Bus procurement

IMPROVEMENT OF PUBLIC TRANSPORT BY PROCUREMENT OF
PUBLIC TRANSPORT

2 DETAILED PROJECT REPORT (DPR)
STAGE 2 - INTERIM PRESENTATION
 INTRODUCTION AND BACKGROUND
 VISION
 SCOPE OF WORK & OBJECTIVES
 CONTENTS OF DPR
 METHODOLOGY AND APPROACH
 FINANCIAL PLAN ASSUMPTIONS & METHODOLOGY
 PROJECT TOWNS
- BUS SYSTEMS PLANNING - CITY WISE – ROUTE & FLEET ASSESSMENT
- FINANCIAL VIABILITY
 SUMMARY FOR PACKAGE 1 CITIES – FLEET AND FINANICAL VIABILITY
 CLARIFICATIONS OF COMMENTS GIVEN IN INCEPTION STAGE PRESENTATION
 RECOMMENDATIONS
Presentation Outline

Under JnNURM (extended), MoUD will provide funds to Indian cities on a first
come first serve basis with reservations for North east and hilly states
NUTP 2006
JNNURM 1
Reforms
JNNURM extended
Bus
Procurement
(15000)
525 Buses
For 4 Cities of M.P
SPV Constitution
Bhopal
225
Indore
175
Jabalpur
75
Ujjain
50
2 Packages
20 Cities
Ancillary
infrastructure
Package 1 – 10 cities
 Indore
 Ujjain
 Dewas
 Burhanpur
 Morena
 Kahndwa
 Bhind
 Chhindwara
 Guna
 Shivpuri
 10000 buses on first come
first serve basis (about 2000
buses for Northeast and hilly
states
 Support for Intra city buses,
inter city buses and ancillary
infrastructure
Madhya Pradesh
(Estimated 1000 buses)
Routes / Cluster
Identification
Reforms
Bhopal
225
Indore
175
Jabalpur
119
Ujjain
89
Original Sanction request
Actual Sanction

Madhya Pradesh is one of the largest state in India, centrally located with great
accessibility
Parameters
Madhya Pradesh
Capital Bhopal
Geographical area (sq. km) 308,000
Administrative districts 50
Population density
(persons per sq. km)
296
Total population (million)*
Male population (million)*
Female population (million)*
72.6
37.6
35.0
Literacy rate (%)* 70.6
Sex Ratio 930
 Madhya Pradesh is located in central India. The state is bound on the north by Uttar Pradesh, the east by
Chhattisgarh, the south by Maharashtra and the west by Gujarat and Rajasthan.
 The most commonly spoken language of the state is Hindi. English and Marathi are the other languages used.
 Bhopal, Indore, Gwalior, Jabalpur and Ujjain are some of the key cities of the state.
Sources: http://www.mapsofindia.com/maps/madhyapradesh/
* Provisional Data 2011Census

Urban Administration and Development Department (UADD) identified 20 towns in MP
for procurement of public transport modes under JnNURM under two packages
 Urban Administration and Development Department (UADD) is the nodal department for Urban
Transport and traffic related matter in Madhya Pradesh. The Department is interested in
improving situation of public transport by organized operation of Public Transport modes
(Buses/Mini buses and/or Para transit and IPTs) in cities of Madhya Pradesh.
 The following cities in MP were divided into two packages:
Package 1 Towns
1. Indore
2. Ujjain
3. Dewas
4. Burahanpur
5. Khandwa
6. Morena
7. Bhind
8. Guna
9. Shivpuri
10. Chhindwara
Package 2 Towns
1. Vidisha
2. Sagar
3. Murwara (Katni)
4. Satna
5. Rewa
6. Singrauli
7. Ratlam
8. Bhopal
9. Jabalpur
10. Gwalior

The focus of Package 1 of the project is on 10 major towns in the state of Madhya
Pradesh
1. Indore
2. Ujjain
3. Dewas
4. Burahanpur
5. Khandwa
6. Morena
7. Bhind
8. Guna
9. Shivpuri
10. Chhindwara
Location of 10 identified towns in Package 1
As we can see the location of these cities (districts) are contiguous as far as possible in order
to obtain efficiency in 1) Data collection (primary surveys) and 2) Cluster route formulation

Out of 10 cities under Package 1, only Indore and Ujjain has organized public
transport services at present
1.791.811.901.972.002.012.10
2.89
5.15
4
22
23
2
0
1
3
5
BurhanpurDewasUjjainIndore
Population
(inlakhpersons)
ShivpuriGunaChhindwaraBhindKahndwaMorena
21.60
Population (2011 census)
City
Population
(in lakhs)
Urban Transport
Services
Types of mode
(Public Transportation)
CDP CMP /CTTS
Indore 21.60 Organized BRTS, City Buses, Minibus, Magic,& Auto Yes Yes
Ujjain 5.15 Organized City Buses, Magic, Auto, Bhatt Yes Yes
Dewas 2.89 Un Organised Auto, Magic Yes No
Burhanpur 2.10 Un Organised Magic, Auto, Bhatt Yes No
Morena 2.01 Un Organised Vikram, Magic Yes No
Kahndwa 2.00 Un Organised Auto, Magic Yes No
Bhind 1.97 Un Organised Auto Yes No
Chhindwara 1.90 Un Organised Auto, Jeep Yes No
Guna 1.81 Un Organised Auto , Magic Yes No
Shivpuri 1.79 Un Organised Auto , Magic Yes No
Population (Urban agglomeration) – Package 1 towns

Under JnNURM, GOI vision is to provide “Organized public transport system in
small and medium size cities of India”
Provision of organized
public transport in
small and medium size
cities of
Madhya Pradesh
Reforms
Sustainable and Environment
friendly
Policy, Planning & Long term
strategy
Financially viable
Congestion and
pollution reduction
Safe and Reliable

Organized Public transport in Madhya Pradesh
Cities with Organized Public
transport system in Madhya
Pradesh
Package 1 towns
Package 2 towns
Once the bus operations starts in
20 identified towns in MP, the
state will have about ~ 60%
coverage in terms of organized
bus transport system

The scope of work for the project has been divided into four phases
1. Inception
Report
2. Interim Report
3. Draft Final
Report (Policy
Reforms and
Procurement)
4. Final Report
(Implementation,
O&M and
handover
 Detail study of RFP,
Guideline and Model DPR
 Secondary data collection
 Preparation of base maps
 Site Visit &
Reconnaissance surveys
 Methodology & approach
for DPR report
preparation
 Timeline for the project
 Existing Public Transport
Demand assessment
• Existing city and
regional buses
• IPT services
• NMT services
 Surveys
 Propose Route network
 Propose mode and fleet
required
 Identification of cluster
 Need of ancillary
Infrastructure
 Business model – FOP
 Policy reforms &
Procurement assistance
 SPV Formulation
 Role definition, JnNURM
reforms and assistance
 Stakeholder consultation
 Operation and
maintenance of buses
 Successful transfer to the
city level authority (SPV)
Phases of the
project
This presentation is for the work
carried out under the Interim
report stage (stage 2)

Objectives of the interim stage (stage 2) of the DPR
1. Intra city
bus system
planning
2. Inter city
(clusters)
bus system
planning
3. Ancillary
Infrastructure
 City wide
network
(RRP)
 Trunk &
feeder
Routes
 Regional
connectivity
 Cluster
identification
 Bus Depots,
Terminals
 Bus stops
 ITS
 ETVM
Outcomes
 Route
Identification
including
rationalization
plan
 Fleet size
estimation – Type
and mix
 FOP (Financial
and Operational
Plan)
 Viability of the
system including
need for
VGF/Grant
 Proposed Model
for Bus contracts
– Gross Cost or
Net Cost
4. Financially sustainable public transport mode

The DPR report (Interim Report – Stage 2) has been divided into 5 sections
5. Urban Transport
Reforms
4. Financial
Resources Plan
3. Proposed
Operation Plan
2. Public Transport
Characteristics
1. City Profile
1. Background
2. Approach
3. Methodology
4. Fleet Assessment
Methods
5. Strategy for Route
Rationalization of
IPT/ Para-transit
system
6. Proposed Fare
Structure
7. Contracting
Mechanism for
operation of buses
(public/private)
1. Background
2. Spatial growth and
regional setting
3. Climate
4. Linkages &
Connectivity
5. Demographic
Profile
6. Urban Economy
7. Land use
Distribution
8. Transport Network
Characteristics
9. Vehicular growth
and composition
10. Review of
Comprehensive
Mobility Plan
(CMP/CTTS study)
11. Urban Governance
and Institutional
Framework
1. Introduction
2. Existing City Bus
System
3. Existing fare
structure
4. Taxation on public
transport
5. Existing
Institutional Setup
for City Bus
Operations
6. Support
Infrastructure
7. Intelligent Transport
system
1. Capital Cost &
Ancillary
Infrastructure Costs
2. Financial
Sustainability
3. Steps for financial
sustainability of
operation and
maintenance
1. Special Purpose
Vehicle
2. Unified
Metropolitan
Transport Authority
(UMTA)
3. Urban Transport
Fund
4. Advertisement
Policy
5. Parking Policy
6. Transit Oriented
Development (TOD)
Policy
7. Traffic Information
and Management
Centre
8. Regulatory
Mechanism for the
Periodic Revision of
Fares
9. Proposed Timelines
for Reforms

Key focus of the interim report is on assessment of routes, fleet and preparation
of the financial plan for bus procurement
Routes
 Inter City
 Intra City
Mode type
Ancillary Infrastructure
 Bus Depots, Terminals
 Bus stops
 ITS
 ETVM
Cluster Identification
 Regional connectivity
 Cluster identification
Midi Buses Standard Buses
Route Network Identification
 Intra City Routes
 Route Rationalization Plan
 Last mile connectivity
Fleet assessment
 Bus fleet type and mix
Articulated Buses (A/C)
(also known as Premium or
Hybrid Buses)
Mini Buses
 Low Floor 400mm
 Semi Low Floor 650 mm
 Semi Low floor 900 mm
 Available in both - A/C and
Non A/C
Financial Analysis
 FOP (Financial and
Operational Plan)
 Viability of the system
including need for
VGF/Grant

We have adopted the following methodology in order to fulfill the
requirements for DPR preparations …
 Site visit to the
cities/towns
 Reconnaissance of
the existing
infrastructure –
bus depots, bus
routes, bus
terminals
 Meeting with the
relevant
stakeholders – bus
operators, booking
manager etc.
Demand
assessment
Primary surveys
to assess existing
condition in the
cities
Onboard
discussion with
Officials at state
and city level
Review/Analysis
of secondary
data
Reconnaissance
survey
1 2 3 4 5
 CDP
 CMP/CTTS
 IBEF reports
 Master/Developm
ent Plan
 Census Handbook
 Principal Secretary
 Commissioner
 OSD Transport
 Commissioner -
Municipal
Corporation
 CMO
 RTO
 CEO - SPV
 Classified Traffic
Volume counts
 Origin-Destination
survey
 Occupancy surveys
 Existing Regional
Bus ridership data
collection
 Bus
Stand/Depot/Termi
nal Surveys
 Stakeholder
consultation viz.
operators and
depot staff
 On-board
interaction
 3 methods of
assessment.
 Method 1 – Based
on ‘Travel Demand
Characteristics'
on ‘Increased
Frequency on
existing routes’
on ‘new proposed
routes7’
 Proposed modal
shift
 Ridership
estimation
Inception Stage (1) Interim Stage (2)

… which has been divided into 4 stages.
 Bus Depots,
Terminals
 Bus stops
 ITS
 ETVM
Frame policies
and reforms as
per directions
from MoUD
Model for
contracting
mechanism
based on
analysis of
existing SPV’s
Business model
framework
Proposal for up
gradation, new
infrastructure
and route
rationalization
study
Identification of
additional
infrastructure
required
6 7 8 9 10
 Up gradation of
services on existing
routes
 Proposed new
routes in the city
 Proposal for feeder
system
 Cluster route
identification to
connect nearby
towns
 Market survey for
rolling stock and
Bill of quantities
 Fare fixation
 Estimation of
sources of revenue
 Estimation of
operational and
maintenance cost
based on
assumptions from
existing
operational SPV
 IRR calculations
 Steps for financial
sustainability
 Bus procurement
and contracting
assistance
 Review of existing
SPV structure
 SPV Formulation
and advice
 SPV Formulation
 Role definition,
JnNURM reforms
and assistance
 Stakeholder
consultation
 Strategy for
implementation
 O&M and
Handover to the
SPV
Interim Stage (2) Stage (3) & (4)

