounding residential areas
 Acquisition of land in the peripheries
 Creation of new freight terminal
 Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth

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7. IMPLEMENTATION PLAN

The chapter on strategies and proposals discusses the way forward for improving urban transport in
Nagpur from which we have established a large number of options that are of short term, medium term
and long term in nature. This chapter details out the costs associated with each of the proposed
improvements, along with the phasing of the projects. The implementation plan also provides various
financial options to be looked at towards implementing the proposed projects. A proper Institutional
Frame Work is of utmost importance for the successful implementation and monitoring of all the schemes.
In this regard, an Institutional set up is also recommended.

7.1. PRIORITIZATION OF PROJECTS

All the proposals discussed so far can be broadly grouped under three categories:
• Long Term Improvements: the usefulness of these improvements will last for more than 10-
15 years
• Medium Term Improvements: the usefulness of these improvements will last for about 5-10
years
• Short Term Improvements: these are short term proposals that need to be reviewed and
revised within 5 years as per the requirement.

Accordingly, long term, medium term and short term proposals for Nagpur are shown in Table 57 to Table
59.
Table 57 Short Term Projects

Total
Quantity Rates
SNo Projects Unit Cost
(Total) (in Cr)
(in Cr)

Short Term Improvements

1 Traffic and Pedestrian Management measures - Km 664 0.05 33.2
2 Junction Improvements and Management Measures Nos 10 20 200
3 Construction of Footpaths Km 664 0.2 132.8
4 Provision of cycle track - Km 146 0.5 73
5 Provision of Pedestrian Zones and Pedestrian Infrastructure Nos 4 2 8
Total Short Term Project Cost ( In Crores ) 447

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Table 58 Medium Term Projects

Rates ( Total
Sl.No Medium Term Projects Unit Quantity in Cost (in
Crores) Crores)
6 FOB/ Walkways Nos 10 10 100
7 Bus Augmentation Nos 6827 3 20480
8 Bus transport Plan - Bus shelters (City bus service) Nos 45 1 45
9 Off Street Parking Locations Nos 5 10 50
10 ITS (Control room / PIS and Traffic Information System) Ls 1 25 25
11 Bus Depot and Workshop Nos 4 20 80
12 Rail Over Bridges Nos 5 25 125
13 Redevelopment of Bus terminals Nos 4 35 140
14 Bike Sharing Plan : Main Docking Station Nos 9 0.5 4.5
15 Bike Sharing Plan : Substations Nos 75 0.1 7.5
Total Medium Term Project Cost ( In Crores ) 21057

Table 59 Long Term Proposals

Rates ( in Total Cost
Sl.No Long term Projects Unit Quantity
Crores) (in Crores)
16 High Capacity Mass Transit System Km 88.1 400 19320
17 Medium Capacity Mass Transit System Km 22.5 20 450
18 Road network Improvement Plan (New roads) -Long Kms 50 10 500
Term
19 Freight terminals Nos 5 20 100
20 Multimodal Hub Nos 9 10 90
Total Long Term Project Cost ( In Crores ) 20460

Table 60 Total Project Cost

Project Priority Cost( Crores - INR)
Short Term Projects 447
Medium Term Projects 21057
Long Term Projects 20460
Total Cost 41964

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7.2. PHASING PLAN AND PPP POTENTIAL

The projects identified in the earlier section are divided into three categories based on the urgency and
duration of the implementation. Some of the long term projects have potential to enter into Public Private
Partnership (PPP); however, case to case project reports are required for validating the feasibility of each
project. The cost of all the recommended projects is around 41964* Crores. It is important to highlight
that the CMP serves only to identify schemes and the costs presented are only BLOCK COST estimates
for decision makers. Detailed cost estimates need to be worked out at further stages.

*-Excluding the Cost of Phase I MRTS System

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Table 61 Project Phasing and PPP Potential

Total Quantity Cost(In Cr) PPP -

Quantity Rates (in PPP - Potential
Sl.No Projects Unit Cost (in Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3 Potential
(Total) Cr) Share
Cr) 2018 - 2021 2021 - 2031 2031 - 2041 2018 - 2021 2021 - 2031 2031 - 2041 Cost

