DPR For Financial Raipur Transport

DPR for Financial
Assistance Under
JnNURM
nNURM Scheme for
Purchase of Buses
September 2013
Detailed Project Report
Raipur (Chhattisgarh)
State Urban Development Agency

RDA Building, G.E.Road, Raipur (C.G.) 492001
Synopsis
Name of Core City/ Cluster Raipur
Name of Link Town Arang, Mana Camp, Birgaon
Population 11.54 Lacs
Total Project Cost 3012.03 Lacs

Central Financial Assistance Required 2409.62 Lacs
No. of Fleets Required 60
Category of Buses:
Midi Non AC Buses 20
Midi AC Buses 22
Standard AC Buses 18
Minimum Fare Required For The Sustainability
Midi & Standard Non AC Buses Rs. 5
Rs. 8
Proposed Operational Model PPP(Gross Cost/Net cost)
Consultant:-
Urban Public Transport Consultancy P. Ltd.
nd
235, 2 Floor, G.D.Plaza, G.E.Road, Raipur (C.G.) 492001
Phone: 0771-4263664 Mobile: 9425539610
DPR for Bus Funding Under JnNURM Raipur
Forward….
As a part of National Urban Transport Policy by the Ministry of Urban Development, Government of India urban
transport in Raipur has been implemented through total of 100 city buses were earlier procured under Phase – I of
JnNURM scheme. Now operation of city buses is become financially viable and self sustainable; Raipur Municipal
Corporation operating the same from private entity under the module of Public Private Partnership. The
structuring of the project was made in such a way so the associated risk had been determined and steps to
mitigate such risk have been done at initial level therefore the model itself become self sustainable and effective.
Now city buses are running in Raipur with object to provide best class Mass Transport system to the citizens of
Raipur city under the overall planning and control of Raipur Nagar Nigam Transport Limited a special purpose
vehicle formed by the Raipur Municipal Corporation to monitor the project. The operation & management of bus
services includes operation & management the bus depot as per the request of proposal and concession
agreement executed between the Raipur Nagar Nigam Transport Limited and Private Operator.
After implementation of the said project it was assessed that operation of AC buses are must to reduce number of
private vehicle especially cars. Raipur is India’s 3rd Airport in terms no. of passengers travelled last year hence bus
connectivity from airport to the city township become necessary. Due to this reason we proposed running of 18
Standard AC buses for the same. We are also proposing 22 Midi Size AC buses to run in the city and 20 Midi Non
AC buses to connect suburban area so that flow of public to the city will be smooth. Along with this we would also
require a filly equipped bus depot cum bus terminal with Central Control Room along with ITS facility. We would
also require ITS facility at BQS as we would have to build 75 new Bus Q Shelters for the proposed new routes.
We are please to inform that UMTA has been approved by the State Government and a High Power Committee is
being formed to take important decision for the reform in Public Transportation and integration it with other
public transport facilities.
We are submitting this detailed project report for the financial assistance under Phase –II of JnNURM Scheme for
the procurement of buses comprises of 40 AC buses and 20 Non AC with other infrastructure facilities.
Raipur Municipal Corporation is committed to provide best class Mass Transport system to the citizens of Raipur
city.
Commissioner
Raipur Municipal Corporation
TABLE OF CONTENTS
Abbreviations and Acronyms……………………….…………………………………………………………………………………………….…………………………………..…………..1
List of ables……………………………………………………………………………………………………………………..…………………………………………………………………….4
List of Annexure………………………………………………………………………………………………………………..………………………………………….……………………….7
Report Card…………………………………………………………………………………………………………………………………………………………………….………..……………8
CHAPTER 1: CITY PROFILE .......................................................................................................... .............10
1.1 BACKGROUND...................................................................................................................................................... 10
1.2 SPATIAL GROWTH AND REGIONAL SETTING .................................................................................................... 13
1.3 CLIMATE................................................................................................................................................. 13
1.4 LINKAGES & CONNECTIVITY ........................................................................................................................ 14
1.5 DEMOGRAPHIC PROFILE ..............................................................................................................................14
1.5.1 Population ....................................................................................................................................... 15
1.5.2 Population growth rate ................................................................................................................... 16
1.5.3 Population density..................................................................................................................................... 16
1.5.4 Gender ratio and age profile…………………………………………………………………………………………………………………………….…………..16
1.5.5 Literacy rate .................................................................................................................................... 17
1.6 URBAN ECONOMY .................................................................................................................................... 17
1.6.1 Employment distribution................................................................................................................. 17
1.6.2 Income profile ................................................................................................................................. 18
1.7 LAND USE DISTRIBUTION ............................................................................................................................ 19
1.8 TRANSPORT NETWORK CHARACTERISTICS ..................................................................................................... 20
1.8.1 Road Network Characteristics......................................................................................................... 20
1.8.2 Major intersections ......................................................................................................................... 22
1.8.3 Pedestrian and NMV facilities ......................................................................................................... 25
1.8.4 Traffic Management including Parking .......................................................................................... 25
1.8.5 Traffic Safety ................................................................................................................................... 27
1.8.6 Current Trnasport Scenerio............................................................................................................. 30

1.9 VEHICULAR GROWTH AND COMPOSITION.......................................................................................................... 31
1.9.1 Rail Network Characteristics ........................................................................................................... 32
1.9.2 Major Transportation Nodes .......................................................................................................... 32
1.9.3 Traffic Characteristics of City Roads………………………………………………………………………………………………..33
1.10 COMPREHENSIVE MOBILITY PLAN/ COMPREHENSIVE TRAFFIC AND TRANSPORTATION STUDY (CMP/CTTS) ............. 38
1.10.1 Major issues to trefic & transportation……………………………………………………………………………………………….42
1.11 URBAN GOVERNANCE AND INSTITUTIONAL FRAMEWORK ................................................................................. 42
CHAPTER 2: PUBLIC TRANSPORT CHARACTERISTICS ................................................................................. 45
2.1 INTRODUCTION ........................................................................................................................................ 45

1
2.1.1 Mass Rapid Transit System (Metro/Mono/Light Rail, if any).......................................................... 45
2.1.2 Bus Rapid Transit System (if any) .................................................................................................... 45