The model DPR by GOI proposes three methods to assess the demand (thus required bus
fleet size) without any reservations for any particular method.
Method 1
Step # Population in 2011
A. Per Capita Trip Rate (PCTR)
B. Average Trip Length in kms
C. Total Trips (excluding walk trips)
D. Desirable PT share in % (given as in Table 3-2)
E. Public Transport Trips (CxD)
F. Passenger Km (BxE)
G.
Supply km (Fleet required x average vehicle utilization x
Capacity of Bus)
H. Fleet Required (F /G)
Based on ‘Travel Demand Characteristics’
City Population
(millions)
Mass
Transport
Bicycle
Other
Modes
0.10 - 0.50 30 - 40 30 - 40 25 - 35
0.50 - 1.0 40 - 50 25 - 35 20 - 30
1.0 - 2.0 50 - 60 20 - 30 15 - 25
2.0 - 5.0 60 - 70 15 - 25 10 - 20
5.0 + 70 - 85 15 - 20 10 - 15
Source: Ministry of Urban Development, Government of India, New Delhi.
1998. Traffic and Transportation Policies and Strategies in Urban Areas in
India. Final Report
Method 2 Based on ‘Increased Frequency on existing routes’
Method 3 Based on ‘new proposed routes’
 The fleet requirement for city bus operation based on the finalized corridors and routes may also be assessed by
reducing the headway on the present routes.
 Net additional fleet required = Total Fleet Required - Existing Fleet

FINANCIAL PLAN ASSUMPTIONS & METHODOLOGY

A general methodology has been prepared in order to assess the financial
viability along with preparing a financial and operational plan (FOP)
 Based on the analysis of required number of buses a Financial and Operational Plan (FOP)
has been prepared for each city. The major components of FOP are as follows:
Income
Expenses
 Fare
Revenue
 Non- fare
Revenue
 Fuel
 Manpower
 Maintenance
 Insurance
 Depreciation
Capital Cost
Assumptions
 Bus Fleet Cost
 ITS Facilities
Cost
 Depot and
Terminal
Development
1 3
4
General
Assumptions
 Operating
Assumptions
 Rate
Assumptions
 Passenger
Capacity
 Cost of bus ( Rs)
 Bus Type / No.
of buses
 Escalations
 Other
Assumptions
 Basis for Non-
Fare Revenue
2
Financial
Summary
Outputs
 Net Surplus /
Deficit
 Cash flow
 IRR without
grant (in %)
 IRR with grant
(in %)
5

Contract mechanism for Bus concessions to private sector
 Complete financial control
with city/SPV which helps
in better management of
operations
 Financial risk on city/SPV
necessitates dedicated
attention on PT operations
in terms of leadership,
internal capacity etc.
 Ticketing is independent of
bus operations
 Easy to link per kilometer
rate with fuel price hike, as
it is independent of fares
Gross Cost Model Net Cost Model
 Operator is responsible for bus operations and
maintenance (including fuel, manpower, repairs,
spares etc.) only – payment is @ pre-decided per km
rate
 City/SPV is responsible for developing schedules,
tracking and monitoring of operations, fare collection
and distribution of revenue
 Operator is responsible for bus operations and
maintenance (incl. fuel, manpower, repairs, spares
etc.) and fare collection
 Operator pays a pre-decided premium per bus per
month to city/SPV
 City/SPV is responsible for developing schedules,
tracking and monitoring of operations
ADVANTAGES
 Financial burden on
city/SPV to cope with any
deficits (which is
inevitable)
 Delinking per kilometer
rate from fare price, leads
to added burden on
city/SPV each time there is
a hike in fuel price
DISADVANTAGES
 No investment required from
city / SPV
 Very quick and easy to
implement
 No financial risk on city/SPV
 Operators have almost
complete decision making
independence
 Bus operations, maintenance
and ticketing are all with
same agency, therefore
easier for city/SPV to manage
and monitor
 Ideal model for cities with
less/no funding availability,
who are starting PT services
ADVANTAGES
 Complete financial risk on
operator may lead to
unviable operations, resulting
in decline of service quality /
stoppage of service
 No active role of city/SPV in
operations leads to loss of
practical control
 Fuel price increase
(inevitable) is difficult to
build-in in Net Cost model
since fare increase cannot
practically be linked directly
to fuel price increase
DISADVANTAGES

Contract mechanism for Bus concessions to private sector … (2)
 At present city bus services in MP are under a Net cost model
 Indore BRTS is operating under Gross Cost Model
 Ahmedabad BRT is also operating under Gross Cost Model

Financial and Operational Assumptions (1)
Bus Type / No. of buses Cost of Buses
Passenger Capacity & Rate Assumptions (in INR) Operating Assumptions
Standard Semi Low Floor AC Buses (upto 900 mm) 114
Standard Non A/C Diesel Midi Bus 80
Articulated Buses 5
Fare (Rs./ km)* 1.2
Usage (Km/Day) 180
Fuel Type Diesel
Fuel Efficiency kmpl 4
Standard Semi Low Floor AC Buses
(upto 900 mm)
48 Lakhs
Standard Non A/C Diesel Midi Bus 25 Lakhs
Articulated Buses 120 Lakhs
Maintenance Cost/ km 5.5
Standard Semi Low Floor AC Buses (upto 900 mm) 40
Standard Non A/C Diesel Midi Bus 24
Articulated Buses 75
Diesel per liter 58.00
Cost of Driver per month 15,000
Cost of conductor per month 10,000
Cost of maintenance staff per month 22,000
Useful Life of Buses (in Lakh-km) 8.5
Driver/ Bus 2.5 nos.
Conductor /bus 2.5 nos.
Maintenance staff/ bus 0.5 nos.
Reduction in fuel efficiency 2% p.a
Fleet utilization ( First year) 96%
Load Factor (First year ) 68%
Increase in Load factor 3% p.a.
Max Load factor 75%

Financial and Operational Assumptions (2)
Escalations (per annum) Other Assumptions
Non- Fare Revenue assumptions
Manpower cost 7.5 %
Fare Rates 12.0 %
Advertisement Revenue 5.0 %
Fuel cost increase 5.0 %
Maintain cost 10.0%
Depreciation Rate 10%
Salvage value of old Bus (Rs) 2.5 Lakhs
Residual value for Depots 50%
Insurance 3% of Capital value
Other maintenance cost 5% of Capital value
% of Fare Revenue (First Year) 20%
Annualized increase 7.50%

Funding mechanism for bus procurement
 Government of India's Jawaharlal Nehru National Urban Renewal Mission (JnNURM)
to become a source of financing for the procurement of new buses nationwide.
 Depending on the size of the city, support will also be provided by the state
government and urban local bodies (ULB)
Cities with 1.0 + million population Cities with population less than 1.0 million
30.00%
20.00%
50.00%
Urban Local Body (ULB)
State Govt.
JnNURM (Central Govt.)
 For articulated buses – the share of State govt. and
ULB is 30% and 20% respectively
 Central govt. (JnNURM) will provide an assistance
of INR 1.0 crore for ancillary infrastructure
development and ITS facilities costs
20.00%
80.00%
State Govt.
 In case of cities with population less than 1.0
million, 80% of the financial support required will
be provided under JnNURM and remaining 20% will
be state govt. responsibility
 Central govt. (JnNURM) will provide an assistance
of INR 1.0 crore for ancillary infrastructure
development and ITS facilities costs

Indore city – recent happening in the context of bus transport system
 Indore BRTS system has been
nominated as one of the four
projects for Sustainable transport
awards to be held in Washington
DC on 14th January 2014
 The four projects are from the
following cities/countries:
1. Argentina – Buenos Aires
2. China – Lanzhou
3. India - Indore
4. South Korea – Suwon
 These awards are given by ITDP
(Institute for Transport
Development and Policy)
 There has been a PIL (Public Interest Litigation) filed
by a person know as Kishore Kodwani against the
operations of the Indore BRT system.
 Indore BRT system which begun its operations in
August 2013 is now being used by all the modes of
transport plying on that corridor including cars.
 His argument is that the road space allocation (road
width) occupied by dedicated bus lanes for BRT
corridor operations is not equitable – there are 2-3
lanes of width for dedicated bus lanes which carries
around 20,000 passengers daily at present but only 4
lanes of width for the other traffic which carries much
higher number of vehicles/traffic.
 The High court in response to PIL formed an expert
committee (with experts from IIM, IIT, expert legal
advisor) to examine this issue.
 It has been announced that the committee has
recently submitted their reports to High court and
they have suggested that the BRT corridor should only
be used by the buses operated by the company “ibus”
(the SPV)
UPSIDES
UNCERTANITIES

INDORE
UJJAIN
DEWAS
BURHANPUR
KHANDWA
MORENA
BHIND
GUNA
SHIVPURI
CHHINDWARA
PROJECT TOWNS

Indore city is the most prominent commercial hub of Madhya Pradesh and
the district headquarter of Indore district.
 Population : 1.992 million – IMA (as per 2011
census)
 IPA population (as per 2011 census) : 2.29 million_
 Municipal Area: 134 sq.km
 Modern Dynamic commercial capital of the state
 Divisional and district headquarter
 Business capital of Madhya Pradesh
 Direct linkages with Mumbai, Bhopal and Delhi
 Midway on Mumbai Agra Highway-NH3
0
10
20
30
40
50
603.0
2.5
2.0
1.5
1.0
0.5
0.0
0.83
1971
0.57
1961
0.36
1951
0.31
Population(inmillions)
DecadalVariation(%)
2001
1.64
1991
1.10
1981 2021
2.79
2011
1.99
Population Decadal Variation (%)
Indore Municipal Area Population
Source : CMP Indore

Indore city at present occupies about 10725 ha of area with about 50%
residential land use
52.77%8.14%
4.32%
8.91%
11.47%
14.39%
Residential
Recreational
Commercial
Industrial
Public & Semipublic
Transportation
Indore Land use distribution - 2011
Source :Development Plan-2021

Organized Public Transport System
AICTSL (SPV)
~ 80 City
Buses (12
Routes)
1 Route
including 20
AC Buses
BRTS
Private Party
Operators
IPT Routes
1 Trunk (BRT) Route
12 Standard route
400-500 City permits
600-700 Route
permits
Indore city has organized public transport system with one BRTS corridor

Methodology adopted for Demand assessment … (1)
 Primary surveys were conducted along the outer cordon locations in order to assess the traffic
characteristics entering the Indore city.
 The following surveys were carried out :
1. Classified traffic volume counts – 24 hours x 1 day]
CTVC was used to assess the magnitude of traffic (Vehicles/PCU) entering the city along with the
traffic type.
2. Origin Destination surveys
OD surveys were conducted at the same location where CTVC were done. The survey instrument
used was RSI (road side interviews) by use of a OD typical survey format. Due consideration was
taken into account to achieve an acceptable sample size for urban corridors. The information
collated from analysis of OD surveys were:
- Origin and Destination of the trip including the nearby towns/villages
- Trip purpose
- Occupancy
- Average trip length

Methodology adopted for Demand assessment … (2)
3. User opinion surveys
- User opinion survey was also conducted along with the OD survey. The key outcome is to
understand the willingness to shift mode and willingness to pay for organized public transport
system.
 Definition of the study area around the bus corridors (a globally acceptable standard 500 meters
on both side of the corridor was taken as the potential catchment area of the routes.
 We estimated the travel demand based on the: 1) Analysis of traffic surveys 2) Catchment area
density and 3) willingness to shift to organized bus transport system
 Bus headway along the existing route was reduced (if needed) in order to assess the
requirement of additional buses along he existing corridors
 For the proposed bus routes a headway was proposed in order to meet the demand for that
corridor
 Peak hour demand was estimated and converted that Daily demand by using Peak hour to Daily
ratios (PHD ratios) for each route.
 Based on the assessment of required headway and peak hour demand the fleet size was
calculated (the assumption for lad factor and sitting capacity of bus type was taken into account
as well)
 In the end the total no of fleet size was calculated by assuming 90% fleet utilization.