Short Term Improvements

1 Traffic and Pedestrian Management measures - Km 664 0.05 33.2 614 50 0 30.7 2.5 0
2 Junction Improvements and Management Measures Nos 10 20 200 10 0 0 200 0 0
3 Construction of Footpaths Km 664 0.2 132.8 614 50 0 122.8 10 0
4 Provision of cycle track - Km 146 0.5 73 87 59 0 44 30 0 50% 36.5
5 Provision of Pedestrian Zones and Pedestrian Infrastructure Nos 4 2 8 4 0 0 8 0 0
Cost 447 405 42 0
Medium Term Improvements
6 FOB/ Walkways Nos 10 10 100 10 100 74.5
7 Bus Augmentation Nos 6827 3 20480 2058 2168 2601 6174 6504 7802
8 Bus transport Plan - Bus shelters (City bus service) Nos 45 1 45 0 45 0 0 45 0
9 Off Street Parking Locations Nos 5 10 50 5 0 0 50 0 0 50% 25
10 ITS (Control room / PIS and Traffic Information System) Ls 1 25 25 1 25 0 0
11 Bus Depot and Workshop Nos 4 20 80 0 4 0 0 80 0
12 Rail Over Bridges Nos 5 25 125 0 5 0 0 125 0
13 Redevelopment of Bus terminals Nos 4 35 140 0 4 0 0 140 0 50% 70
14 Bike Sharing Plan : Main Docking Station Nos 9 0.5 4.5 9 4.5 0 0 50% 2.25
15 Bike Sharing Plan : Substations Nos 75 0.1 7.5 31 44 3 4 0 50% 3.75
Cost 21057 6357 6898 7802
Long Term Improvements
16 High Capacity Mass Transit System Km 88.1 400 35240 39.8 48.3 0 0 19320 0 25% 4830
17 Medium Capacity Mass Transit System Km 22.5 20 450 22.5 0 0 450 0 0 25% 112.5
18 Road network Improvement Plan (New roads) -Long Term Kms 50 10 500 50 0 0 500 0 0
19 Freight terminals Nos 5 20 100 0 5 0 0 100 0 25% 22.5
20 Multimodal Hub Nos 9 10 90 9 0 90 0 0
Cost 36380 1040 19420 0
Total Cost (Short, Medium and Long term Projects) 57884* 7802 26360 7802

*- Including the cost of Phase-I MRTS System

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7.3. FINANCING OPTIONS

As per the Recommendations of Working Group on Urban Transport for 12th Five Year Plan, the financing
of urban transport projects in the country has largely been confined to gross budgetary support from the
government and the user charges. Due to heavy investment needs of urban transport and conflicting
demands on the general exchequer, the investment in urban transport in the past has not kept pace with
the rapidly increasing requirement of the sector. The current level of user charges of limited urban
transport facilities, do not make the system self-sustainable. At the same time, providing safe,
comfortable, speedy and affordable public urban transport to all has to be an indispensable goal of the
governance.

The key funding sources besides GBS and fare box can be dedicated levies, land monetization, recovery
from non-user beneficiaries, debt and private investments. The paradigm of financing has to clearly move
towards non-users pay principle and the polluters pay principle. There is a need for long-term sustainable
dedicated financing mechanism to address fast worsening scenario in the field of urban transport. All the
various components in which the investment would be required in the 12th Five Year Plan would need to
be funded through a combination of funding from Govt. of India, State Govt./urban local body,
development agencies, property development, loan from domestic and financial institutions as well as
PPP. Thus, it is imperative to identify projects that are amenable to Government funding or PPP.

PUBLIC PRIVATE PARTNERSHIP (PPP)

Public-Private Partnerships is cooperation between a public authority and private companies, created to
carry out a specific project. They can take on a number of forms, and can be a useful method of capturing
property value gains generated by transport infrastructure. In a PPP for a new transport infrastructure
development project, the public authority creates a secure environment for the private sector to carry out
the project, and the private partner offers its industry know-how, provides funding and shares in the
project’s risk. The objectives of the public and private sector partners appear to be quite different. The
public sector aims to best serve the interests of taxpayers. The aim is not to use public money to obtain
a return on capital investments.
The private sector, on the other hand, aims to ensure a return on investment for its shareholders and to
be as profitable as possible and yet these two contrasting goals can function perfectly well together in
the framework of a PPP. The decision to undertake a public-private partnership and the choice of the
most suitable form of partnership greatly depends on the context and the types of project to be developed
are given below:
 The project context may influence the type of PPP to be implemented. The public partner must
evaluate the total cost of the project, its importance in terms of public need, the time frame, the
number of actors involved and the geographic area in question. Does providing this public service
require a major infrastructure? Will it require high levels of human and financial resources to provide
this service? Before a decision can be made, it is necessary to fully understand the context of the
proposed project.
 The cost of the project is of course a critical factor, which will weigh on the choice. Many PPP
concern projects for underground systems, LRT and BRT requiring significant levels of financing
which the local authorities would have difficulty assuming alone.