2.1.3 City Bus System (if any) ................................................................................................................... 45
2.1.4 Intermediate Public Transport and other modes ............................................................................ 45
2.1.5 Public Transport Ridership .............................................................................................................. 46
2.2 EXISTING CITY BUS SYSTEM ........................................................................................................................ 46
2.2.1 System overview ............................................................................................................................. 46
2.2.2 Physical performance ...................................................................................................................... 48
2.2.3 Financial performance (if operated by public sector) ..................................................................... 49
2.3 EXISTING FARE STRUCTURE ........................................................................................................................ 49
2.3.1 Fare Structure of CBS ...................................................................................................................... 49
2.3.2 Concessional fare ............................................................................................................................ 50
2.3.3 Fare fixation & revision mechanism for city buses.......................................................................... 50
2.3.4 Existing fare collection mechanism ................................................................................................. 50
2.4 TAXATION ON PUBLIC TRANSPORT................................................................................................................ 50
2.4.1 Motor Vehicle Tax ........................................................................................................................... 50
2.4.2 Passenger Tax ................................................................................................................................. 50
2.4.3 Issues with the existing taxation policies ........................................................................................ 50
2.4.4 Steps taken (if any) to reduce or exempt public transport from taxes............................................ 50
2.5 EXISTING INSTITUTIONAL SETUP FOR CITY BUS OPERATIONS ............................................................................. 50
2.5.1 Management Structure – RTC/MC/SPV/ others ............................................................................. 50
2.5.2 Staff details for organization/management body .......................................................................... 51
2.6 SUPPORT INFRASTRUCTURE ........................................................................................................................ 51
2.6.1 Existing Bus Q Shelters (BQS) if any ................................................................................................ 51
2.6.2 Existing Bus Depots and Terminals ................................................................................................. 52
2.6.3 Proposed Depot, Terminals and Bus Shelters for JNNURM buses ................................................... 52
2.7 INTELLIGENT TRANSPORT SYSTEMS (ITS) ...................................................................................................... 53
2.7.1 Existing Infrastructure..................................................................................................................... 53
2.7.2 Proposed Intelligent Transport Systems (ITS) ................................................................................. 53
2.7.2.1 Passengers information syatem…………………………………………………………………………………………………….…54
2.7.2.2 Central Control Centre……………….……………………………………………………………………………………………………54
2.7.2.3 Fair collection system……………………………………………………………………………………………………………………..55
CHAPTER 3: PROPOSED OPERATION PLAN ...............................................................................................56
3.1 ASSESSMENT OF FLEET .............................................................................................................................. 56

3.1.1 Strategy for Route rationalization of IPT/ para-transit system ...................................................... 57
3.2 CATEGORY WISE DISTRIBUTION OF BUSES ...................................................................................................... 57
3.3 BUS SPECIFICATIONS ................................................................................................................................. 57
2
3.4 CONTRACTING MECHANISM FOR OPERATION & MAINTENANCE OF BUSES (PUBLIC/PRIVATE) .................................. .58
3.4.1 Operation through private sector ................................................................................................... 58
CHAPTER 4: FINANCIAL RESOURCES PLAN ................................................................................................ 60
4.1 CAPITAL COST ......................................................................................................................................... 60

4.2 Total Cost of Project…………………………………………………………………………………………………………………………....63
4.3 FUNDING PATTERN ................................................................................................................................... 63
4.4 FINANCIAL SUSTAINABILITY ........................................................................................................................ 64
4.4.1 Assumptions for Financial Analysis ................................................................................................. 64
4.4.2 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding required) ...................... 65
4.4.3 Steps for financial sustainability of operation and maintenance ................................................... 66
4.4.4 Outcomes of financial analysis…………………………………………………................................................... 66
4.4.5 Steps for financial sustainability for O&M………………………………. ................................................... 66
CHAPTER 5: URBAN TRANSPORT REFORMS ............................................................................................. 68
5.1 ABOUT ................................................................................................................................................... 68

5.1.1 SPV………………………………………………………………………………………………………………………………………………………68
5.1.2 Function of SPV……………………………………………………………………………………………………………………………………68
5.2 INSTRUCTIONS AND DISCLAIMERS ................................................................................................................ 68
5.2.1 Composition of UMTA………………………………………………………………………………………………………………………….69
5.2.2 Object of UMTA…………………………………………………………………………………………………………………………………..70
5.2.3 Legal backing of UMTA………………………………………………………………………………………………………………………..71
5.2.4 Manpower requirement & staffing ………………………………………………………………………………………………………72
5.3 URBAN TRANSPORT FUND ......................................................................................................................... 72
5.4 ADVERTISEMENT POLICY ............................................................................................................................ 73
5.5 PARKING POLICY ...................................................................................................................................... 73
5.6 TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY ...........................................................................................73
5.7 TRAFFIC INFORMATION AND MANAGEMENT CONTROL CENTRE ...........................................................................74
5.7.1 Background & need …………………………………………………………………………………………………….…………………..74
5.7.2 Objective………………………………………………………………………………………………………………………..………………..74
5.7.3 Structure………………………………………………………………………………………………………………………….………………74
5.7.4 Reporting Chennels ………………………………………………………………………………………………………………..……….74
5.7.5 Staffing…………………………………………………………………………………………………………………………….……………….75
5.7.6 Information system………………………………………………………………………………………………………………...………..75
5.7.7 Control System……………………………………………………………………………………………………………………….………….75
5.8 REGULATORY MECHANISM FOR THE PERIODIC REVISION OF FARES ....................................................................... 75
5.9 WAIVER OF TAXES ....................................................................................................................................... 76
5.10 PROPOSED TIMELINES FOR REFORMS ............................................................................................................ 76
3
Abbreviations and Acronyms
Abbreviations and Acronyms