Primary Survey locations along the outer cordon – Incoming vs. outgoing PCU
1
SH-27 (NEAR MR -10 )
Outgoing
12,520
Incoming
10,469
8
BY PASS (NEAR
MANGLIYA)
Outgoing
22,016
Incoming
16,513
7KHANDWA ROAD
(NEAR CDITM TOLL)
Outgoing
7,547
Incoming
9,080
6
NH 59A (NEAR
GIRIRAJ BAG)
Outgoing
3,895
Incoming
3,955
2AIRPORT ROAD (NEAR
GANDHI NAGAR)
Outgoing
5,271
Incoming
5,400
3
DHAR ROAD (NEAR
CHOITHRAM NETRALAYA)
Outgoing
24,175
Incoming
29,220
4
5
PITHAMPUR (NEAR
IIM)
NH 3 (NEAR MEDICAP
COLLEGE)
Outgoing
6,624
Incoming
9,139
Outgoing
24,175
Incoming
29,220
LOCATION
NO.
LOCATION NAME
1 SH-27 MR10
2 Air Port Road (Near
Telephone Exchange
Gandhi Nagar)
3 Dhar Road (Near
Choitram
Netralaya)
4 Pitham Pur (Near
IIM)
5 NH 3 (Near Medicap
Institute)
6 NH - 59A (Near
Giriraj Bagh)
7 Khandwa Road
(Near CDITM toll)
8 By Pass (Near
Mangliya )

Travel Characteristics for Indore City
Traffic & Transport related issues from CMP
 Central city has narrow roads with limited RoW –
reducing accessibility of buses and there is no
provision of public transport in the Fringe areas.
 IPT has grown on an alarming rate giving direct
competition to PT modes thus effecting financial
viability.
 Bus system runs on PPP mode - No private
operator will run the buses on competitive routes
where the major share is taken away by IPT
modes.
 Encroachment: There are a lot of informal
commercial activities which form an integral part
of the sidewalk environment in the study area
such as Jail road - Kothari market area.
 Hawkers, poor maintenance, and parking of
vehicles on the sidewalks disable pedestrians to
walk on the sidewalks in the Study Area.
 28% of the road network has on-street parking
thereby reducing the carriageway width for traffic
and pedestrian movement like Rajwada, Jail road,
Jawahar marg, Siyaganj etc.
Trip length distribution
Modal split
28.00%
17.00%
8.00%
47.00%
Public Transport and IPT
Cycles
Personalized Vehicles (Cars)
Personalized Vehicles (2-Wheelers)
Source : CMP Indore
Modal split
18.00%
38.00%
6.00%
38.00%
Shopping
Education
OthersWork / Business
Trip Purpose

Vehicular growth in Indore city is at around 9% during the past decade with
cars growing at around 13% during the same time.
0.00
0.25
0.50
1.00
1.25
0.75
2009-10
1.06
+9%
Vehicles(inmillion)
2008-09
0.97
2007-08
0.89
2006-07
0.81
2005-06
0.74
2004-05
0.67
2003-04
0.61
2002-03
0.56
2001-02
0.52
Two wheelerCar
Three WheelerBuses (incl. Minibus)
Others
Source: Regional Transport Office, Indore

Absence of control on encroachment/parking
of activities along the road towards Bhawarkua
Poor pedestrian sidewalks and crossing
facilities near Gangwal Bus Stand
Poor road surface quality and absence of
provision of essential sidewalk facilities near HIG
Unauthorized encroachments on the footpath
near Hope Mill
Raised Medians/Barricades to discourage
pedestrian crossing behavior forcing pedestrians
to take U
Poorly designed intersection with inadequate
pedestrian facilities at Palasia Chowk
Traffic and transportation issues – Indore City

Existing Bus Routes in Indore City
Route 1: Tejaji Nagar to Panchwati
Route 2: Khajrana to Bada Ganpati
Route 3: CAT to Gandhinagar
Route 4: White Church to Arvindo Hospital`
Route 5: White Church to Scheme 51
Route 6: Musakhedi to Noorani Nagar
Route 7: Janjeerwala Square to Rajendra Nagar
Route 13: Rajendra Nagar to Janjeerwala Square
Route 9: Sukhaliya to Choitram Mandi
Route 8: Musakhedi to Baunk Village
Route 11: Niranjanpur to Footi Kothi
Route 12: Hawa Bungalow to Bhagirathpura

Demand assessment along the existing routes
Existing Main Routes ( Fleet Augmentation)
S.No.
Route
no.
Route
Route length (in
kms)
Round trip length in
kms
Peak Hour
Demand
Total
Demand
1 2 CAT-Panchwati
18.40 36.80 546 3,300
2 3 Nipaniya-Gandhi Nagar
21.70 43.40 624 3,772
3 4 Vaishali Nagar- Panchwati
19.30 38.60 1,609 9,725
4 5 Arvindo Hospital-Mhow Naka
25.50 51.00 2,340 14,145
5 7 Tejaji Nagar-Gandhi Nagar
18.30 36.60 842 5,092
6 9
Hawa Bungalow- Manavata
Nagar 14.70 29.40 1,620 9,793
7 10 Bombay Hospital- Bada Ganpati
9.60 19.20 156 943
8 11 Gommatgiri-Tejaji Nagar
24.50 49.00 1,170 7,072
9 12 Rajwada-Manavata Nagar
8.60 17.20 208 1,257
10 13 Rajwada-Khajrana Mandir
6.60 13.20 219 1,326
11 17 MR 10 Square- Palda Naka
13.80 27.60 1,620 9,793

Estimating of additional buses required to operate along existing routes
Existing Main Routes (Fleet Augmentation)
S.No
.
Route
no.
Route
Route length
(in kms)
Round trip length
(in kms)
Existing
Headway
(min)
Proposed
Headway
(min)
Average
Speed
(kmph)
Round
Trip time
(with 10
min. halt)
No of
Buses
Required
Existing
Buses
1 2 CAT-PANCHWATI 18.4 36.8 30 20 20
120.4
7 2
2 3 NIPANIYA-GANDHI NAGAR 21.7 43.4 30 20 20
140.2 8
6
3 4 VAISHALI NAGAR- PANCHWATI 19.3 38.6 16 12 20
125.8 11
11
4 5 ARVINDO HOSPITAL-MHOW NAKA 25.5 51.0 15 12 20
163.0 15
12
5 7 TEJAJI NAGAR-GANDHI NAGAR 18.3 36.6 25 15 20
119.8 9
6
6 9 HAWA BUNGALOW- MANAVATA NAGAR 14.7 29.4 13 8 20
98.2 9
11
7 10 BOMBAY HOSPITAL- BADA GANPATI 9.6 19.2 60 20 20
67.6 4
2
8 11 GOMMATGIRI-TEJAJI NAGAR 24.5 49.0 22 15 20
157.0 11
9
9 12 RAJWADA-MANAVATA NAGAR 8.6 17.2 45 20 20
61.6 4
4
10 13 RAJWADA-KHAJRANA MANDIR 6.6 13.2 32 20 20
49.6 3
3
11 17 MR 10 SQUARE- PALDA NAKA 13.8 27.6 13 8 20
92.8 9
11
Required No Of Buses on Existing Routes (A) 90 77

Proposed Bus routes in Indore city
Route 1: Tejaji Nagar to
Panchwati(18.3 Km)
Route 2: Khajrana to Bada
Ganpati(13.1 Km)
Route 3: CAT to
Gandhinagar(13.9Km)
Route 4: White Church to Arvindo
Hospital(14.8 Km)
Route 5: White Church to Scheme
51(17.6 Km)
Route 6: Musakhedi to Noorani
Nagar(13.2 Km)
Route 7: Janjeerwala Square to Rajendra Nagar( 13.2 Km)
Route 13: Rajendra Nagar to Janjeerwala Square(13.2 Km)
Route 9: Sukhaliya to Choitram
Mandi(16.2 Km)
Route 8: Musakhedi to Baunk
Village(13.2 Km)
Route 11: Niranjanpur to Footi
Kothi (18 Km)
Route 12: Hawa Bungalow to
Bhagirathpura (10 Km)
ROUTE 14: IIST to bijalpur
(12.7 km)
Route 15: Rajendra nagar to chandan nagar
tiraha (5.4 km)
Route 16 : Rajiv gandhi square to umrikheda (15.4
Km)
Route 17 : Navlakha to bdia keema (10.0
Km )
Route no 18 : Balgangadhar tilak
square to bicholi mardana (8.2 Km )
Rout 19 : Vijay nagar sq to SAFE college of
pharmacy (11.6 Km)
Route 20 :Satya sai vihar to country club
township (13.4 K m)

SARWATE BUS
STAND
GANGWAL BUS
STAND
NAVLAKHA BUS STAND
JINSI BUS DEPOT
PATEL PRATIMA BUS
STAND
Existing Ancillary structure – Bus terminals
Source : CMP & Development plan Indore
EXISTING BUS TERMINAL
1.SARWATE BUS TERMINAL
2.GANGWAL BUS TERMINAL
3.NAVLAKHA BUS TERMINAL
4.JHINSI BUS TERMINAL
5.PATEL PRATIMA BUS TERMINAL

Bus requirement along the proposed routes in Indore city
PROPOSED ROUTES
S.No. Route no. Route
Route
length
(in kms)
Round trip
length (in
kms)
Headway
(min)
Average
Speed
(kmph)
Round Trip
time (with
10 min.
halt)
Required
number of
buses*
Main Routes
1 1 Tejaji Nagar-Panchwati 18.3 36.6 20 20 119.8 7
2 6 Khajrana Mandir-Bada Ganpati 13.1 26.2 20 20 88.6 5
3 8 CAT-Gandhi Nagar 13.9 27.8 20 20 93.4 6
4 14 White Church-Arvindo Hospital 14.8 29.6 20 20 98.8 6
5 15 White Church-Scheme No 51 17.6 35.2 20 20 115.6 7
6 16 Musakhedi-Noorani Nagar 11.4 22.8 20 20 78.4 5
7 18 Janjeerwala Square- Rajendra Nagar 13.2 26.4 20 20 89.2 5
8 19 Musakhedi-Baunk Village 13.2 26.4 20 20 89.2 5
9 20 Sukhliya-choithram Mandi 16.2 32.4 20 20 107.2 6
10 21 Vrindavan colony - Bicholi Mardana 11.2 22.4 20 20 77.2 5
11 22 Niranjanpur- Futi Kothi 18.0 36.0 20 20 118.0 7
12 23 Hawa bunglow Bhagirathpura 10.0 20.0 20 20 70.0 5
13 24 Rajendra Nagar- Janjeerwala Chauraha 11.5 23.0 20 20 79.0 5
Required No Of Buses on Main Routes (B) 74
14 FR 1 Indore institute of Science and Technology - Bijalpur 12.7 25.0 20 15 111.6 7
15 FR 2 Rajendra Nagar - Chandan Nagar tiraha 5.4 11.0 20 15 53.4 4
16 FR 3 Rajiv Gandhi Square - Umrikheda 15.4 31.0 20 15 133.2 8
17 FR 4 Navlakha-Bdia Keema 10.0 20.0 20 15 90.0 6
18 FR 5 Balgangadhar Tilak Statue Square- Bicholi Mardana 8.2 16.0 20 15 75.4 5
19 FR 6 Vijaynagar Square- SAFE college of Pharmacy 11.6 23.0 20 15 102.8 6
20 FR 7
Jain Nursery ( Near Shri Satya Sai Vidhya Vihar)- Near county Walk
township
13.4 27.0 20 15 117.2 7
21 FR 8 Choithram Chauraha - Chandra Academy (Footi kothi road) 4.9 10.0 20 15 49.0 3
Required No Of Buses on Feeder Routes (C) 46

Location of proposed feeder routes and bus terminals
MR 10 ISBT
NEAR CHOITHRAM
HOSPITAL
AB ROAD NEAR RASOMA
LABORATORY
PROPOSED INFRASTRUCTURE - ISBT
MR10 JUNCTION ISBT
AT AB ROAD NEAR RASOMA LABORATORY
AT RING ROAD NEAR CHOITHRAM HOSPITAL

Proposes cluster Routes for Indore city
N
Hatod
Ushapura
Ranu khedi
Kshipra
Sanwer
Panthpilai
Siloda buzurg
Harinagar
Rau
S No. Cluster Routes
Route length
(Km)
Villages along
the route
1 Indore – Mhow 23  Harinagar
2 Indore – Debalpur 40
 Hatod
 Ushapura
3 Indore – Dewas 35
 Ranu Khedi
 Kshipra
4 Indore – Ujjain 55
 Siloda Buzurg
 Panthpilai
 Sanwer
5 Indore - Pithampura 29  Rau
 Hub & Spoke model has been
adopted for Indore city to formulate
clusters in order to connect the
nearby settlements.
 Ujjain and Dewas are in close
proximity to Indore. The cluster
routes as proposed from Indore to
Ujjain and Dewas will form part (and
responsibility) of the Indore SPV due
to scale of the Indore in context to
Ujjain and Dewas