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 A well-structured institutional framework and the local authority’s experience in developing
transport projects are also decisive factors. Urban transport is an industrial and commercial activity,
which involves financial risk. Bringing in experienced partners is one way of compensating for a
lack of certain skills in this field, though a good PPP should call upon other forms of expertise on
the part of the public authority. This can sometimes facilitate obtaining a loan, in particular from
international funding agencies.
 The tasks entrusted to the private sector will influence the type of contract.
 The sharing of responsibilities and risks will determine the degree of involvement of each partner
and the type and clauses of the contract. There are many types of contracts but it is primarily the
sharing of financial risk, which will determine the key characteristics. There are two categories of
risk: commercial risk, related to trends in revenue, and industrial risk, related to the cost of
construction and trends in operating and maintenance expenses. If both types of risk are covered
by the public partner, then it would be a management contract in which the private partner is merely
performing the work. The private partner must meet the specifications but will not be motivated to
improve the service nor propose innovative techniques or management;
 If the project is not self-financing, i.e. if, at the end of the contract, the total revenues and gains do
not balance out the total costs, the transit authority may be required to provide compensation,
depending on the clauses of the contract.

GOVERNMENT SOURCES OF FUNDING

One of the particularities of the urban transport sector is that it depends on funding from several sources
and involves various partners, public and private, individual and collective.

VIABILITY GAP FUNDING

In a recent initiative, the Government of India has established a special financing facility called "Viability
Gap Funding" under the Department of Economic Affairs, Ministry of Finance, to provide support to PPP
infrastructure projects that have at least 40% private equity committed to each such project. The
Government of India has set certain criteria to avail this facility under formal legal guidelines, issued in
August 2004, to support infrastructure under PPP framework. Viability Gap Funding can take various
forms such as capital grants, subordinated loans, O&M support grants and interest subsidies. It will be
provided in instalments, preferably in the form of annuities. However, the Ministry of Finance guidelines
require that the total government support to such a project, including Viability Gap Funding and the
financial support of other Ministries and agencies of the Government of India, must not exceed 20% of
the total project cost as estimated in the preliminary project appraisal, or the actual project cost, whichever
is lower. Projects in the following sectors implemented by the Private Sector are eligible for funding:

• Roads and bridges, railways, seaports, airports, inland waterways

• Power
• Urban transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas
• Infrastructure projects in Special Economic Zones
• International convention centers and other tourism infrastructure projects

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DEDICATED URBAN TRANSPORT FUND AT CITY LEVEL

For the projects, which are not admissible under viability gap funding, the alternative sources of funding
that a city could avail by setting up a dedicated urban transport fund at city level are given below:

A dedicated urban transport fund would need to be created at the city level through other sources,
especially and monetization, betterment levy, land value tax, enhanced property tax or grant of
development rights, advertisement, employment tax, congestion, a cess on the sales tax, parking charges
reflecting the true value of the land, traffic challans etc.

Pimpri-Chinchwad Municipal Corporation has already set up a dedicated urban transport fund through
land monetization and advertisement rights. Similarly, Karnataka has set up a dedicated urban transport
fund through MRTS cess on petrol and diesel sold in Bangalore, which is being used to fund the metro
rail projects. The various sources of funding that can be used to set up the urban transport fund are
explained in following sub sections:

ANTICIPATED PURCHASE OF LAND

This method involves public authorities buying land before announcing that an infrastructure will be built
or where the route will run. In this way, the purchase can be made at market price without the
infrastructure. The strategy then consists in:

• Directly selling the land to private developers including the estimated added value in the sale
price, such as was done in Aguas Claras on the periphery of Brasilia, or in Copenhagen;

• Developing the area as part of an urban renewal project and then selling it at market price, as
was done in Copenhagen or in Japan, where rail companies were the first to use this method to finance
their operations

A city can also levy additional stamp duty (5%) on registration of property.

BETTERMENT TAX

A betterment tax is not the same as a property tax, because the increase in value of property is not due
to the action of the owner (such as would be the case with renovations and improvements) but from a
community action, thus justifying the public authorities to impose such a tax. However, it is not easy to
implement, which no doubt explains why this financing mechanism is still underused.

This tax must be levied on all areas that benefit from the new transport infrastructure. The land is valued
each year based on an optimal use of each site, without taking into account the existing facilities. A tax
based on the value of the land is then levied in order to generate funds for the public sector. Thus, if the
value of the land increases, the tax collected also increases. This means that a vacant plot of land in the
city center which has been earmarked for building a residential and commercial complex will pay the
same tax as an identical site which has already been developed in a similar manner. Unlike construction

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taxes, no tax reduction is available to landowners who leave the site empty. Likewise, taxes are not
increased if the site is built upon. Landowners will therefore to seek to capitalize on the use of their land.

LAND VALUE TAX

Once an area is well connected by public transport and is accessible to the commercial area and also
the liveability of the area increases it is possible that the price of the land will increase. Such increase in
price can be source revenue for the municipality. Similar to parking, the obtained revenue needs to be
utilized for improvement of the area and other areas in the vicinity. A substantial amount of revenue could
be generated through cess on turnover, particularly in cities, based on industry, trade and commerce
activities. Such cess has already been levied for Bangalore MRTS project. Bangalore has also levied
luxury tax and professional tax towards the metro fund.