Abbreviations and Acronyms Descriptions
JNNURM Jawaharlal Nehru National Urban Renewal Mission
GOI Government of India
MOUD Ministry of Urban Development
DPR Detailed Project Report
UBS Urban Bus Specifications
CBS City Bus System
SPV Special Purpose Vehicle
MC Municipal Corporation
DA Development Authority
UMTA Unified Metropolitan Transport Authority
UTF Urban Transport Fund
NUTP National Urban Transport Policy
ULB Urban Local Body
STU State Transport Undertaking
SRTC State Road Transport Corporation
PIS Passenger Information System
TOD Transit Oriented Development
TIMMC Traffic Information & Management Control Centre
NPH National Public Helpline
CMP Comprehensive Mobility Plan
CTTS City Traffic and Transportation Study
NMV Non Motorized Vehicles
O-D Origin Destination
PCU Passenger Car Unit
PCTR Per Capita Trip Rate
MRTS Mass Rapid Transit System
BRTS Bus Rapid Transit System
ETVM Electronic Ticket Vending Machine
VAT Value Added Tax
ITS Intelligent Transport System
GPS Global Positioning System
CCTV Close Circuit Tele Vision
IPT Intermediate Public Transport
SUDA State Urban Development Agency
RMC Raipur Municipal Corporation
RNNTL Raipur Nagar Nigam Transport Limited
BMC Bhilai Municipal Corporation
DMC Durg Municipal Corporation
ATL Average Trip Length
4
List of Tables
TABLE1-1: SUMMERY OF RAIPUR ....................................................................................................................10

TABLE1-2: TEMPERATUREANDPRECIPITATION..........................................................................................................13
TABLE1-3:POPULATION GROWTH OF RAIPUR..................................................................................................................14
TABLE1-4:POPULATION PROJECTION …………….................................................................................................................15
TABLE1-5:POPULATION PROJECTION MIGRATION TRAND & OFMALE AND.FEMALE..................................................................16
TABLE1-6:LITERACY RATE............................................................................................................................................17
TABLE 1-7:COMPOSITION OF WORKFORCE BY ACTIVITIES...................................................................................................17
TABLE1-8:ESTIMATS OF STATE NET DOMESTIC PRODUCTS.....................................................................................18
TABLE1-9: SPATIALDISTRIBUTIONOFINCOMEPROFILE...............................................................................................19
TABLE1-10:LAND USE DETAILS.....................................................................................................................................20
TABLE1-11:EXISTING ROAD DETAILS IN THE CITY..............................................................................................................20
TABLE1-12:DISTRIBUTION OF ROAD LENGTH BY CARRIAGE BAY.............................................................................20
TABLE1-13:DISTRIBUTION OF ROAD LENGTH BY POOTPATH……..............................................................................21
TABLE1-14:ROAD TYPE……………................................................................................................................................21
TABLE 1-15 : PROBLEM MATRIX BY ROAD CORIDOR…………………………………………………………………………….…….……….21
TABLE 1-16 : PROBLEM MATRIX FOR JUNCTION IDENTIFIED FOR IMPROVEMENT ………………………….….……………….22
TABLE 1-17 : PROBLEM MATRIX JUNCTION FOR MARGINAL IMPROVEMENT………………………………………..…………….23
TABLE1-18 : MAJOR INTERSECTIONS.............................................................................................................................24
TABLE1-19 : DISTRIBUTION OF HOUSEHOLD BY AV. MONTHLY EX. ON TRANSPORT....................................................26
TABLE1-20:PER CAPITAL TRIP RATE STANDERDS........................................................................................................26
TABLE1-21: PROJECTED PER CAPITAL TRIP RATE ….......................................................................................................26
TABLE1-22:MODEL SPLITS OF VEHICLES…………….......................................................................................................26
TABLE1-23:MODEL SPLITS 2009 INCLUDING WALK ……………......................................................................................26
TABLE1-24:MODEL SPLITS EX. WALK……………............................................................................................................27
TABLE1-24:COUSE OF ACCIDENT………….....................................................................................................................28
TABLE1-26:ROAD ACCIDENTS INTHECITY…......................................................................................................................29
TABLE1-27 & 28:ROADACCIDENTSINTHEDIST.................................................................................................................30
TABLE1-29:REGISTRATIONOFVEHICLESINTHEDISTRICT........................................................................................................30
TABLE1-30:ROAD CAPACITY UTILISATION.................................................................................................................33
TABLE1-31:SPEED OBSERVATION.............................................................................................................................37
TABLE1-32 & 33: INSTITUTIONAL RESPONSIBILITY MATRIX..............................................................................................43
TABLE2-1:POPULAR AUTO TOUTE.............................................................................................................................45
TABLE2-2:AVERAGE RIDERSHIP...................................................................................................................................46
TABLE2-3:NO. OF BUS ROUT DETAILS.......................................................................................................................46
TABLE2-4:AGEPROFILEOFTHEBUSES...............................................................................................................................48
TABLE2-5:TYPE OF BUS.............................................................................................................................................48
5
TABLE 2-6:PHYSICAL PERFORMANCE OF THE BUS SERVICE...................................................................................................48

TABLE 2-7:FINANCIAL PERFORMANCE OF THE BUS SERVICE...............................................................................................49
TABLE2-8:EXISTING FARE STRUCTURE.......................................................................................................................49
TABLE 2-9:BUS SHELTERS…………....................................................................................................................................51
TABLE3-1:DETAILSOFPROPOSED ROUT OPERATION PLAN………………………………..........................................................................56
TABLE3-2: TYPOLOGYOFPROPOSEDBUSFLEET............................................................................................................57
TABLE4-1:BUS OF FLEET COST........................................................................................................................................60
TABLE4-2: COSTOFDEPOTS,TERMINALSANDBUS-Q-SHELTERS.......................................................................................60
TABLE4-3:ITS FACILITIES COST........................................................................................................................................61
TABLE4-4: COST OF PROJECT.........................................................................................................................................63
TABLE 4-6 : CAPITAL & OPERATING COST / KM…………………………………………………………………………………………………………………….………64
TABLE 4-6 : P & L STATEMENT…………………………………………………………………………………………………………………..……………………………….65
TABLE5-1: TIMELINESFORREFORMS..........................................................................................................................46
6
_______________________________________________________________________________________________
List of Annexure
Annexure –01
- Constitution of Unified Metropolitan Transport Authority for Raipur- Bhillai- Durg Metropolitan
Region, G. O. Ms. No. F 5- /18/2009, dated 10/7/2013.
Annexure –02
- Document of Special Purpose Vehicle in the name of Raipur Nagar Nigam Transport Limited.
7
REPORT CARD OF EARLIER JnNURM FUNDING1:
Status of earlier funding for buses under JnNURM2
S. No. Particulars Status