Bus Fleet requirements for cluster Routes (Indore city)
Assumptions
 Sitting capacity: 40 passengers
 Assumed load factor: 65%
 Maximum Proposed Headway: 20 minutes
 Average Speed : 45 kmph
S.No. Route
Route
length (in
kms)
Round trip
length (in
kms)
Total Daily
demand
Peak Hour
Demand
Round Trip
time (with 10
min. halt)
Required
number of
buses*
1 Indore – Mhow 26.0 52.0 3,931 491 79.0 6
2 Indore – Debalpur 38.0 76.0 5,341 668 111.0 8
3 Indore – Dewas 41.0 82.0 5,142 643 119.0 8
4 Indore – Ujjain 55.0 110.0 6,365 796 157.0 10
5 Indore - Pithampura 29.0 58.0 4,081 510 87.0 6
Required No Of Buses on Cluster Routes 38

Total Bus requirement for Indore - Summary
 Total required buses as per study for Indore city = 248 buses
 Calculations for net fleet requirement:
• Considering fleet utilization of 90% for Indore;
• Bus fleet required = (buses required in operations / 90) * 100
• Bus fleet required = (248/ 90) * 100 =276 buses
• Net fleet required = Bus fleet required – existing buses in good condition
• Net fleet required = 276– 77 = 199 buses
 Considering fleet utilization of 90%, 199 buses would be required for Indore city bus system and proposed in
the DPR
Standard Semi
Low Floor AC
Buses
(900 mm)
114
Standard Non
A/C Diesel
Midi Bus
80
Articulated
Buses
5
Total Buses
199
Total Inter city and Intra City bus requirements = 199 buses

Capital Cost Estimates for Indore city
S No Item
No. of
Units
Cost / Unit Total Cost
1
Up gradation of Terminal (in Acres - 3
Nos.)
6 100.00 600.00
2
Up gradation of New Depot - (in
Acres- 2 Nos.)
3 100.00 300.00
3
Up gradation of old Jinsi Depot (in
Acres)
2 125.00 250.00
4
Development of BRTS Bus Depot (in
Acres)
3 125.00 312.50
5
Development Up gradation of Bus
Shelter (in No.) 160
5.00 800.00
TOTAL COST (C) 2,262.50
S No Type of Bus Number Cost/Unit (in INR Lakhs) Total Cost
1 Standard Semi Low Floor AC Buses (upto 900 mm) 114 48.00 5472.00
2 Standard Non A/C Diesel Midi Bus 80 25.00 2000.00
3 Articulated Bus 5 120.00 600.00
Total No. of Buses : 199 Total Cost Excluding State Govt. Taxes : 8072.00
4 Value Added Tax (VAT) 12.50% 1009
5 Entry Tax 1.00% 80.72
Total Tax 1089.72
Total Cost Including State Govt. Taxes (A) 9161.72
S No Item Total Cost
1 Procurement of ETVM 100.00
2
Installation of Automatic Fare
Collection System
125.00
3
Installation of PIS facilities at
Terminals & Bus Shelters
100.00
4
Installation of Central Control
Room
75.00
TOTAL COST (B) 400.00
Bus Fleet Cost (in INR Lakhs) … (A)
Bus Terminal and Depot Development Cost … (C)ITS Facilities Cost … (B)

Capital cost summary for Indore city
02,563
1002,680
1,900
4,581
2663
State
Govt. (B,C)
State Govt. (A)JnNURM (A)
21.7%
(A) Bus
Fleet Cost
(B,C) ITS and
Bus Terminal
and Depot
Development
Cost
9,162
ULB (B,C)ULB (A) JnNURM (B,C)
77.5%
(A) Bus Fleet cost INR 9161.72 lakhs
(B) ITS facilities cost INR 400 lakhs
(C) Bus Terminal and Depot Development cost INR 2262.50 lakhs
Total Cost (A) + (B) + (C) INR 11,824 lakhs
4,680.86
2,680.41
4,462.95
State Govt.

Revenue projections for Indore city for period of 10 years
10,362
9,252
8,261
7,375
6,585
5,880
5,250
4,687
4,063
3,522
11,713
10,508
9,429
8,463
7,597
6,820
6,125
5,501
4,820
4,227
0
2,000
4,000
6,000
8,000
10,000
12,000
814
AnnualRevenue(inlakhs)
Year 7
757
Year 1
1,1691,087
Year 6Year 2
1,011
Year 5
941
Year 4
875
Year 3
704
+12%
Year 10Year 9Year 8
1,256 1,351
Total Revenue
Fare Revenue
Non- fare Revenue

Expenditure projections for Indore city for period of 10 years
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
41%
Year 2
4,729
1% 0%
17%
40%
42%
Year 1
4,435
1% 0%
16%
AnnualExpenses(inlakhs)
Year 10
8,036
0%0%
21%
42%
37%
Year 9
7,508
0%0%
21%
42%
37%
Year 8
7,020
0%0%
20%
41%
38%
Year 7
6,565
0%0%
19%
41%
39%
Year 6
6,142
0% 0%
19%
41%
39%
Year 5
5,749
5,383 0%
18%
41%
40%
Year 4
1%
40%
43%
0%
1%
18%
40%
41%
Year 3
5,043
1% 0%
17%
40%
+7%
Fuel
Insurane
Manpower
Maintainance (including taxes)
Depreciation

Financial Summary for Indore City (in INR lakhs)
-2,000
0
2,000
4,000
6,000
8,000
10,000
12,000
-208 92
Year 1
INR(inlakhs)
Year 10
3,677
Year 9
2,999
Year 8
2,410
Year 7
1,898
Year 6
1,455
Year 5
1,072
Year 4
741
Year 3
458
Year 2
Revenue
Expenses
Net Surplus
 IRR without grant 4.30%
 IRR with grant 15.4%
Capital Expenditure/ Salvage Value
Buses 497.5
Depots/ Terminal 565.625
ITS 60
Total Salvage Value 1123.125
Net Surplus 15716
Cashflow
Total Cashflow 3892
Grant amount 4680.86
Cashflow with grant 8473.56
 Considering only revenue and expenditure, the project
will only start making profit in Year 2.
 If we include the capital cost the project is not at all
financially viable. Thus there is need for the grant from
the central and state govt. in order to make the public
transport system in Indore financially viable.

Daily Profit/loss per bus operation in Indore city … (1)
 We have estimated daily profit/loss (in INR) per bus operation in Indore city.
 Total number of buses = 199
 Yearly Net surplus = Revenue – Expenditure
 Yearly Profit/Loss per bus operation = Yearly net surplus/total number of buses
 Daily profit/loss per bus operation = Yearly profit/loss / 365
Year 1 2 3 4 5 6 7 8 9 10
Revenue (in INR lakhs) 4,227 4,820 5,501 6,125 6,820 7,597 8,463 9,429 10,508 11,713
Expenses (in INR lakhs) 4,435 4,728 5,044 5,383 5,749 6,142 6,565 7,019 7,509 8,036
Net Surplus (in INR
lakhs)
(208) 92 458 741 1,072 1,455 1,898 2,410 2,999 3,677
Yearly Profit/Loss
per Bus operation
(104,596) 46,394 229,928 372,598 538,553 731,058 953,792 1,210,908 1,507,085 1,847,596
Daily Profit/Loss
per Bus operation
₹-287 ₹ 127 ₹ 630 ₹ 1,021 ₹ 1,475 ₹ 2,003 ₹ 2,613 ₹ 3,318 ₹ 4,129 ₹ 5,062

Daily Profit/loss per bus operation in Indore city … (2)
-1,000
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
10,000
11,000
12,000
-500
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
5,000
5,500
DailyProfit/Loss(inINR)
INR(inlakhs)
Year 10
5,062
3,677
Year 9
4,129
2,999
Year 8
3,318
2,410
Year 7
2,613
1,898
Year 6
2,003
1,455
Year 5
1,475
1,072
Year 4
1,021
741
Year 3
630
458
Year 2
127
92
Year 1
-287
-208
31
Daily Profit/Loss per bus operation (in INR)
Yearly Net Surplus (in INR lakhs)
Expenses (in INR lakhs)
Revenue (in INR lakhs)
Series
Series
Series

Ujjain City Profile
 Population :5,15,215 (census 2011)
 Planning area: 151.82 sq km
 Average growth rate: 31.8%
 Ancient city situated on the eastern bank of the shipra River
 City is very rich in cultural heritage and attracts tourists
from all over India
 It is also home to the Mahakaleshwar Jyotirlinga, one of the
twelve Jyotirlingashrines to the god Shiva
 Ujjain lies on the Ratlam - Bhopal, Indore - Nagda and Guna
- Khandwa railway route.
0
5
10
15
20
25
30
35
40
450.6
0.4
0.3
0.2
0.1
0.0
0.5
0.50
2001
0.43
1991
0.36
1981 2011
0.28
1971
0.21
1961
0.14
1951
0.13
DecadalVariation(%)
Population
Decadal Variation (%)
Population Growth Trend : UJJAIN
Source CDP Ujjain

Shopping
Education
Others
Work / Business
Trip Purpose
Cycles
Modal split
47%
24%
26%
7%
43%
8%
17%
15%
13%
Others
Traffic & transport related issues
 Reduced capacities of major corridors and
roads in core city and market areas due to
encroachments, high proportion of slow-
moving traffic and absence of pedestrian
paths and organized parking facilities.
 Limited coverage of public transport system
and poor quality (like bus terminals and
tempo stops)
Travel Characteristics for Ujjain City
Source : CMP & Development plan Ujjain
0.25
0.00
0.05
0.10
0.15
0.20 0.19
2006-07
0.22
2007-08
0.18
2004-05
0.17
2003-04
0.15
Vehicles(inmillion)
2005-06
Bus
Goods VehiclesTwo Wheeler
Cars
Taxi/ Three Wheelers
Tractor/Jeep/ Trailer

Encroachment on both sides of
mahakeleshwar road
Absence of control on encroachment/parking
of activities at bus stand
Poor road surface quality and absence of provision
of essential sidewalk facilities near temple
condition of rajabhau bus stand near railway station Unauthorized encroachments on the footpath Poor condition of bus depot
Traffic and transportation issues – Ujjain City

1
INDORE ROAD
2
3
45
6
MULLPUR,
BADNAGAR ROAD
UNHEL ROAD
AGAR ROAD
MAKSI ROAD
OutgoingIncoming
OutgoingIncoming
DEWAS ROAD
OutgoingIncoming
OutgoingIncoming
OutgoingIncoming
OutgoingIncoming
Primary Survey Locations
Source : CMP Ujjain
1. CTVC
2. OD Surveys
3. User opinion surveys
LOCATION
NO.
LOCATION NAME
1 Indore road
2 Dewas road
3 Maksi road
4 Agar road
5 Unhel road
6 Mullpur road

Existing Ancillary structure survey
NANAKHEDA
BUS STAND
RAJABHAU BUS STAND
BUS DEPOT , UJJAIN
Source : Development plan Ujjain
EXISTING BUS TERMINAL
1.NANAKHEDA BUS STAND
2.RAJA BHAU BUS STAND
3.BUS DEPOT UJJAIN

Proposed Bus Routes in Ujjain City
Kaal Bhirov – Chintaman Javasiya
(16 Km)
Mangalnath-Triveni-Tapo bhumi(8 Km)
Tapobhumi- Madhavnagar Railway
station(16 Km)
Tapobhumi – Sri synthetics(15 Km)
Chintaman Javasiya- Sri Synthetics
(18 Km)
Chattri chowk- Kothi- Abhilasha Nagar(18 Km)
Prashantidham – Indira Nagar –
Piplinaka( 14 Km)

Bus Systems planning city wise
SURSA
GHOSLA
DHABAHARDU
PADSI
BADNAGAR
KHANDIGARA
KHARSODKHURUD
PALAKHANDHA
MAKSI
BHINSODA
S No. Cluster Routes
Route
Length (Km)
Villages along
the route
1 Ujjain – Dewas 36  Palkhandha
2 Ujjain – Nagda 69
 Badnawar
 Khandigara
3 Ujjain – Agar 51
 Sursa
 Ghosla
 Dhabahrdu
 Padsi
4 Ujjain – Badnagar 56  kharsodkhurud
5 Ujjain – Shajapur 62
 Bhinsoda
 Maksi