ADVERTISING

This is another important source of revenue for the city. When properly utilized this source can be of
immense value in supporting sustainable urban transport measures in a city. The revenues from
advertising in the city can be used to improve the existing transport system and/or create new schemes
in sustainable transport.

Paris, France has used the advertising money in developing a public bike scheme, which is now a well
renowned model. Similarly, Transport for London (TfL) has made a deal with the advertising specialist,
Clear Channel, for the regular maintenance and design of the street furniture in return for the advertising
space on bus shelters.

One important aspect that needs to be considered is that the advertising money needs to be utilized for
improving the transport system rather than spending it on building more roads. In the similar way, the
advertising should not be overdone to avoid visual pollution. Further, ideally advertising revenue should
not be a reason for building of pedestrian overpasses as the good for the society from these overpasses
is minimal.

7.4. INSTITUTIONAL FRAMEWORK

City transport system generally involves several organizations that look after various forms and aspects
of the transport system and network and have overlapping functions and areas of work. Therefore to
delineate areas and to remove ambiguity of functions the institutional framework has been proposed.

With the formation of a State level UMTA, part of the problem has been sorted. However, this would have
a macroscopic view of resolving policy issues for all urban centres within the state. There still remains a
need to set up a localized organization that results in coordinated strategic level planning at the city level
and deal with more day to day issues of urban transport.

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Following is the list of departments and Organizations involved in urban affairs and urban transport in
Nagpur.

 Housing and Urban Planning Department

 State Urban Development Department
 Public Works Department
 National Highway Authority of India (NHAI)
 Superintendent of Police-Traffic Nagpur
 Nagpur Development Authority (NDA)
 District Urban Development Agency (DUDA)
 Maharashtra State Road Transport Corporation (MSRTC)
 Railways
 State Pollution Control Board, Nagpur
 Regional Transport Office (RTO)

In view of bringing the institutional setup in a proper structure, it is important to understand the Issues
with the present Institutional set up, listed below.

 No clear segregation between the planning and implementing bodies

 Lack of coordination amongst all the departments in the urban transport sector.
 All departments related to urban transport do not function in coherence.
 Road projects are implemented in isolation with other projects which should otherwise be an
integral part of road development like footpath, cycle tracks, pedestrian facilities etc.
 No control over mushrooming IPT modes in the city, which lead to issues of congestion along
with contesting with the buses for passengers.
 Operation issues in public transport due to poor route and service planning.
 No dedicated organization that is in charge of long term urban transport planning for the city.

With a view to coordinate all urban transport activities in the city, it is recommended that a UMTA be set
up at the city level that acts as a planning and decision making body for all matters related to urban
transport in the city.
It is recommended that the city level UMTA be set up on an executive order for the ease of formation
however, it must be given a legal backing so that it’s functioning falls under an act and commands greater
authority

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Comprehensive Mobility Plan for Nagpur

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Comprehensive Mobility Plan for Nagpur

FUNCTIONS AND POWERS OF AUTHORITY

 Prepare Comprehensive Mobility Plans and a Transport Master Plans, including but not limited
to public transportation, and non-motorised transportation within the Urban Mobility Area
 Prepare Transport Investment Programmes of the Urban Mobility Area to achieve the goals of
the approved Comprehensive Mobility Plan and Transport Master Plan and in a manner that such
Transport Investment Programme can give guidance and directions to the various ·agencies
engaged in provision of the Urban Transport and the Urban Transport Ancillary Services to
prepare their own investment programmes and projects in alignment with the overall Transport
Investment Programme.
 Plan for financing, construction, and operation of facilities and services related to the Urban
Transport and the Urban Transport Ancillary Services in the Urban Mobility Area.
 Promote or undertake development of integrated facilities and systems for Urban Transport
within Urban Mobility Area including developing systems for seamless transport access within an
Urban Mobility Area.
 Develop, construct, repair re-construct, and operate and manage any integrated or stand-alone
transport facilities and services that aid and enhance the efficiency or service levels of the Urban
Transport to the consumers, in the Urban Mobility Area, either suo-motu or through agencies
appointed for this purpose.
 Adopt existing standard and guidelines provided by State and Central Government from time to
time and as necessary develop, publish, and issue their own standards and guidelines relating
to the development and operation of Urban Transport facilities and services within Urban Mobility
Area in accordance with the requirements, including those required for physically challenged,
elderly, women and children and take measures that compliance of the same by various relevant
public and private transport operators in the Urban Mobility Area is ensured.
 Develop and disseminate performance indicators for Urban Transport services within its
jurisdiction.
 Regulate and enforce technical and performance standards on all strategic and operational
matters that have a direct effect on the levels of service provided to the users of Urban Transport.
 Regulate and enforce environmental standards for all aspects related and/or incidental to the
Urban Transport and the Urban Transport Ancillary Services.
 Set up and operate an operation control centre, a web based user information system, and a
helpline to provide integrated information to the users of Urban Transport in the Urban Mobility
Area.
 Set up and operate a smart card based ticketing system for payment of user charges for Urban
Transport and Urban Transport Ancillary Services.
 Promote technology-based solutions for traffic management, transport planning, and design of
transport systems and selection of mode of transport.
 Collate information on urban transportation within Urban Mobility Area and provide the same to
the relevant agencies with a view to contributing to the national database on urban transport.
 Promote consumer awareness in relation to the integrated urban transport, and ensure that
information is appropriately publicized and displayed for users of various urban transport services
within the Urban Mobility Area;