1 Number of buses sanctioned under JnNURM 100
2 Number of buses purchased under JnNURM 100
3 Total funding approved under JnNURM 11.88 Cr(Being 80% of
total cost of project of Rs.
14.85 Cr)
4 Total fund utilized under JnNURM 14.85 Cr
5 Route details to be attached( route
r ,length frequency & Proposed in the DPR Enclosed
number of buses
StatusofJnNURMReforms3
S.No Items Yes/No Status
1 Scientific determination of bus network, routes, and Yes Proposed in the DPR
frequencies
2 Infrastructure arrangement being made to accord priority to No Proposed in the DPR
the operation of buses
3 City specific wholly owned Special Purpose Vehicle for Yes SPV in the name of Raipur Nagar Nigam
managing city bus service Transport Limited (RNNTL) is formed
which is presently operating 100 city
buses sanctioned under Phase -I of
JnNURM under PPP module.
module Raipur
Nagar Nigam Transport Limited
(RNNTL
RNNTL) was formed in 2008 and it is
operating additional 40 buses through
private operator.
operator
4 Institutional
tutional arrangements being put in place for Yes SPV formed by RaipurNagar Nigam in
introduction/ improvement of public transport the name of RNNTL is monitor and
control the city bus operation with
appropriate institutional framework for
the purposes.
purposes
5 Provision of maintenance of buses through their entire Yes To be done through the mechanism of
useful life Public Private Partnership. Mandatory
provision of annual maintenance
contract (AMC) for the buses will be
included in the concession agreement
of bus operator.
6 Contracting strategy for engagement of private sector for Yes To be done through the mechanism of
operation of buses Public Private Partnership. It will be
either gross cost basis or net cost.
7 Provision of ITS facilities provided–Automated
provided Fare, Yes Basic infrastructure
infrastr would be provided
Collection System, on-board
board GPS Units, Control centre by ULB however,
however Operation &
Management will be in the account of
operator.
8 Integration of the services with other public transport
transpor Yes Feeder routes are in existence along
systems the bus corridors. Routes have been
devised in such a way that Railway
Station, bus terminus and other
transportation nodes are well covered.
9 Strategy for making bus operations financially self- Yes The project will be structured in such a
sustainable way so that operator will get sufficient
profit from the bus operation. Apart
from fare revenue, he will also have
right to get part revenue (may be 80%)
from advertisement on buses.
10 Unified Metropolitan Transport Authority Yes Approved

11 Urban Transport Fund Yes Suggested in UMTA
12 Advertisement Policy No Model ToR has been prepared by
MoUD which will be adopted for
preparing parking policy in Phase II of
the project
13 Parking Policy No Model ToR has been prepared by
MoUD which will be adopted for
preparing parking policy in Phase II of
the project
14 Institutional mechanism of periodic revision of fares, but not The required institutional mechanism
only city buses service but other modes of public transport Yes of periodic revision of fares is done by
and intermediate public transport the SPV after selection of operator.
15 Transit oriented development policy and amendments No It is advised that TOD should be well
proposed in the bye laws to encourage TOD planned in case of new development
and re planned in case of existing cities
16 Coordination department in the State Government Yes State Urban Administration and
Development Department. In UMTA, a
committee has been formed in the
chairmanship of Chief Secretary to take
important decision.
17 Waive off/ reimburse taxes Yes A separate proposal will be submitted.
18 Traffic Information and Management Control Centre (TIMCC) Yes ITS for the entire cluster is being
planned and a centralized Traffic
Information and Management Control
Centre will be a part of this.
19 Common mobility Card and National Public Helpline (NPH) No Proposed, proposal shall be prepared.
9
Chapter1: City Profile
1.1 Background
Raipur is the capital of one of the newly established Indian states, Chhattisgarh. Situated in the fertile plains of
Chhattisgarh, Raipur is spread over226 square kilometers, out of which about 140 square kilometers area is under the
RaipurMunicipalCorporation. It is encircled by River Mahanadi in the east, Maikal Hills in thenorth-west, Chota Nagpur
Plateau in the north and north-east, and the dense forests ofBaster Plateau in the south. It is due to the tributaries of River
Mahanadi, like Sendur, Pairy,Sondur, Joan, Kharun, and Shivnath that are responsible for the fertility of the Raipur
lands.The city boasts of a glorious history.Chhattisgarh is the richest State, in the union of India, in terms of mineral
wealth, with 28 varieties of major minerals, including diamonds. All the tin ore in India, a fifth of iron ore in the country
and one of the best quality iron ore deposits in the world are found in the Bailadila mines in south Chhattisgarh. Rich
deposits of Bauxite, Limestone, Dolomite and Corundum are found in the State. The State has large deposits of coal, iron
ore and limestone in close proximity, making it the ideal location for the lowest cost of production.
Raipur, being the capital of Chhattisgarh, is positioned to support the mineral based industries and has grown as a
prominent administrative, social and cultural centre. In the Raipur district, rice is a major crop. The river Mahanadi passing
through this region is its lifeline. This region has become prosperous due to minerals deposits and their development. The
following aspects have played an important role in establishing the industrial importance of Raipur.
• Production of electricity through the national grid system & NTPC at Korba.
• Availability of high quality coal in Korba located at a distance of 220 km from Raipur.
• Abundance of limestone and Iron ore in the region
In the last 20 years, heavy iron based industries and cement industries have played an important role in strengthening the
economic base of the city and making available many of the urban services. Heavy cement production in the Raipur region,
sponge iron production in Siltara and captive iron plant, has made the city a major centre for mineral based industries..
The urban local body, the RaipurMunicipal Committee, came into being in 1867 and was upgraded to a Municipal
Corporation in 1967. The limits of RaipurMunicipalCorporation were notified in the year 1977. In 2003, after survey, 26
more villages were added within Municipal limits as per notification – F1-7/NPR/18/2002. The Raipur planning area was
notified in the year 1974 and comprised of an area of 188 km. sq. The RaipurMunicipalCorporation (RMC) is divided into 70
electoral wards and 8 planning Zones.The city has two major delineations - Raipur Municipal Corporation area: 143 sq km
and Raipur Planning Area under Raipur Development Authority - 188 sq km.
Apart from a vast development in industries, Raipur has equally grown in terms of tourism. It houses a number of beautiful
sites which make exploring the city all the more interesting. The most popular and visited places include Mahant Ghasidas
Memorial Museum, Kanha National Park, Hirakud Dam, Mahakoshal Art Gallery, Doodhadhari Monastery and Temple,
Mahamaya Temple, Budhapara Lake, Vivekananda Ashram, Shadani Darbar, Sita Nadi Sanctuary, and Shaheed Smarak
Complex. These places offer a great understanding of Raipur's tremendous history and marvelous culture. The Art Gallery
of Sushilpikangan offers a stupendous display of finest workmanship while the Shabari handicrafts emporium and
Chhattisgarh Haat are most popular for exhibiting the arts and crafts of the locals.
Economy
Historically, when Raipur was a part of Madhya Pradesh, it was the second major commercial centre in Madhya Pradesh
after Indore.Traditionally, Raipur's economy has been based on Steel, Cement, Alloy, Agricultural-processing, Forest
Produce and Rice. The city is located centrally in the state of Chhattisgarh, and now serves as a regional hub for trade and
commerce for a variety of local agricultural and forest products as well. The industries in coal, power, steel and aluminum
etc. have a spill-over effect in the entire Raipur Urban Agglomeration region and therefore a string of commercial and
industrial development is taking place in the fringes of development area.
Table 1-1: Summary of Raipur
Category Details
District Raipur
10
188 sq. km (Planning Area), 143 sq. km (Municipal Area)