Bus Fleet requirements – UJJAIN
S.No
Route
No.
Route Route Length
Existing
Buses
Revised
headway
Required
buses
1 1 Tapobhumi To Piplinaka Siddhwat 15 km 8 10 11
2
01/A/
B
Nanakheda To Piplinaka Siddhwat 12 km 4 10 9
3 3 Dewas Gate To Apollo 6 km 4 10 6
4 4 Medical College To Nanakheda 18 km 6 10 12
5 8 Chatri Chowk To Nagar Naagjiri 14 km 4 10 10
6 6 Tower To Shankarpur 8 km 3 10 7
7 7 Chinthaman To Jantar Mantar Mangrola 18 km 2 10 12
Total (A) 67

Bus Fleet requirements – Ujjain
Sl No Route Description Route Length (Km)
Headway
(Min)
Average
Speed
(Kmph)
Required
Number
Of Buses
Proposed Routes For Various Clusters
1 Dewas (Via Ujjain Air Strip) 36 25 45 7
2 Nagda 56 25 45 9
3 Agar 69 25 45 10
4 Barnagar 51 25 45 8
5 Sajapur Via Maksi 62 25 45 10
Total (B) 44
Calculations for net fleet requirement:
 Considering fleet utilization of 90% for Ujjain;
 Net fleet required = (Total buses required/ 90) * 100
 Bus fleet required = (111/ 90) * 100 = 124 buses
 Bus fleet required = 124 - 89
 Total bus fleet required = 124 – 89 = 35 buses

Capital Cost Estimates for Ujjain city
S No Item
No. of
Units
Cost /
Acre
Total Area
(In Acres)
Total Cost
1 Up gradation of Terminals 2 100.00 3.5 350.00
2
Up gradation of New Depot - (in
Acres-1 No) and development
1 100.00 1.5 150
3
Development & Up gradation
of Bus Shelter (in No.) 50 5 250.00
TOTAL COST (C) 750.00
S No Type of Bus Number Cost/Unit (in INR Lakhs) Total Cost
1 Standard Non A/C Diesel Midi Bus 35 25 875.00
Total Cost Excluding State Govt. Taxes : 875.00
4 Value Added Tax (VAT) 12.50% 109.38
5 Entry Tax 1.00% 8.75
Total Tax 118.13
Total Cost Including State Govt. Taxes (A) 993.13
S No Item Total Cost
1 Procurement of ETVMS 18
2
Installation of Automatic Fare
Collection System
15
3
Installation of PIS facilities at
Terminals & Bus Shelters
30
4
Installation of Central Control
Room
30
TOTAL COST (B) 93.00
Bus Fleet Cost (in INR Lakhs) … (A)
Bus Terminal and Depot Development Cost … (C)ITS Facilities Cost … (B)

Capital cost summary for Ujjain city
0743
100
0199
795
54.1%
State
Govt. (B,C)
993
(A) Bus
Fleet Cost
ULB (A)State Govt. (A)JnNURM (A) JnNURM (B,C) (B,C) ITS and
Bus Terminal
and Depot
Development
Cost
843
ULB (B,C)
40.5%
(A) Bus Fleet cost INR 993.13 lakhs
(B) ITS facilities cost INR 93 lakhs
(C) Bus Terminal and Depot Development cost INR 750 lakhs
Total Cost (A) + (B) + (C) IINR 1836.13 lakhs
0.00
941.63 894.50
State Govt.

Revenue projections for Ujjain city for period of 10 years
1,637
1,461
1,305
1,165
1,040
929
829
740
642
556
1,850
1,659
1,490
1,337
1,200
1,078
967
869
762
667
0
400
800
1,200
1,600
2,000
Year 10
213
Year 9
198
Year 8
185
Year 7
172
Year 6
160
Year 5
149
Year 4
138
Year 3
129
Year 2
120
Year 1
111
Total Revenue
Non- fare Revenue
Fare Revenue

Expenditure projections for Ujjain city for period of 10 years
0
100
200
300
400
500
600
700
800
900
1,000
1,100
1,200
1,300
Year 10
1,275
0%0%
21%
34%
44%
Year 9
1,194
0% 0%
21%
34%
45%
Year 8
1,118
0%0%
20%
34%
45%
Year 7
1,048
0% 0%
19%
34%
46%
Year 6
982
1%0%
19%
34%
47%
Year 5
921
1% 0%
18%
33%
48%
Year 4
863
1% 0%
18%
33%
48%
Year 3
1% 0%
17%
33%
49%
Year 2
762
1% 0%
812
32%
50%
Year 1
717
1% 0%
16%
32%
50%
17%
Fuel
Depreciation
Insurance
Manpower

Financial Summary for Ujjain City (in INR lakh)
-500
0
500
1,000
1,500
2,000
-50 0
Year 1
INR(inlakhs)
Year 10
575
Year 9
465
Year 8
372
Year 7
289
Year 6
218
Year 5
157
Year 4
104
Year 3
57
Year 2
Revenue
Expenses
Net Surplus
 IRR without grant 3.57%
 IRR with grant 18.4%
Capital Expenditure/ Salvage Value
Buses 87.50
Depots/ Terminal 187.50
ITS 13.95
Total Salvage Value 288.95
Net Surplus 2477
Cashflow
Total Cashflow 641
Grant amount 894.50
Cashflow with grant 1518.30
 Considering only revenue and expenditure, the project
will only start making profit in Year 2.
 If we include the capital cost the project is not at all
financially viable. Thus there is need for the grant from
the central and state govt. in order to make the public
transport system in Indore financially viable.

Dewas City profile
 Population : 2,89,550 (as per 2011 census)
 Municipal Area: 134 sq.km
 Development of Town in Grid-Iron pattern
 it is about 143 km south west from state capital,
Bhopal and 35 km from Indore the commercial capital
of Madhya Pradesh.
 Dewas Junction is a Standard Broad Gauge Railway
Station which belongs to Ratlam Division of Western
Railway (India) Zone, is well connected with all major
cities of India.
Source :CDP Dewas
0
20
40
60
80
100
0.25
0.30
0.05
0.35
0.00
0.10
0.20
0.15
DecadalVariation(%)
2021
0.31
2011
0.29
2001
0.23
1991
0.16
1981
0.08
1971
0.05
Population Decadal Variation (%)
Dewas Population

Travel characteristics for Dewas city
 Encroachments
 Poor street infrastructure
 Unavailability of Public Transport
 Inadequate road widths -
inadequate road networks
 Inadequate traffic management
measures
 Inadequate parking facilities
28.00%
21.00%
36.00%
Cycles
Modal split
15.00%
Source: CDP Dewas

Proposed bus transport routes in the Dewas city
New Bhopal circle- ITC Chaupal Sagar via
Collectorate and KP College (12 Km)
Shri Sai Mandir square-Tata International Limited Via
Raiway Station (11 Km)
Junction of Dewas By-pass and
Maksi road- Agrawal Junior college
via Dewas Bus Stand ( 10 Km)
PROPOSED ROUTES
1. New Bhopal circle- ITC
Chaupal Sagar via
Collectorate and KP College
2. Shri Sai Mandir square-Tata
International Limited Via
Raiway Station
3. Junction of Dewas By-pass
and Maksi road- Agrawal
Junior college via Dewas
Bus Stand
Existing -
Dewas main city bus stand Proposed
Bhopal road bus stand

Proposes cluster Routes for Dewas city
Cluster routes
S.No. Routes
Distance
(km)
1
Dewas to
Sonkatch
66
2
Dewas to
Maksi
68
 Cluster routes from Ujjain
to Indore has been
formulated under Indore
SPV due to the scale of the
city (this has been
discussed in the Indore
DPR)

Bus Fleet requirements – Dewas City
S No Route
Route
length (in
kms)
Round
trip
length in
kms
Head-
way (min)
Average
Speed
(kmph)
Round
Trip time
(with 10
min. halt)
Required
number
of buses*
1 New Bhopal circle- ITC Chaupal1 12 24 10 20 82 9
2 Shri Sai Mandir square to Tata Limited 11 22 15 20 76 6
3
Junction of Dewas By-pass to Maksi road- Agrawal Junior
college
10 20 10 25 58 7
Total(A) 22
Sl. No. Route
Route length
(in kms)
Round trip
length in kms
Head- way
(min)
Average
Speed (kmph)
Round Trip
time (with 10
min. halt)
Required
number of
buses*
1 Sonkachh 33 66 20 45 98 7
2 Maksi 34 68 20 45 101 7
Total no. of Buses for Dewas cluster (B) 14
 Total required buses as per the study = 36 buses
 Considering fleet utilization of 90%, 40 buses would be required for Dewas city bus
system and proposed in the DPR

Financial plan – Dewas City
CapEx Summary (in INR Lakhs) Revenue Projections
Expenditure Projections Net Surplus
0
400
800
1,200
1,600
2,000
2,400
Year 10Year 9Year 8Year 7Year 6Year 5Year 4Year 3Year 2Year 1
Total Revenue
Non- fare Revenue
Fare Revenue
0
200
400
600
800
1,000
1,200
1,400
1,600
Depreciation
Insurane
Maintainance
Manpower
Fuel
-500
0
500
1,000
1,500
2,000
2,500
INR(inlakhs)
Year 10
576
Year 9
456
Year 8
352
Year 7
261
Year 6
183
Year 5
116
Year 4
59
Year 3
10
Year 2
-55
Year 1
-107
Expenses
Revenue
Net Surplus
(A) Bus Fleet cost 1140
(B) ITS facilities cost 95
(C) Bus Terminal and Depot Development cost 300
Total Cost (A) + (B) + (C) 1535
IRR without grant 3.8%
IRR with grant 28.8%

Burhanpur city profile
 A medieval walled town on the banks of River
Tapti
 Population : 2,10,886 (as per 2011 census)
 Planning area : 123.80 sq. km.
 Development of Town in Grid-Iron pattern
 Burhanpur is famous for its Muslim monuments
Dargah-e-Hakimi.
Source :CDP Burhanpur 0
5
10
15
20
25
30
35
0.05
0.00
0.30
0.25
0.20
0.15
0.10
0.22
0.29
DecadalVariation(%)
2001
0.19
1991
0.17
1981
0.14
1971
0.11
1961
0.08
1951
0.07
20212011
Decadal Variation (%)Population
Burhanpur Population

Land use distribution – Burhanpur city
Residential
Recreational
Commercial
Industrial
Public & Semipublic
Transportation
Burhanpur Land use distribution 39.6%
10.00%
11.27%
13.55%
12.12%
13.46%

Travel characteristics for Burhanpur city
 Junctions - Most congested Junctions in city are Gandhi
chowk, Subhash chowk, Mandi Chauraha, Pala Bazaar,
Kamal chauraha, Palna mod, Churivali gali and Sidhipura
chauraha
 Accident Spot -Major Accidents spots/ blind turns at
Lalbagh road, Tapti bridge, Teen Puliya on Asirgarh road,
Icchapur- Brahmi river bridge, Transport nagar slope
 Unavailability of Public Transport - No public transport.
Autos, tempos and Tongas are the only means of IPT
(Intermittent Public Transport).
 Allocation of Bus stops - located along the main spine
and needs to be shifted out. Mismanagement of bus
parking by private operators further worsens the
situation.
Modal split
Slow other
51%
11%
22%
16%
Source
:CDP
Burhanpur

Proposed bus transport routes in the Burhanpur city
PROPOSED ROUTES
1. Dargahe-e-Hakimi to Shahpur
via Tapti Pull
2. Govt. Mandi Urdu Primary
School to Railway station via
Sanwra Gate
3. Kabristan of Burhanpura to
Hazrat Shah Durgaha via
Gurudwara Road Junction
Dargahe-e-Hakimi to Shahpur via Tapti
Pull ( 6 Km)
Govt. Mandi Urdu Primary
School to Railway station via
Sanwra Gate
(07 Km)
Kabristan of Burhanpura to Hazrat
Shah Durgaha via Gurudwara Road
Junction(8 Km)
Existing
PUSHPAK BUS STAND
Proposed
BAHADURPUR BUS STAND

Proposes cluster Routes for Burhanpur city
Cluster routes
S.No. Routes Distance (Km)
1 Ichhapur (shahpur ) 23
 Potential cluster routes
towards northern side of
Burhanpur city (towards
Khandwa) has been
formulated/proposed
under Khandwa DPR
 Burhanpur city lies around
15-25 km from the
Maharashtra state border.