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Comprehensive Mobility Plan for Nagpur
 Undertake activities for the purpose of advancing the skills of persons employed by the Authority
or the efficiency of the equipment of the Authority or the manner in which the equipment is
operated including the provision of facilities of training, education and research.
 Fund and/or facilitate financing of all transport related investment seeking funds managed by the
Authority, for the implementation of the projects, plans, schemes and proposals included in the
Transport Investment Programme.
 Approve all major Transport Projects proposed for or in the Urban Mobility Area by any
State/Central/any other agencies from the perspective of alignment with Transport Master Plan.
 Issue permits/licences for public transport services.
 Monitor and audit compliance with the Transport Master Plan, the Comprehensive Mobility Plan,
and the Transport Investment Programme.
 Prescribe fees and charges for roads, public transport, parking, and other public transport
facilities and services and regulate fares for all Urban Transports as may be prescribed from time
to time.
 Monitor use of funding for urban transport activities and ensure Audit of accounts and loans.

However, the various authorities under UMTA should perform their individual function under the purview
of UMTA.

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Comprehensive Mobility Plan for Nagpur

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Comprehensive Mobility Plan for Nagpur

8. OUTCOMES

8.1. IMPROVEMENTS IN THE MOBILITY CHARACTERISTICS OF THE

CITY

The comprehensive mobility plan has focused on making Nagpur a vibrant city. The mobility plan has
been prepared with the objective of achieving a balanced modal mix and to discourage personalized
transport. The plan has proposed to introduce various transport initiatives in terms of road network
development, non-motorized transport and mass transit systems, especially to improve the first and last
mile connectivity for the existing mass transit systems to reverse the trend of decreasing public transit
share. The CMP hence has reviewed the suggestions made by previous transportation studies, and
augmented to best suit for the upcoming years so that the transport vision of the city is in line with the
National Urban Transport Policy and Sustainable Transport. Though it has been 5 years since earlier
CMP was envisaged, not much transport improvements in the sustainable direction has happened and
hence, the thrust of the strategies and the plans thereof and its outcomes are as follows :

- Reduction in pollution
 Improvement in footpaths - Increased safety for pedestrians and
Improvement in Non-motorized  Development of bicycle friendly cyclists
transport - Improved access facilities
streets
 Provision of public bike sharing - Increase in public transport share

- Increase in Public transport share

 Mass Transit Systems - Reduced pollution
Public Transport Improvement  Bus Augmentation - Reduced travel time
 Intermodal Integration - Ease of access

- Better access facilities

 New Roads
Road Network Development - Reduction in congestion and hence
travel time

- Reduced congestion
 Freight Policy - Reduction in accidents
Freight Management  Freight Corridor - Reduction in emissions
 Freight Terminals

 Junction Improvements - Increased safety

Traffic Management  Pavement Designs and
Markings
- Better access to information
 Smart Signals - Safe junction movements and hence
Technology Measures
 ATCC reduction in accidents and delays

- Reduced traffic
Travel Demand Management  Policy Measures - More awareness on public transport

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Comprehensive Mobility Plan for Nagpur
8.2. CONCLUSION
Nagpur as a city is experiencing increased dependency on private motor vehicles for personal trips,
leading to increased vehicular congestion and emissions. The existing traffic and transportation
characteristics conducted for the city indicate inadequate existing transportation infrastructure to serve
the future travel demand and a high growth in the private vehicle share in the city and surrounding region.
A Comprehensive Mobility Plan is needed to address the mobility needs of the people focusing on non-
motorized and public transport, rather than catering to the needs of private automobiles. A CMP optimizes
the “mobility pattern of people and goods” and act as an effective platform for integrating land use and
transport planning.
In line with the vision for Nagpur, CMP has laid down eight different strategies namely,
- Integrated Land Use and Transport Strategy
- Road Network Development Strategy
- Public Transport Strategy
- Non-Motorized Transport Strategy
- Freight Management Strategy
- Traffic Engineering Strategy
- Technological Strategy
- Demand Management Strategy
Each of these strategies have further been translated to action plans in terms of proposals.
To conclude, the CMP has drawn up the transport roadmap for Nagpur for 2041 including transport
investment program containing short, medium and long term projects. The plan has focused on the
mobility of the people, and encouraging systems that maximize the throughput of people. The CMP for
Nagpur envisaged a total transport investment of about 41964 Crores for a period of 20 years.