Area ( square kilometers)
Geographic location 81.38'51 "E. / 21.14'14" N
Rail and road connectivity Air Delhi, Bhubaneswar, Bhopal, Jabalpur, Raipur
is connected.
Rail Raipur south - eastern railway Mumbai,

Nagpur - an important station on the route
Kolkata
Road Raipur national route no. 6 passes. All the

important cities of the region Bhilai (25 km),
Durg (41 km), Jagdalpur (297 km),
Rajnandgaon (70 km), Raipur (115 km),
Jabalpur (369 km) and Bhopal (712 km).
1027264
Total population (2011)
7860 per square km
Density (2011)
70
The total number of wards
970
Length road (2011)of
12.7%
Percentage of Schedule Caste
4.3%
Percentage of Schedule Tribe
4.7
The average household size (2011 )
605747
The number of families below the poverty
line ( 2007-08 )
282
Total number of slums
55%
Percentage composition of slums
949
Sex ratio (2011)
31.80
Population growth rate (2001-2011)
87.29
Literacy rate (2011 )
Raipur is largest market of Steel in India. Raipur is among the richest cities and India’s biggest iron market; there are about
200 steel rolling mills, 195 sponge iron plants, more than 20 large scale steel plants, more than 60 Plywood Factories 500
agro-industries and more than 35 Ferro-alloy plants. There are more than 800 rice milling plants, and all major and local
cement manufacturing companies (Century Cement, Ambuja, Grasim, Lafarge) have a presence in the city.
The Industrial Areas of Raipur are :Urla and Siltara (heavy and medium scale industries), Bhanpur, Birgaon, Gondwara
(medium and small scale industries).Raipur has 5 major malls - City Mall 36, Magneto, R.K. Mall, Chhattisgarh City Center
and Lalganga Colors Mall. Upcoming malls include Treasure Island , Ambuja City Centre and Mozaiic Mall.
Being an important regional center and a city with a history stretching back more than a thousand years, Raipur has
attracted people from different parts of Madhya Pradesh and neighboring states. The population includes local ethnic
Chhattisgarhi, North Indians, South Indians, and a few people from the North East. Local ethnic Chhattisgarhi comprises
Kalar, Kurmi, Swarnkar, Teli, Koshta and Satnami communities. Due to close proximity with Odisha there are large
numbers of Oriya speaking population found in the city as well as in the state. The city is also home to an immigrant
population that includes Sindhis and the Sikhs.
11
1.2 Spatial growth and regional setting

The city initially developed around three large tanks: Budha Talab (now Vivekananda Sarovar), Telibandha Talab and
Maharajbandh Talab. The early inhabitants settled around these water bodies.Post-1975, the development has been
getting increasingly dispersed, mostly to the North and Northwestof the city. The original habitation however, has
continued to expand and develop around thewater bodies.In 2003 the Municipal limits were expanded to include 26
villages. Up to this point, the city extended over just 55 sq km. At present, most of the growth in Raipur seems to be taking
place outside the RMC area within the urban agglomeration (CDP, 2006). With the coming up of Naya Raipur in 2031,
there is likely to be some redistribution of populationamong the two urban nodes and about 20 percent of the total urban
population may shift to thenew township.The development of Naya Raipur is expected to be the major guiding factor in
the future growth anddevelopment of Raipur. First, urbanization is expected to enter from the south-east
directiontowards Naya Raipur and is expected to eventually lead to an amalgamation of the two cities. Tobalance this out,
it has been proposed to force growth to the west (Kharun River) and north of NayaRaipur. It is also planned to reduce the
sprawl and ensure more concentrated
development in thearea.Raipur has been
growing rapidly. Its current population is 10.2
lakh, significantly more than thatprojected in
its City Development Plans and impelled both
naturally as well as by in-migration. More
recently, the developmenthas been getting
increasingly dispersed and seemingly taking
place outside the RMC area within theurban
agglomeration and towards Naya Raipur, the
latter being a guiding factor in the future
growthand development of Raipur.Raipur
development area has undergone major
changes in the land use pattern due to rapid
industrialization.
The foremost issue of urban growth in Raipur