Bus Fleet requirements – Burhanpur City
Sl. No Route
Route length
(in kms)
Round trip
length
(in kms)
Head way
(min)
Average
Speed
(kmph)
Round
Trip time
(with 10
min. halt)
Required
number
of buses*
1
Dargahe-e-Hakimi to
Shahpur
16 32 10 20 106 12
2
Govt. Mandi Urdu Primary
School to Railway station
10 20 10 20 70 8
3
Kabristan of Burhanpur to
Hazrat Shah Durgah
8 16 10 20 63 7
Total(A) 27
Location Route Route length
Round trip
length
Headway
Average
speed
(kmph )
Round trip
time with
halt
Required no
of buses
Burhanpur Ichhapur (Shahpur) 23 46 20 45 71 6
Total(B) 6
 Considering fleet utilization of 90%, 37 buses would be required for Dewas city bus

Financial plan – Burhanpur City
0
400
800
1,200
1,600
2,000
Year 2 Year 3Year 1 Year 10Year 9Year 5
Year 6 Year 7 Year 8Year 4
Total Revenue
Non- fare Revenue
Fare Revenue
0
500
1,000
1,500
Year 7Year 5Year 3 Year 10Year 2Year 1 Year 8 Year 9Year 6Year 4
Fuel
Manpower
Insurane
Depreciation
-500
0
500
1,000
1,500
2,000
Year 7
242
Year 6
171
Year 5Year 4
10854
326
Year 8
421
Year 9
532
Year 10
-99
Year 1
INR(inlakhs)
-51
Year 2 Year 3
9
Revenue
Expenses
Net Surplus
(A) Bus Fleet cost 1049.87
Total Cost (A) + (B) + (C) 1473.87

Khandwa city profile
 Also known as the Nimar District
 Population: 2.01 Lakh (as per 2011 census)
 Growth Rate: 21.44%
 Planning area : 123.80 sq km.
 Khandwa is located on the Main Train
Junction, with daily connections to Mumbai,
Pune, Delhi.
Source :Development plan Khandwa
0
10
20
30
40
50
60
0.10
0.05
0.00
0.30
0.25
0.20
0.15
1971
0.09
1961
0.06
0.11
1951
0.05
2011
0.26
2001
0.17
1991
0.15
1981
DecadalVariation(%)
Population
Khandwa Population

Land use distribution – Khandwa city
Residential
Recreational
Commercial
Industrial
Public & Semipublic
Transportation
45.46%
7.23%
18.99%
1.48%
7.61%
19.24%
Khandwa Land use distribution

Travel characteristics for Khandwa city
 Encroachment - Reduced capacities of major corridors and
roads in core city and market areas due to encroachments
 Mixed traffic - high proportion of slow-moving traffic
 Absence of pedestrian paths and organized parking facilities
 Unorganized public transport - Limited coverage of public
transport system and poor quality of service and associated
infrastructure (like bus terminals and tempo stops)
 Absence of Traffic Management - Absence of a
comprehensive and scientific traffic management system –
existing traffic management measures arbitrary (one-way
systems in core city and market areas and ban on truck entry
into city) and signals improperly designed
 Improper Road Infrastructure - Absence of appropriate
safety and visibility enhancement parameters like signage,
markings, channel islands, street name boards and other
street furniture.
Modal split
Slow other
55%
15%
21%
9%
Source :CDP Khandwa

Proposed bus routes in Khandwa city
PROPOSED ROUTES
1. Boorgaon Khurd to
SujapurKalan Near Airport
2. Shri Dadaji Institute of
Technology and science
to Central School on
Khandwa-Harsud Road
3. Dondwada To Singaji Nagar
Near BPS Road Junction
on Mundi-Khandwa State
Highway
4. Khandwa Bus Stand To
Heera Tyre Industry near
Khandwa Road (05Km)
Boorgaon Khurd to SujapurKalan Near
Airport (8 Km)
Shri Dadaji Institute of Technolgy
and science to Central School on
Khandwa-Harsud Road (09 Km)
Dondwada To Singaji Nagar Near BPS Road
Junction on Mundi-Khandwa State Highway (10
Km)
Khandwa Bus Stand To Heera Tyre
Industry near Khandwa Road
(05Km)
Proposed
SINDHI COLONY BUS STAND
Existing
MAIN BUS STAND

Proposes cluster Routes for Khandwa city
Cluster routes
1 Khandwa to Burhanpur 70
2
Khandwa to Mundi(sihada,
jawar,khahalari,khagaon)
33
3
Khandwa to Pandhana
(panjhariya,Keogada,Dulhar )
21
4 Khandwa to Sanawad 53
 Hub & Spoke model has
been followed for
Khandwa city

Bus Fleet requirements – Khandwa
Sl. No. Route
Route
length (in
kms)
Round trip
length in
kms
Headway
Average
Speed
(KMPH)
Round Trip time
(with 10 min.
halt)
Required
number
of buses*
1 Boorgaon Khurd to SujapurKalan Near Airport 8 16 10 25 48.4 6
2
Shri Dadaji Institute of Technolgy and
science to Central School on Khandwa-Harsud
Road
9 18 10 25 53 6
3
Dondwada To Singaji Nagar Near BPS Road
Junction on Mundi-Khandwa State Highway
10 20 10 25 63 7
4
Khandwa Bus Stand To Heera Tyre Industry
near Khandwa Road
5 10 10 25 63 7
Total Buses (A) 26
Route
Route
length
Round trip
length
Headway
Average
speed (km/h )
Round trip time
with halt(min)
Required no.
Of buses
PANDHNA (via panjhariya, Keogada,
Dulhar
21 42 15 45 66 5
MUNDI (via sihada, jawar, khahalari,
khagaon)
33 66 15 45 98 7
Burhanpur 70 140 20 45 197 10
Sanawad 53 106 20 45 151 8
Total B 30
 Considering fleet utilization of 90%, 62 buses would be required for Khandwa city
bus system and proposed in the DPR

Financial plan – Khandwa City
0
400
800
1,200
1,600
2,000
2,400
2,800
3,200
3,600
Year 9Year 8Year 7Year 6Year 5Year 4Year 3Year 2Year 1
Year 10
Total Revenue
Non- fare Revenue
Fare Revenue
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
2,200
2,400
Year 1
Year 10Year 9Year 8Year 7Year 6Year 5Year 4Year 3Year 2
Depreciation
Insurance
Manpower
Fuel
-500
0
500
1,000
1,500
2,000
2,500
3,000
3,500
894
Year 9
706
Year 8
545
Year 7
405
Year 6
284
Year 5
180
Year 4
91
Year 3
14
Year 2
-85
Year 1
INR(inlakhs)
Year 10
-167
Net Surplus
Expenses
Revenue
Total Cost (A) + (B) + (C) 2391

Morena city profile
 Population : 2 lakh (as per 2011 census)
 Planning area : 115.39 sq km.
 Morena is situated on the national
highway no.3.
 Morena is well connected by train
services to all parts of the country
including metros like Delhi, Mumbai and
other major cities,
Source :CDP Morena 0
20
40
60
80
100
1200.30
0.25
0.20
0.15
0.10
0.05
0.00
DecadalVariation(%)
0.03
0.25
2011
0.19
2001
0.15
19911981
0.07
1971
0.04
1961
2021
0.15
Population
Morena Population

Travel characteristics for Morena city
 There are no parking provisions.
 Absence of organized Para-transit
 and public transport facilities
 Encroachment on roads
Modal split
Slow other
41%
13%
35%
11%
Source :CDP Morena

PROPOSED ROUTES
1. TSS International School to Shri Bihari Ji Fule
Industries
2. SinghalBasti to Snajay Nagar
3. Morena Goan to Bodakhar Goan(10 Km)
Proposed bus routes in Morena
TSS International School to Shri
Bihari Ji Fule Industries(08Km)
SinghalBasti to Snajay Nagar(06
Km)
Morena Goan to Bodakhar
Goan(10 Km)
BARRIER CHORAHA BUS STAND AMBAH ROAD BUS STAND

Proposed Cluster Routes from Morena city
Cluster routes
S.No. Routes Distance
(Km)
1 MORENA TO
PORSA(AMBHA , JIGANI
,DMANI,GOTH)
53
2 MORENA TO KAILARAS
(JAORA )
45
 Bamore is an industrial
town located between
Morena and Gwalior
 We have assumed that the
proposal for cluster route
between Morena and
Gwalior (connecting
Bamore) will be
undertaken by Gwalior
SPV. This is in line with the
principle that scale of
Gwalior city is much higher
than Morena.

Bus Fleet requirements for Morena city
S.No City Route
Route
length (in
kms)
Round trip
length in kms
Headway
Average
Speed
Round Trip
time with
10 min.
halt
Required
number of
buses*
1
TSS International School to Shri Bihari Ji
Fule Industries
8 16 10 20 58 7
2
SinghalBasti to Snajay Nagar (via Sindhi
Colony)
6 12 10 20 46 6
3
MorenaGoan to Bodakhar Goan (via
railway station)
10 20 10 20 70 8
Total Buses 21
Sl. N0. Cluster Routes Route length
Round trip
length
Headway (minute) Average speed (km/h )
Round
trip
time
with
halt(mi
n)
Requir
ed no
of
buses
1
TO PORSA (VIA
AMBHA,DMANI,GOTH)
53 106 15 45 151 12
2 TO KIALARAS VIA JAORA 45 90 20 45 130 9
Total Buses 21
 Considering fleet utilization of 90%, 47 buses would be required for Morena city bus

Financial plan – Morena City
0
400
800
1,200
1,600
2,000
2,400
2,800
Total Revenue
Non- fare Revenue
Fare Revenue
0
500
1,000
1,500
2,000
Depreciation
Insurance
Maintenance
Manpower
Fuel
-500
0
500
1,000
1,500
2,000
2,500
INR(inlakhs)
Year 10
677
Year 9
535
Year 8
413
Year 7
307
Year 6
215
Year 5
137
Year 4
68
Year 3
10
Year 2
-64
Year 1
-126
Net Surplus
Expenses
Revenue
Total Cost (A) + (B) + (C) 1864

Bhind city profile
 Population : 1.98 lakhs (as per 2011
census)
 Planning area : 49.68 sqm.
 The chhatri of Malhar Rao Holkar at
Alampur is great archaeology chhatri in
Bhind.
Source :CDP Bhind
0
5
10
15
20
25
30
35
40
45
50
55
60
65
0.15
0.25
0.30
0.00
0.10
0.20
0.05
DecadalVariation(%)
0.15
1991
0.20
2001
0.25
2011 2021
0.11
1981
0.07
1971
0.05
1961
0.03
Population
Bhind Population

Travel characteristics for Bhind city
Modal split
Slow other
42%
18%
33%
7%
 There are no parking provisions
 Absence of organized Para-transit
 and public transport facilities
 Encroachment on roads
Source :CDP & Development plan Bhind

Proposed bus routes in Bhind city
PROPOSED ROUTES
1. Hewadpura to
Deenpura
2. Railway Station to
Manpura
3. Chandra pura to
Daboha
4. Magandpura to
Junction near
Navada colony
Hewadpura to Deenpura(09
Km)
Railway Station to
Manpura(09 Km)
Chandra pura to Daboha(06
Km)
Magandpura to Junction
near Navada colony(06Km)
MPSRTC
BUS STAND
PRIVATE
BUS STAND
RAILWAY STATION
BUS STAND

Cluster routes for the Bhind city
Cluster routes
1 BHIND TO MAU 52
2 BHIND TO LAHAR (MIHONA ) 53
3 BHIND TO MAHEGAON (BAROHI ) 22
4 BHIND TO ATER 30

Bus Fleet requirements – Bhind
Route
No.
Route
Route length (in
kms)
Round trip
length in
kms
Headway
(min)
Average
Speed
(kmph)
Round
Trip time
(with 10
min. halt)
Required
number
of buses*
1 Hewadpura to Deenpura 9 18 10 25 53.2 6
2 Railway Station to Manpura 9 18 10 30 46 6
3 Chandra pura to Daboha 6 12 10 25 38.8 5
4 Magandpura to Junction near Navada colony 6 12 10 15 58 7
Total Buses (A) 24
From Route Route length
Round trip
length
Headway
Average
speed
(km/h )
Round
trip time
with
halt(min)
Required
no of
buses
Bhind Mau 52 104 30 45 149 7
Lahar via Mihona 53 106 30 45 151 7
Mahegaon(via Barohi) 22 44 15 45 69 7
Ater 30 60 30 45 90 5
Total 26
 Considering fleet utilization of 90%, 56 buses would be required for Bhind city bus