Table 62 Project Priority and Costing

Project Priority Cost( Crores)(INR)

Short Term Projects 447
Medium Term Projects 21057
Long Term Projects 20460
Total Cost 41964
The mobility goals for Nagpur need to be addressed through a multipronged approach. It is important to
note that each of the above strategies is equally important and the order of listing does not imply priority.
The strategies when implemented through specific projects shall fulfil the goals and objectives of the
CMP.

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 Comprehensive Mobility Plan Nagpur (2018)

ANNEXURE-1

PROJECT PROFILE SHEETS

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 1 Project Title: Development of Footpaths

Project Type: Short Term Length: 664 Km
Location:
- All major mobility corridors suggested for the city
Block Cost: Rs 132.8 Crores
- Roads maintained by Highways Department
- Bus Route Roads

Detailed Description:

Depending on the volume of pedestrians, the area requires footpaths with

minimum width of 1.8m and maximum height of 150mm from the finished road
surface. In certain cases, where the available road RoW makes it difficult to
provide 1.8 m barrier free space for footpaths, the widths can be reduced to a
minimum of 1.2 m. However, the maximum height of 150 mm cannot be
compromised in any circumstance. Increasing the footpath height to more than
150 mm makes them unusable by pedestrians, thereby defeating the purpose
of providing the footpaths.

Potential Benefits:
Implementation Period:
 Improves the accessibility and safety of pedestrians
2018-2021
 Provides comfortable environment to pedestrians

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 2 Project Title: Development of Cycle Tracks

Project Type: Short Term Length: 146 Km
Location:
Block Cost: Rs 73 Crores
- Proposed for all the major Mobility Corridors

Detailed Description:

• NMT Only Corridors- Only pedestrians and cyclists will be

permitted in the corridor
• Dedicated NMT Corridors with provision of dedicated
footpaths and bicycle tracks of minimum clear widths of 1.8M on
both sides of roads.
• Shared NMT Routes where the Bicycle users will share the
carriageway with mixed traffic. Appropriate road signs and lane
marking will also be provided. Shared NMT Routes should give
high priority for NMT users in terms of pavements, signages,
lane markings, sign boards etc. depending upon the
characteristics of the road.

Potential Benefits:
Implementation Period:
 Improves the safety of cycle users in the city and encourages the use of
 60% in 2018-2021
bi-cycles
 Remaining in 2021-2031
 Reduced Pollution and emissions

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 3 Project Title: Junction Improvements

Project Type: Short Term Quantity: 10 Nos
Location:
Block Cost: Rs 200 Crores
- Major 10 Junctions in the city as mentioned in the report

Detailed Description:

• Closure of medians at certain intersections

• Prohibition of free right turns
• Provision of adequate sight distance
• Providing adequate corner radii
• Providing sufficient turning radii
• Flaring approaches towards intersections
• Providing channelizers/division islands
• Providing pedestrian and cyclist crossing facilities
• Bus stops near junctions to be re-located
• Providing signs/lane-markings/lighting

Potential Benefits:
Implementation Period: The proposed traffic management measure will reduce traffic conflicts and delay
 2018-2021 at junction, ensure smooth traffic manoeuvring, enable safe pedestrian
movements and crossing with minimum cost

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 4 Project Title: Traffic and Pedestrian Management Measures

Project Type: Short Term Length: 664 Km
Location:
Block Cost: Rs 33.2 Crores
- All mobility corridors

Detailed Description:

- Traffic control devices such as:

• Centre line,
• Traffic lane lines,
• Stop lines,
• Pedestrian crossings,
• Parking space limit,
• Kerb marking for visibility,
• Obstruction marking etc
All the traffic signs should be facilitated as per the guidelines provided in
IRC:67-2001.

Implementation Period: Potential Benefits:

 92% in 2018-2021 Benefits include smooth traffic flow, vehicle safety especially for night time driving
 Remaining in 2021-2031 and pedestrian safety.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 5 Project Title: Provision of Pedestrian Zones and Pedestrian Infrastructure
Project Type: Short Term Quantity: 4 Nos
Location:
- Sitabuldi
- Mahal Block Cost: Rs 8 Crores
- Itwari
- Sadar

Detailed Description:

The restriction on vehicular movement partially or consider it

for vehicle free zone or vehicle restriction zone for limited
period in a day.