pertains to its growth as the state capital with
appropriate city cynosures. Apart from the
state capitol functions, of late the city has also
emerged as a major commercial, educational
and industrial centre in the region. Integration
of Durg city (head quarter of Durg district) with
Raipur has been a concern for long. The
market forces and urbanization trend has
already vested dense ribbon development
along Raipur Durg corridor (NH-6) posing traffic bottlenecks. With the added importance of capitol functions in Raipur, the
trend is likely to intensify and pose further problems in this corridor.
A comprehensive traffic and transportation plan has been prepared for Raipur in the year 2009. Its effective
implementation will enhance connectivity as well as pattern of future physical economic growth. Efficient public transport
is one of the areas which has been lacking far behind in the city. There is a huge potential to identify and develop a safe
reliable and comfortable public transport system together with improvement of urban road and terminal infrastructure in
the short medium and long term prospective potential public transport corridors with sizeable demand will require a high
capacity mass transport system (Road or Rail) in the near future.
Naya Raipur
To serve the administrative requirements of the city, the Government of Chhattisgarh (GoC) has established the capitol
functions in a green field area, as a satellite township integratedwith Raipur. Naya Raipur is India's fourth planned capital
city after Gandhinagar in Gujarat; Chandigarh serving both Punjab and Harayana; and Bhubaneshwar in Odisha. The new
capital township is envisaged to develop as a satellite town of Raipur. Apart from the capitol functions, Raipur’s regional
12
primacy as a commercial, industrial and educational center needs to be addressed from a future perspective of the
regional development. It is planned that Naya Raipur will be the administrative head-quarters of the state.About half of
the total acquired land is being used for afforestation, roads, parks, public conveniences, water facilities-canals, green
belts etc. 23 percent of the land would be reserved for educational institutions, government offices and public auditoriums
etc. 30 percent of the land will be used for residential and economical purposes.The city is expected to house about 4.5
lakh people within a decade and provisions, in the form of future infrastructure upgradation, have been made for its
expansion. Besides theSecretariat and offices of the Government, Naya Raipur shall also earmark areas for residential
useand functions so as to absorb the growing population and needs of trade, industry, IT, recreation,etc. Naya Raipur has
been notified as a special area under Section 64 of the Nagar Tatha GramniveshAdhiniyam 1973. The Naya Raipur
Development Authority (NRDA) is the nodal agency undertakingcomprehensive development of this Greenfield City. The
authority has a Chairman, CEO and othermembers.
1.3 Climate
Raipur has a tropical wet and dry climate, temperatures remain moderate throughout the year, except from March to
June, which can be extremely hot. The temperature in April–May sometimes rises above 48 °C (118 °F).These summer
months also have dry and hot winds. The city receives about 1,300 millimetres (51 in) of rain, mostly in the monsoon
season from late June to early October. July and August are peak months for Rainfall and maximum rainfall occurs during
these months. The average rainfall for 5 years forJuly and August is 391 mm and 300 mm respectively. Winters last from
November to January and are mild, although lows can fall to 5 °C (41 °F). The annual average rainfall for the last 5 years is
1145 mm.
Table 1 – 2, Rainfall Raipur (2008-2012)
Month 2008 2009 2010 2011 2012 Average

January RF (mm) 6.5 0.0 3.4 0.0 5.4 12.82
February RF 10.1 0.0 1.0 3.7 0.0 2.96
March RF 2.6 0.0 0.0 0.3 0.0 0.58
April RF 1.0 2.1 1.7 116.6 20.0 28.28
May RF 5.8 4.9 5.0 8.6 .9 5.04
June RF 262.8 25.8 53.8 197.7 152.2 138.46
July RF 233.1 571.8 462.4 293.4 397.3 391.6
August RF 279.5 246.4 225.0 363.8 387.8 300.5
September RF 289.7 66.4 273.8 334.6 185.5 230
October RF 23.4 20.1 47.7 4.1 21.1 23.28
November RF 0.0 10.5 23.3 0.1 13.7 9.52
December RF 0.0 .3 12.0 0.0 0.3 2.52
Annual Average 1114.5 948.3 1109.1 1322.9 1233 1145.56
Rainfall (in mm)

2500
2000
1500
1000
500
2008 2009 2010 2011 2012
Source: IMD (Indian Meteorological Department)
13
1.4Linkages&Connectivity
Road connectivity: Raipur is very well connected by National and State Highways with the important districts and cities of
the regional and rest of the country. The total road length in Raipur is about 970 km out of which 570 km are pucca road
and remaining is kutccha road. The road network within the Municipal limit is predominantly ring radial pattern. NH-6
connecting Mumbai Kolkata passes through Raipur and the NH-43 connects it to Vishakhapatnam. All the important towns
of the region like Bhilai-25 Km, Durg-41 Km, Jagdalpur-297 Km, Rajnandgaon-70 Km, Raipur-115 Km, Jabalpur-369 Km and
Bhopal-712 Km are connected with Raipur by road. Four major intercity roads link Raipur with the surrounding region. NH-
200 (towards Raipur) and NH-43 (towards Vishakhapatnam) passes through the city in the North-South direction. The NH-6
Passes through the city in East-West direction Road.
The stretch of NH-6 between Raipur and Durg handlesmajor volume of traffic because of the tremendous
interdependence and intersection of the industrial town of Bhillai , Durg , Borai industrial growth center and capital city of
Raipur . NH-200 connects to Raipur with Raipur. The stretch of NH-200 lying within the concern region has potential
mining belt on both the sides, Cement plants and two industrial growth centers of Urla and Siltara and its vicinity thus
making its highly prone to present and future heavy traffic volume. NH-43 connects Raipur with Koraput and
Bheemunipatnam on the south-east and further to Vishakhapatnam through NH-5 , while the SH-6 link Raipur with
Dhamtari where it connects with NH-43 and has the potential to act as a major relive to NH-43 in handling goods and
passenger traffic, within the concern region.
Rail connectivity: Raipur is situated on the Mumbai-Howrah route of Indian Railways and is well connected with the four
metropolitan cities of the country alongwith other important nodes such as Bhopal Junction, Indore, Gwalior, Jabalpur,
Amritsar, Jamshedpur, Pune, Nagpur, Vishakapatnam, Thiruvananthapuram, Patna, Ahmedabad, Gandhinagar, Jodhpur,
Jaipur, Bhubaneswar, Secundrabad, Lucknow, Kanpur, Gorakhpur, and Bangalore.
Air connectivity: Air links to the city were revived after the city became the state capital. The city is connected via air with
Delhi, Mumbai, Chennai, Koata, Bangalore, Bhubaneswar, Nagpur, Bhopal, Indore, Ahmedabad, and Hyderabad. In the
year 2011-12 total number of 802583 passengers traffic were recorded, shows that it is one of the busiest airport, ranked
th rd
29 number out of 46 airports in India. Recemtly Swami Vivekanand Airport of Raipur has become 3 busiest airport in
terms of passenger traffic in domestic flight going Delhi & Mumbai.
1.5 Demographic Profile