Financial plan – Bhind City
0
400
800
1,200
1,600
2,000
2,400
2,800
3,200
Total Revenue
Non- fare Revenue
Fare Revenue
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
2,200
Depreciation
Insurance
Maintenance
Manpower
Fuel
-500
0
500
1,000
1,500
2,000
2,500
3,000
INR(inlakhs)
Year 10
808
Year 9
639
Year 8
492
Year 7
367
Year 6
258
Year 5
164
Year 4
83
Year 3
14
Year 2
-76
Year 1
-149
Net Surplus
Expenses
Revenue
Total Cost (A) + (B) + (C) 2207

Guna city profile
1961 1971 1981 1991 2001 2011
31031
42330
64059
100490
137175
181000
1 2 3 4 5 6
GUNA
YEAR POPULATION
•Population : 1.81 lakh (as per 2011
census)
•Development of Town in Grid-Iron pattern
Source :CDP Guna

Travel characteristics for Guna city
 Traffic congestion : Proving to be one of
the major problems inside the city,
concerning the citizens. Four wheelers
don’t have an access to major area inside
the town.
 Encroachment : Majority of the central
city roads in Guna are not fully utilized
because of the encroachment.
 Allocation of Bus Terminal : The existing
bus terminal is very congested. Due to
space constraints, the buses are parked
on the A.B Road itself, which causes
congestion.
 Parking : Lack of necessary parking space
near the major commercial centre of the
town is hampering the business.
 Dominance of Auto-rickshaw due to
unavailability of any other mode auto-
rickshaw have become the dominant
mode of travel.
Modal split
Slow other
Personalized Vehicles (2-Wheelers)24%
12%
56%
8%
Source :CDP & Development plan Guna

Proposed city bus routes in Guna
PROPOSED ROUTES
• Nana Khedi to Model Town
Colony
• Singwasa to Haat Road
• JaiStambh Choraha to
Bajrangarh
• Shriram colony to
Buddhebalaji (via railway
station)
Nana Khedi to Model Town
Colony (10 Km )
Singwasa to Haat Road(08 km)
Jai Stambh Choraha to ajrangarh(15 km)
Shriram colony to Buddhebalaji (via railway station) (12 Km)

Cluster route planning for Guna city
Cluster routes
(Km)
1 Sagar to Aron ( Bajrangarh )
36
2 Guna to Raghogarh ( Ruthiya)
28
3 Guna toAshok nagar 42

Bus Fleet requirements – Guna
Route
Route length
(in kms)
Round trip
length in kms
Head- way
(min)
Average Speed
(kmph)
Round Trip time (with
10 min. halt)
Required number
of buses*
Nana Khedi to Model Town Colony 10 20 10 20 70 8
Singwasa to Haat Road 8 16 15 20 58 5
JaiStambhChoraha to Bajrangarh 15 30 15 20 100 8
Shriram colony to Buddhebalaji (via
railway station)
12 24 10 20 82 9
Total 30
Route Route length
Round trip
length
Headway
(minute)
Average speed
(km/h)
Round trip time with
halt(min)
Required no of
buses
Guna to Aron via Bajrangarh ) 36 72 20 45 106 7
Guna to Raghogarh (via Ruthiya) 28 56 20 45 85 6
Ashok nagar 42 84 20 45 122 8
Total 21
 Considering fleet utilization of 90%, 57 buses would be required for Guna city bus

Shivpuri city profile
1 2 3 4
YEAR 1961 1971 1981 1991
POPULATION 37244 53408 75178 96858
0
20000
40000
60000
80000
100000
120000
Shivpuri
•Tourist destination of M.P
•Population : 1.8 lakh (as per 2011
census)
•Municipal Area: 34.86 sq. km
Source :CDP Shivpuri

Travel characteristics for Shivpuri city
Modal split
Slow other
Personalized Vehicles (2-Wheelers)35%
12%
44%
9%
• Rampant encroachment both permanent and temporary
• Significant proportion of slow moving traffic and absence of
pedestrian paths, resulting in reduced capacity of the
roads, especially in inner-city and market roads.
• Absence of functional hierarchy of road network as a result
of which there is an intermixing of local and long distance
traffic.
Source :CDP & Development plan Shivpuri

Proposed Bus routes in Shivpuri
PROPOSED ROUTES
1. Railway station to Tourist Village
2. Military Area to Hanuman Mandir near Kattha Mill
3. Mukti Dhaam to Mohinisagar Colony
4. Jadhvsagar Lake to Chattri near Ranghghar School
5. ITI at Shivpuri-Jhansi Road to Big Cinema at Fatehpur
Road
6. Shivpuri Cricket Stadium to Navgraha Mandir Tiraha
on Byepass
Railwat station to Tourist Village
(08Km)
Military Area to Hanuman Mandir near Kattha Mill(11Km
Mukti Dhaam to
Mohinisagar Colony(07
Km)
ITI at Shivpuri-Jhansi Road to Big Cinema at
Fatehpur Road (05 Km)
Jadhvsagar
Lake to
Chattri near
Ranghghar
School(10
Km)
Shivpuri Cricket
Stadium to Navgraha
Mandir Tiraha on
Byepass(50Km)

Proposed cluster routes in Shivpuri
Cluster routes
(Km)
1 Shivpuri To Karera (Gadroli) 26
2 Shivpuri To Kolaras( Sisai grahi
Jain Temple)
22
3 Shivpuri To Narwar (
Chandanpura-satanwar-Narwar )
45

Bus Fleet requirements – Shivpuri
Route Route length
Round trip
length in kms
Headway
Average speed
(km/h )
Round trip time
with halt
Required no
of buses
Shivpuri
To Karera (Gadroli) 44 88 30 45 127 6
To Kolaras( Via Sisaigrahi Jain
Temple)
22 44 20 45 69 5
To Narwar (via Chandanpura-
satanwar-Narwar ( Via )
45 90 30 45 130 6
Total 17
Route Route length
Round trip
length(Km)
Headway
Average speed
(km/h )
Round trip time with halt Required no of buses
Railway station to Tourist Village 8 16 15 30 42 5
Military Area to Hanuman Mandir near
Kattha Mill
11 22 15 30 54 6
MuktiDhaam to Mohinisagar Colony 7 14 15 30 38 5
Jadhvsagar Lake to Chattri near
Ranghghar School
10 20 15 30 50 5
ITI at Shivpuri-Jhansi Road to Big Cinema
at Fatehpur Road
5 10 15 30 30 4
shivpuri Cricket Stadium to Navgraha
Mandir Tiraha on Byepass
5 10 15 30 30 4
Total 28
 Considering fleet utilization of 90%, 50 buses would be required for Shivpuri city bus

Chhindwara city profile
 Population : 1.38 lakhs (as per 2011 census)
 Municipal Area: 11.33 sq. km
0
10
20
30
40
50
0.00
0.10
0.15
0.05
0.05
1961
DecadalVariation(%)
0.04
2011
0.14
2001
0.12
1991
0.10
1981
0.08
1971
Population
CHHINDWARA Population

Travel characteristics for Chhindwara city
•Doesn’t have any regularised urban transport placed
• Town population has to predominantly depend on private
vehicles & Para transit (Auto & cycle rickshaw).
•Majority population either uses cycle or walk through to
complete their essential trips.
•Regional bus movement i.e. to Chandameta, Seoni and Sarni
are the main primary routes where maximum passenger
movement is observed.
•Intermediate Public Transportation in Chhindwara consists of
point-to-point manually operated cycle rickshaws.
Modal split
Slow other

Proposed bus routes in Chhindwara city
PROPOSED ROUTES
1. Chandan gaon to Govt. PG
College via District Jail
2. Adarsh Nagar to Kabadiya via
old Cattle Market
3. Kushmeli to Janta Colony via
Santoshi Mata Mandir
Chandan gaon to Govt. PG College via District
Jail(09Km)
Adarsh Nagar to Kabadiya via old Cattle
Market(11 Km)
Kushmeli to Janta Colony via Santosh
Mata Mandir(07 Km)

Proposed cluster routes in Chhindwara city
Cluster routes
1 CHHINDWARA TO PARASIA 26
2 CHHINDWARA TO AMARWARA 40
3 CHHINDWARA TO CHAURAI KHAS 35
4 CHHINDWARA TO SAUSAR 52

Bus Fleet requirements – Chhindwara city
Route
Route length (in
kms)
Round trip length
in kms
Headway
Average Speed
(kmph)
Round Trip time (with 10
min. halt)
Required number of
buses*
Chandangaon to Govt. PG College via
District Jail
14 28 10 20 103 11
Adarsh Nagar to Kabadiya via old Cattle
Market
16 32 10 20 116 13
Kushmeli to Janta Colony via Santoshi
Mata Mandir
12 24 10 20 90 10
Total 34
Location Route
Route
length
Round trip length
Headw
ay
Average speed
(km/h )
Round trip time
with halt
Required no of
buses
Chindwara Parasia 26 52 25 45 79 5
Amarwara 40 80 25 45 117 7
Chaurai Khas 35 70 25 45 103 6
Sausar 52 104 25 45 149 8
Total 26
 Considering fleet utilization of 90%, 67 buses would be required for Chhindwara city
bus system and proposed in the DPR

SUMMARY FOR PACKAGE 1 CITIES – FLEET AND
FINANICAL VIABILITY

Existing Public Transport characteristics
Summary Package 1
EXISTING PUBLIC TRANSPORT CHARACTERISTICS
Sr. No. CITY
BRT CITY BUS (include Mini buses ) IPT
FLEET SIZE
No. OF
ROUTES
FLEET SIZE
No. of
ROUTES
FLEET SIZE
No. OF
ROUTES
1 Indore 18 1 306 87 14750 60
2 Ujjain NA NA 31 7 7450 7
3 Dewas NA NA NA NA 550 3
4 Burhanpur NA NA NA NA 248 3
5 Khandwa NA NA NA NA 279 4
6 Morena NA NA NA NA 353 9
7 Bhind NA NA NA NA 270 4
8 Guna NA NA NA NA 220 5
9 Shivpuri NA NA NA NA 370 7
10 Chhindwara NA NA NA NA 185 3

Proposed Fleet (type and number) requirement
Summary Package 1
S No. City
Population
(in lakhs)
PROPOSED FLEET REQUIREMENT
SEMI LOW FLOOR MIDI BUSES NON-AC ARTICULATED TOTAL
1 Indore 21.6 114 80 5 199
2 Ujjain 5.15 0 35 0 35
3 Dewas 2.89 0 40 0 40
4 Burhanpur 2.1 0 37 0 37
5 Khandwa 2 0 30 0 30
6 Morena 2.01 0 47 0 47
7 Bhind 1.97 0 56 0 56
8 Guna 1.81 0 57 0 57
9 Shivpuri 1.79 0 50 0 50
10 Chhindwara 1.9 0 67 0 67
Total Bus requirements 114 499 5 618

Total Bus requirement
Summary Package 1
0
25
50
75
100
125
150
175
200
NumberofBuses
Shivpuri
67
Guna
50
Chhindwara
57
Bhind
56
Khandwa
47
Morena
30
Burhanpur
37
Dewas
40
Ujjain
35
Indore
199
SEMI LOW FLOOR
MIDI BUSES NON-AC
ARTICULATED

Proposed Financial inlay for the Bus fleet costs
Summary Package 1
City
Population
(in lakhs)
PROPOSED FINANCIAL INLAY (in INR Crores)
TOTAL JnNURM
MP
GOVERNMENT
ULB
Indore 21.60 91.62 45.81 19 26.8
Ujjain 5.15 9.93 7.95 1.98 0
Dewas 2.89 11.4 9.12 2.28 0
Burhanpur 2.10 10.5 8.4 2.1 0
Morena 2.01 13.4 10.72 2.68 0
Khandwa 2.00 17.6 14.08 3.52 0
Bhind 1.97 15.89 12.71 3.16 0
Chhindwara 1.90 19.1 15.28 3.82 0
Guna 1.81 16.2 12.96 3.24 0
Shivpuri 1.79 14.2 11.36 2.84 0
Total for Package 1 219.84 148.39 44.62 26.8

Proposed Financial inlay for the ancillary infrastructure and ITS costs
Summary Package 1
City
Population
(in lakhs)
TOTAL JnNURM
MP
GOVERNMENT
ULB
Indore 21.60 26.63 1 25.62 0
Ujjain 5.15 7.53 1 6.53 0
Dewas 2.89 3.95 1 2.95 0
Burhanpur 2.10 4.24 1 3.24 0
Morena 2.01 5.24 1 4.24 0
Khandwa 2.00 6.31 1 5.31 0
Bhind 1.97 6.18 1 5.18 0
Chhindwara 1.90 6.34 1 5.34 0
Guna 1.81 6.29 1 5.29 0
Shivpuri 1.79 5.75 1 4.75 0
Total for Package 1 78.46 10 68.45 0

Mechanisms to finance ancillary infrastructure costs
 The yearly operating margin (Revenue – Expenses) is positive from Year 2 onwards and
should be utilized to finance the cost of ancillary infrastructure.
 Funds would be allocated under DUTF (Dedicated Urban Transport Fund) and there will a
provision to utilize those funds for supporting the ancillary infrastructure cost.
 The ancillary infrastructure needs to be developed (or upgraded) in a phase manner as
per the need basis.
 Currently applicable taxes such as registration tax, fitness tax, permit costs etc. should be
waived off (only for the buses running under SPV) in order to reduce the maintenance
costs and increase the operating profit.
 Fuel forms about (45-50%) of the expenses, thus a waiver in taxation on fuel should also
be requested.
 Route rationalization plan should be implemented as soon as possible in order to remove
the competition from other local modes. This would help in increasing the ridership and
thus revenues (and thus operating profits)
 Importance of advertising as a source of revenue should not be ignored. The various
sources are in-bus and outside the bus advertising, bus stands, bus corridors etc.