Implementation Period:
Potential Benefits:
 2018-2021: 1905
Benefits include pedestrian safety, and community based development.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 6 Project Title: Bus Augmentation

Project Type: Medium Term Quantity: 6827 Nos
Location:
Block Cost: Rs 20480 Crores
- NMC

Detailed Description:

Augmenting the buses based on population and phasing out

of old buses

100% Electric buses

Implementation Period:
Phase I: 2018-2021: 2058 Potential Benefits:
Phase II: 2021-2026: 2168 Benefits include smooth traffic flow, reduced dependency on private vehicles, reduction in pollution.
Phase III: 2026-2035: 2601

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 7 Project Title: FOB/ Walkways

Project Type: Medium Term Quantity: 10 Nos
Location:
Block Cost: Rs 100 Crores
- NMC

Detailed Description:

Providing safe pedestrian crossing.

Potential Benefits:
Implementation Period: 2018-2021
Safe Pedestrian Facilities

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 Comprehensive Mobility Plan Nagpur (2018)

Project Title: Bus transport Plan - Bus shelters (City bus

Project No: 8
service)
Project Type: Medium Term Quantity: 45 Nos
Location:
Block Cost: Rs 45 Crores
- At multiple locations in the city

Detailed Description:

Well designed and integrated bus shelters to improve the connectivity as well
as the integration of different public transit modes.

Potential Benefits:
Implementation Period: 2021-2031
Increased accessibility to public transport modes

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 9 Project Title: Off Street Parking

Project Type: Medium Term Quantity : 5 Nos
Location:
Block Cost: Rs 50 Crores

Detailed Description:

Potential Benefits:
Implementation Period: 2018-2021 When the project is implemented, it is possible to ban parking on the roads in the
vicinity. This will improve the traffic circulation in the CBD areas.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 10 Project Title: ITS (Control room / PIS and Traffic Information)
Project Type: Medium Term Quantity : 1 No
Location:
Block Cost: Rs 25 Crores

Detailed Description:
Shall offer a highly capable and automated transit management
platform, which shall enable modern city bus services to provide high
level of service along with high operational efficiency

Potential Benefits:
Implementation Period: 2018-2021
: Improved Safety, efficiency, mobility and accessibility

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 11 Project Title: Bus Depot and Workshop

Project Type: Medium Term Quantity : 4 Nos
Location:
Block Cost: Rs 80 Crores
- Various locations in the city

Detailed Description:

Modernization of existing bus depots and terminals and provision of new

depots and terminals shall be taken up for efficient operations. The proposed
depots shall also have an integrated terminal facility thus acting as origin or
destination points for the future routes and minimizing dead mileage.

Potential Benefits:
Implementation Period: 2021-2031 Upkeep and maintenance of public buses, Increased efficiency of the bus
system.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 12 Project Title: ROBs

Project Type: Medium Term Quantity : 5 Nos

Location:
Block Cost: Rs 125 Crores
Boregaon, Mahadula, Suadevi, Kamptee and Kapsee

Sheet title

8 Road Network in

1 2 Nagpur

D Project name:
Comprehensive
Mobility plan, Nagpur
C
B A
7 Sitabuldi
3 Legend:

Detailed Description: Proposed Semi

Ring Road

Elimination of rail crossings by providing rail over bridges

Rings

Radials
6
4 Rail over
Bridge

0 10 20

Buti Bori MIDC

Potential Benefits:
Implementation Period: 2021-2026
Enables continuous traffic movement

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 13 Project Title: Redevelopment of Bus terminals

Project Type: Medium Term Quantity : 4 Nos
Location:
Block Cost: Rs 140 Crores
At multiple locations in the city

Detailed Description:

Potential Benefits:
Implementation Period:
The project is intended to organize/manage the public transport buses traffic in
2018-2021 – 200 Nos
the town in a better way. This proposal will help to avoid haphazard parking on
2021-2026 – 96 Nos
the roads as well as reduces delays and queuing .

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 14 Project Title: Bicycle Sharing Scheme - Docking Stations

Quantity:
Project Type: Medium Term Main Docking Station - 9 Nos
Sub Docking Stations – 75 Nos
Location:
Block Cost: Rs 12 Crores
- At multiple locations in the city and at metro stations

Detailed Description:

Public Bike sharing systems are required so that the cycle users can rent the
bicycles and travel across the city

Implementation Period:
Potential Benefits:
2018-2021: 9 Main Docking Stations and 31 Sub docking Stations
Easy access to metro users and hence increase in metro ridership
2021-2031: 44 Sub docking stations

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 15 Project Title: Truck Terminals

Project Type: Long Term Quantity : 5 Nos
Location:
• Koradi
• Kamptee
• Kapsi Block Cost: Rs 100 Crores
• Gumgaon
• Gondakhari

Sheet title
Freight Network in
Nagpur

Project name:
Comprehensive
Mobility plan, Nagpur

Legend:

Proposed Freight

Detailed Description: Corridor

Rings

The fright terminals should have atleast 50 truck parking spaces and all Radials

Fright

ancillary facilities Terminals

0 10 20

Buti Bori MIDC

Potential Benefits:
Implementation Period: 2021-2031 The project is intended to organize/manage commercial traffic in the town in a
better way. This proposal will help to avoid haphazard parking of trucks on the
roads. Also it will add economic benefits to the surrounding area.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 16 Project Title: Multi modal transit hubs