1.5.1 Population
Planning area of Raipur is spread over 188 sq.km and consists of 41 villages within the planning area. Raipur is the largest
city in the state with a population of 10.20 lakh as per census 2011.Raipur is an important city of the Bhillai subregion and
therefore the population growth cannot be restricted within the limits of the city. The secondary and tertiary industries
located nearby, agricultural fields, forests, mines and other production centers, are adding to the population growth by
attracting workers. The city’s capacity to accommodate more population and the transport accessibility are other
important factors that define the region. After becoming the capital of Chhattisgarh, the population is growing faster than
expected, increasing the rates of urbanization and immigration in the surrounding areas. There is an increase in
immigration from nearby states, especially Orissa. A need to strengthen the regional and sub-regional infrastructure to
cater to the increasing population is need of the hour. Effective policies must be formulated to accommodate the spiking
population into the city.
The RMC had a population of about 1.39 lakh in 1961 and increased to 6.7 lakh according to Census of India, 2001 which
shows annual growth rate of more than 3% in the last 70 years. During the decade 1991-2001, it grew at a rate of 3.7% per
annum. The population growth patterns of the city are as follows.
Table 1-3: Decadal population growth Raipur (1901 – 2011)
Census Population Increment/ Decrement Decade variation

1901 32114 - -
1911 35335 3221 10.03
1921 38341 3006 8.51
14
1931 45390 7049 18.39

1941 63465 18075 39.82
1951 89804 26339 41.5
1961 139792 49988 55.66
1971 205986 66194 47.35
1981 338245 132259 64.21
1991 462694 124449 36.8
2001 670042 207348 44.81
2011 1027264 357222 53.32
Source: Census 2001 & 2011
The decadal population growth in Raipur for the past 4 decades has been more than average as compared to the decadal
growth since 1911. Between 1969 and 2001, the population has quintupled. Between 1981-91 and 1991-2001, the
population growth has shown a slight decline. This is due to the change in Municipal boundaries of the city.
Figure 1-3: Decadal variation & population Figure 1-4: Population Growth
In the past decade (2001-2011), the growth rate has been maximum (53.32%), this is due to the rapid urban over spill from
nearby industrial centers and heavy inflow of immigrants. The slum population has correspondingly risen in the past
decade. The city is witnessing rapid growth since it assumed the role of capital city and the growth rate is significantly
above the average national growth rate in urban areas. The city is faced with increased migration population due to
economic base, presence of administrative, commercial and industrial potential. Population projections by three methods
indicate the population of 2031 is likely to be 1.6 lakhs; 1.48 (Arithmetic increase method), 1.41 (incremental increase
method) and 1.92 (Geometric increase method).
Table 1-4: Population projections
S.No Year Arithmetic Increase Incremental Increase Geometric Increase Average

method Method method
1 2011 1027264 1027264 1027264 1027264
2 2012 1050231 1046883 1030346 1042487
3 2013 1073199 1066501 1036537 1058746
4 2014 1096166 1086120 1045894 1076060
5 2015 1119133 1105738 1058501 1094458
6 2016 1142101 1125357 1074474 1113977
7 2017 1165068 1144976 1093961 1134668
8 2018 1188035 1164594 1117142 1156590
9 2019 1211002 1184213 1144236 1179817
10 2020 1233970 1203831 1175504 1204435
11 2021 1256937 1223450 1211249 1230545
12 2022 1279904 1243069 1251825 1258266
13 2023 1302872 1262687 1297642 1287734
14 2024 1325839 1282306 1349171 1319105
15 2025 1348806 1301924 1406954 1352562
16 2026 1371774 1321543 1471614 1388310
17 2027 1394741 1341162 1543864 1426589
18 2028 1417708 1360780 1624519 1467669
19 2029 1440675 1380399 1714516 1511863
20 2030 1463643 1400017 1814928 1559529
15
21 2031 1486610 1419636 1926984 1611077
Table 1-5: Population Projection: Migration trends
S. no Year Population Migration to High Growth @ Medium Growth Low Growth @3.48 CAGR
Naya Raipur 4.01 CAGR @3.83 CAGR
1 1971 205986 325067 322184 330060
2 1981 338245 331618 325821 341883
3 1991 459982 338301 329557 354129
4 2001 670042 345119 333391 366814
5 2011 21000 352073 337323 379953
6 2021 94450 359168 341355 393563
7 2031 79180 366406 345845 407660
Source: CDP, 2006
The city has grown both through natural processes and in-migration.
in However, whilenatural growth has begun to decline,
from 55 percent (67650) during 1981–91
1981 to 39 percent (81526)in 1991–2001, in-migration
-migration growth has jumped from 45
percent (55350) to 61 percent (127516) inthe same period.
period. In the two decades, the city has added nearly half (45.3
percent) its total population to its demography. There was a further addition of 88,139 people in 2003when 26 villages
were added as 16 wards under the RMC.
1.5.2 Population growthrate
Population growth rate for the past decade is 53.32% and average growth rate since 1901 is 38.21 percent.
1.5.3 Populationdensity
The administrative limits of Raipur Municipal Corporation (RMC) encompass an area of 143 sq. kilometers and have a
population of 1027264. The population density is 7183 persons per square kilometer.
1.5.4 Gender ratio and ageprofile