Daily Profit/loss per bus operation
Summary Package 1 cities
City No of Buses
Year
1 2 3 4 5 6 7 8 9 10
Indore 199 ₹-287 ₹ 127 ₹ 630 ₹ 1,021 ₹ 1,475 ₹ 2,003 ₹ 2,613 ₹ 3,318 ₹ 4,129 ₹ 5,062
Ujjain 35 ₹-391 ₹ 0 ₹ 446 ₹ 814 ₹ 1,229 ₹ 1,706 ₹ 2,262 ₹ 2,912 ₹ 3,640 ₹ 4,501
Dewas 40 ₹-733 ₹-377 ₹ 68 ₹ 404 ₹ 795 ₹ 1,253 ₹ 1,788 ₹ 2,411 ₹ 3,123 ₹ 3,945
Burhanpur 37 ₹-733 ₹-378 ₹ 67 ₹ 400 ₹ 800 ₹ 1,266 ₹ 1,792 ₹ 2,414 ₹ 3,117 ₹ 3,939
Morena 30 ₹-1,151 ₹-584 ₹ 91 ₹ 621 ₹ 1,251 ₹ 1,963 ₹ 2,804 ₹ 3,772 ₹ 4,886 ₹ 6,183
Khandwa 47 ₹-973 ₹-495 ₹ 82 ₹ 530 ₹ 1,049 ₹ 1,655 ₹ 2,361 ₹ 3,177 ₹ 4,115 ₹ 5,211
Bhind 56 ₹-729 ₹-372 ₹ 68 ₹ 406 ₹ 802 ₹ 1,262 ₹ 1,795 ₹ 2,407 ₹ 3,126 ₹ 3,953
Chhindwara 57 ₹-860 ₹-442 ₹ 77 ₹ 476 ₹ 937 ₹ 1,476 ₹ 2,105 ₹ 2,831 ₹ 3,672 ₹ 4,643
Guna 50 ₹-833 ₹-425 ₹ 74 ₹ 459 ₹ 908 ₹ 1,432 ₹ 2,042 ₹ 2,747 ₹ 3,563 ₹ 4,503
Shivpuri 67 ₹-544 ₹-278 ₹ 49 ₹ 299 ₹ 593 ₹ 936 ₹ 1,333 ₹ 1,799 ₹ 2,331 ₹ 2,948
Total Package 1 618 ₹-607 ₹-211 ₹ 272 ₹ 646 ₹ 1,081 ₹ 1,588 ₹ 2,175 ₹ 2,855 ₹ 3,638 ₹ 4,543

Daily Profit/loss per bus operation (in INR)
Package 1 Summary
-1,500
-1,000
-500
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
5,000
5,500
6,000
6,500
DailyProfit/Loss(inINR)
Burhanpur
Dewas
Ujjain
Indore
Morena
Khandwa
Bhind
Chhindwara
Guna
Shivpuri

Proposed Financial inlay for the total costs
Summary Package 1
City
Population
(in lakhs)
TOTAL JnNURM
MP
GOVERNMENT
ULB
Indore 21.60 118.25 46.81 44.62 26.8
Ujjain 5.15 17.46 8.95 8.51 0
Dewas 2.89 15.35 10.12 5.23 0
Burhanpur 2.10 14.74 9.4 5.34 0
Morena 2.01 18.64 11.72 6.92 0
Khandwa 2.00 23.91 15.08 8.83 0
Bhind 1.97 22.07 13.71 8.34 0
Chhindwara 1.90 25.44 16.28 9.16 0
Guna 1.81 22.49 13.96 8.53 0
Shivpuri 1.79 19.95 12.36 7.59 0
Total for Package 1 298.3 158.39 113.07 26.8

Total Project Cost
Summary Package 1
0
25
50
75
100
125
Ujjain
118.23
Dewas
17.46
Indore
15.35 14.74
18.64
MorenaBurhanpur
22.05
Khandwa
23.91
Bhind
25.44
Chhindwara
INR(Crores)
19.95
ShivpuriGuna
22.49
ULB
MP GOVERNMENT
JnNURM

Financial Summary – Package 1 cities
City
Population
(in lakhs)
TOTAL CASHFLOW AND IRR
CASHFLOW
WITHOUT GRANT
(in INR Crores)
CASHFLOW
WITH GRANT
(in INR Crores)
IRR
WITHOUT GRANT
IRR
WITH GRANT
Indore 21.60 38.92 84.74 4.3% 15.4%
Ujjain 5.15 6.41 15.18 3.6% 18.4%
Dewas 2.89 5.07 14.99 3.8% 28.8%
Burhanpur 2.10 4.29 13.50 3.1% 26.3%
Morena 2.01 5.52 17.00 3.2% 25.8%
Khandwa 2.00 7.84 22.60 3.7% 26.6%
Bhind 1.97 6.72 20.14 3.3% 25.4%
Chhindwara 1.90 8.75 24.69 4.1% 27.6%
Guna 1.81 6.81 20.48 3.3% 25.4%
Shivpuri 1.79 5.80 17.91 3.0% 25.0%

The difference between ‘IRR w/o grant’ and ‘IRR with grant’ is substantial and warrant the need
for grant to cover the capital costs and make the bus transport system financially viable
0
5
10
15
20
25
30
Indore Burhanpur Bhind
25.8% 25.4%
KhandwaUjjain
26.3%
Dewas
3.3%
Morena
26.6%
3.2%3.8%
28.8%
3.7%3.1%
27.6%
InternalRateofReturn(%)
4.1%
Guna
4.3%
15.4%
18.4%
ShivpuriChhindwara
3.3%
25.4%
3.0%
25.0%
3.6%
IRR -WITHOUT GRANT IRR-WITH GRANT

CLARIFICATIONS OF COMMENTS GIVEN IN INCEPTION
STAGE PRESENTATION

Comments and Clarifications (1)
S No. Comments Incorporated in the interim version
1 Issues and observation should be city specific.
This has been incorporated in the individual towns along
with all the relevant traffic and transportation issues.
2
DPR’s should be bankable on the basis of which a viable public
transport could be establishment in the various cities of state.
The final DPR suggest a detailed financial and operational
plan along with financial summary outputs like IRR with
grant, IRR without grant, NPV etc. These have been
thoroughly used in establishing the feasibility and
requirement of the public transport system in the cities.
3
Hub and spoke model should be adopted for formation of
cluster.
The cluster routes has been proposed for all the Package 1
cities connecting nearby towns/villages in a Hub & Spoke
fashion.
4
a) DPR should elaborate current roles and responsibilities of
RTO and other stakeholders indulged in operation and
regulation of public transport system in the cities.
b) Institutional mechanism and clear cut roles and
responsibilities of various agencies engaged to regulate public
transport such as RTO ,SPV , traffic police , ULB w.r.t. route
rationalization , fare fixation , regulating permit should be
elaborated .
This part of the work would be carried out under stage 3 &
stage 4 of the project
Stage 3 - Draft Final Report (Policy Reforms and
Procurement)
Stage 4 - Final Report (Implementation, O&M and
handover
5
a) Requisite frequency of public transport mode for sustainable
operation and required viability gap funding should be detailed
out.
b) Type of mode (size) and fleet size for different clusters should
be specifically spelled out.
c) Operations plan carrying CapEx and OpEx wrt financial
viability of buses should be detailed out.
The detailed financial and operation plan (FOP) contains
all this information in detail: Frequency/Headway, Fleet
size and type, CapEx, OpEx & Grant

Comments and Clarifications (2)
S No. Comments Incorporated in the interim version
6
In case of non-viability of mode specified by GoI,
alternative analysis should be done and viable mode for
that city including financial operational plan (FOP) should
be detailed out.
Fleet type assessment has been conducted as per the
individual This has been incorporated in the
individual towns along with all the relevant traffic and
transportation issues.
7
City specific photographs such as roads, intersections,
existing and proposed bus stand and other ancillary
structures should be portrayed in the presentation.
Pictures has been shown in the respective city
chapters
8
Model on the basis of which bus system is proposed should
be detailed out.
Net cost model has been proposed for the cities

Roles and Responsibility
S No. Parameter Role / Responsibility
1 Fare fixation
 RTA (Regional Transport Authority) was responsible earlier. Divisional commissioner used to perform
RTA duty
 Now this duty has been given to DTC (Deputy Transport Commissioner)
2 Permit Issue
 Temporary permits are issued by RTO (regional Transport office)
 Permanent permits are issued by DTC (Deputy Transport commissioner)
3
Route
Rationalization
Plan
 RRP formulated by transport department
 Application to RTO
 RTO sends this to Deputy Transport commissioner
 Commissioner Transport
 Commissioner Transport notifies route
 Then, plan comes into implementation
 This is a very lengthy procedure
4 ULB
 Operates Buses
 Manages and install traffic and street infrastructure
5 RTO
 RRP
 Temporary permits
6 DTC
 Fare fixation
 Permanent permits
7
Components of
ITS
 PIS (Passenger Information system)
 PAS (Passenger Announcement system)
 CCTV Surveillance cameras
 Origin-Destination Display board
 GPS based AVLS (automatic vehicle location system)

Reforms to be carried out in next stages of the project (stage 3 & 4)
 UMTA (Urban Municipal Transport Authority)
 SPV (Special Purpose Vehicle) for the identified cities
 DUTF (Dedicated Urban Transport Fund)
 Parking Policies
 TOD (transit Oriented Development) policy
 Advertisement Policy
 Fare Integration
 Common Transport Policy for the state (under NUTP 2006)

Recommendations and further steps
 UADD has taken a very important step by identifying 20 cities in MP for having a sustainable
organized public transport system (bus procurement and further steps in Stage 3 & 4) but it
should also be noted that out of 8000 buses (out of total 10000 buses, 2000 are reserved for
hilly and NE states), already around 4000 buses has been allocated. So it is recommend that
the DPR reports should be submitted as soon as possible to the MoUD for review and
allocation of funds as the bus allocated is on ‘first come first serve basis’.
 It is recommend that cities above 1 lakh population should have a Comprehensive Mobility
Plan (CMP). At present out of 10 cities under Package 1 only Indore & Ujjain have a CMP.
 Unorganized transport (IPT modes such as Minibuses), at present, are competing against the
organized bus system in Indore and Ujjain, thus reducing the financial viability. It is
recommend that all these should come under umbrella of the Special Purpose Vehicle (SPV)
 It is recommend that a further Detailed Project Report (DPR) should be prepared for
ancillary infrastructure development.
 A special ‘Project Management Unit’ (PMU) should be setup under UADD in order to
facilitate the bus procurement and implementation project
 To avoid conflict and multiplicity of authorities in decision making, city level Unified
Metropolitan Transport Council (UMTC) should be constituted as soon as possible.

Question & Answers
Q& A
 1.
 2.
 3.
 4.

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