Project Type: Long Term Quantity : 9 Nos
Location:

1. Mor Bhawan Bus Terminal

2. Sitabardi Bus Terminal
3. Ganesh Peth Bus Terminal
4. Chatterpati Bus Terminal Block Cost: Rs 90 Crores
5. Ravi Nagar Bus Stop
6. Nagpur Railway Station
7. Ajni Railway Station
8. Kamptee Railway Station
9. Nagpur Airport
Detailed Description:
 An integrated terminal facility with adequate facilities
and amenities to cater to the requirements of all user
groups.
 A mixed-use development with shopping, office
spaces and other commercial activity to enable
people to fulfill all the needs by using public
transport.
 Provision of Park-and-Ride facility to encourage the
use of public transport.

Potential Benefits:
Implementation Period: 2018-2021 Reduction in Vehicular traffic, congestion on roads, vehicular emissions and therefore increase in
speed

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 17 Project Title: Missing Links/New Links

Project Type: Long Term Length ; 50 Km
Location: Outer ring road
Block Cost: Rs 500 Crores

Sheet title

8 Road Network in

1 2 Nagpur

D
Detailed Description: Project name:
Comprehensive
Mobility plan, Nagpur
C
B A
Major Rings 7 Sitabuldi
3 Legend:

A. Chandrapur Nagur road – Tekdi Road Proposed Semi

Ring Road

B. W High Court Road – Mescobagh raod – Dr Ambedkar raod – Ajni Road Rings

Radials

C. Inner Ring road 6

4 Rail over
Bridge
D. Outer New ring* (Existing part ring = Gondakkhairi – Hingna – Gavsi
Manapur – Umergaon – Kapsi BK,
5
Proposed part ring = Gondakkhairi – Dahegaon – Mahadula - Kamptee )

0 10 20

Buti Bori MIDC

Potential Benefits:
Implementation Period:
Addition of few missing links and widening of the mobility corridors will help to
2018-2021
reduce the traffic volume and hence to increase the travel speed.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 18 Project Title: Medium Capacity Mass Transit System

Project Type: Long Term Length: 22.5 Km
Location:
1. Katol Road
2. Koradi Road Block Cost: Rs 450 Crores
3. Umred Road
4. Amaravathi Road

Sheet title
Mass Transit Corridors in
Kanhan River Nagpur

Project name:

Koradi Road
Comprehensive
Automotive Square Mobility plan, Nagpur

Prajapati Nagar
Dattawadi
Detailed Description: Transport Nagar Legend:

High Capacity

A bus based (medium capacity) transit system to connect the regions to the Vasudev Nagar
Lokmanya Nagar
Transit System
Phase 1

High Capacity
city. Transit System
phase 2

Medium Capacity
Hingna
Transit System

Metro City

0 10 20

MIDC ESR

Potential Benefits:
Implementation Period:
Identified mobility corridors will help to reduce the traffic volume and hence to
2018-2021
increase the travel speed, increase dependency on public transport.

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 Comprehensive Mobility Plan Nagpur (2018)

Project No: 19 Project Title: High Capacity Mass Transit System

Project Type: Long Term Length ; 88.1 Km
Location:
1. Automotive Square to Khapri Station
2. Pardi to Mount View (Hingna)
3. Automotive Square to Kanhan River
4. Prajapati Nagar to Transport Nagar Block Cost: Rs 35240 Crores
5. MIHAN to MIDC ESR
6. Lokmanya Nagar to Hingna
7. Vasudev Nagar to Dattawadi

Sheet title
Mass Transit Corridors in
Kanhan River Nagpur

Project name:

Koradi Road
Comprehensive
Automotive Square Mobility plan, Nagpur

Detailed Description: Dattawadi

Prajapati Nagar
Legend:

A rail based (high capacity) transit system to connect the major destinations in
Transport Nagar
High Capacity
Transit System
Vasudev Nagar Phase 1

the city. Lokmanya Nagar

High Capacity
Transit System
phase 2

Medium Capacity
Hingna
Transit System

Metro City

0 10 20

MIDC ESR

Implementation Period: Potential Benefits:

2018-2021: 39.8 Km Identified mobility corridors will help to reduce the traffic volume and hence to
2021-2031: 48.3 Km increase the travel speed, increase dependency on public transport.

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 Comprehensive mobility Plan Nagpur (2018)

Urban Mass Transit Company Limited

2nd Floor, Corporate Tower, Ambience Mall, Gurgaon 122002, Tel: +91 124 4716300 Fax: +91 124
4716248
Email: umtc@ilfsindia.com Website: www.umtc.co.in

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