The sex ratio of Raipur is 947 females to 1000 males. It is higher than the urban sex ratio of the country
count (929 females to
1000 males) and lowers than the State Urban Sex Ratio atio (956 females to 1000 males).
males) Nearly 13% of the population
comprises of children which is comparable to the State and National percentages. Adults comprise 87.91%
8 of the urban
population in the city which is again comparable to the National (88.54 %) and State share (87.91%).
Table1-5: Population of Male and Female
Parameter Sex ratio Population of children (%) Population of adults (%) Population of
Senior
Citizens
City 947 12.7 87.3 NA
State 956 12.09 87.91 NA
National 929 11.45 88.54 NA
Source: Census 2011
16
1.5.5 Literacy rate

Raipur has an average literacy rate of 85.9% which is slightly higher than the national urban average of 84.1%. The female
literacy rate 80.4%is also higher than the National and State Urban average of 79.1 % and 77.65%.
Table 1-6: Literacy rate
S. no Parameter Literacy rate (%) Literacy rate Male (%) Literacy rate
Female (%)
Total Urban Total Urban Total Urban
1 City 85.9 91.1 80.4
2 State 71.04 84.79 81.45 91.63 60.59 77.65
3 National Average 73 84.1 80 88.8 64.6 79.1
Source: Census 2011
1.6 UrbanEconomy
1.6.1 Employment distribution
S. Sector Workers count % Share

No.
1 Primary 13250 4.55
2 Secondary 9498 3.26
a. Domestic produce
b. Construction
c. Production
Total 22748 7.81
3. Tertiary 268660 92.19
a. Business/
b. Transport and communication
c. Service
Total 268660 92.19
Net Total 291408 100
Source: Raipur Master Plan
The city has become a fertile destination for migration population owing to growth of industrial and commercial activities.
Raipur city has infrastructure which is tempting enough to induce migration from the rural settlements. The capacity of the
city to provide employment opportunities and absorb its working populace in various sectors of economy is an important
indicator of economic viability and self-sustaining characteristics. Bulk of the city is employed in tertiary economic
activities, indicative of advanced urbanization. As per Census 2001, over 46% of the total population comprises of city
work force and the occupational pattern of Raipur indicates that it is a major center for tertiary activities. While 67.14 % of
the total workforce in 1991 belonged to the tertiary sector the proportion has increased to 75.13% of the total work force
in 2001. On the other hand there has been a decline in the proportion of workers in the secondary sector from 25.49% to
19.51 during 1991 and 2001 respectively.
According to Census of India, 2011 only 36% of the workforce is employed, of which women comprise of 23 % share
engaged in productive employment as compared to 83% of the men.
Table 1-7: Composition of work force by activities
S.no Category City Level Male Female % of total % of male % of female

(total) Pop.
1 Total 1027264 527365 499899 --- ---- ---
Population
Person
2 Total Worker 376468 290417 86051 36.65 28.27 8.38
Population
Person
3 Main Working 347903 273840 74063 33.87 26.66 7.21
Population
Person
4 Main Cultivator 2784 2145 639 0.27 0.21 0.06
Population
Person
17
5 Main 5953 4067 1886 0.58 0.4 0.18

Agricultural
Laborers
Population
Person
6 Main 11361 8570 2791 1.11 0.83 0.27
Household
Industries
Population
Person
7 Main Other 327805 259058 68747 31.91 25.22 6.69
Workers
Population
Person
8 Marginal 28565 16577 11988 2.78 1.61 1.17
Worker
Population
Person
9 Marginal 776 433 343 0.08 0.04 0.03
Cultivator
Population
Person
10 Marginal 1332 745 587 0.13 0.07 0.06
Agriculture
Laborers
Population
Person
11 Marginal 1309 613 696 0.13 0.06 0.07
Household
Industries
Population
Person
12 Marginal Other 25148 14786 10362 2.45 1.44 1.01
Workers
Population
Person
13 Non-Working 24228 13917 10311 2.36 1.35 1
Population
Person
Total 86.18 26.13
Figure : Share of Workers in Economy S
SHARE OF WORKERS IN ECONOMY

% of total Pop. % of male % of female
1.35 1 1
MARGINAL HOUSEHOLD INDUSTRIES POPULATION PERSON 1.44 1.01 1.01
0.06 0.07 0.07
MARGINAL CULTIVATOR POPULATION PERSON 0.07 0.06 0.06
0.04 0.03 0.03
MAIN OTHER WORKERS POPULATION PERSON 1.61 1.17 1.17
25.22 6.69 6.69
MAIN AGRICULTURAL LABORERS POPULATION PERSON 0.83 0.27 0.27
0.4 0.18 0.18
MAIN WORKING POPULATION PERSON 0.21 0.06 0.06
26.66 7.21 7.21
TOTAL POPULATION PERSON 28.27 8.38 8.38
ource: Census 2011
1.6.2 Income profile

Per Capita income figures for Chhattisgarh at the State level are as follows:
Table 1-8:
8: Estimates of State Net Domestic Product (Per Capita Income)
Estimates of Net State Domestic Product
Year 2008-09 2009-10 2010-11 2011-12 % increase in 2011-12

Per Capita Income (NSDP in Rs.) 34360 34366 40166 46743 16.37
18
According to RMC, areas as Sadar Bazaar, Samta colony fall in the high income category, whereas Purani Basti and Santosh
Nagar come under low income category.Distribution of households according to monthly income ranges is presented in
Table <>. The survey undertaken in theRITES report on Traffic and Transportation indicates that 35.55% of the households
have a monthly income range of Rs. 5001-10000. Less than 8 % of population are earning Rs.25,000 per month. Average
household income per month in the study was observed to be Rs. 12356. It was observed that about 205 of households
have monthly income less or equal to Rs. 5000 and another 36% have income between Rs. 5001 -10,000 per month.
Income Characteristics
S. No. Income Group No. of Sampled Households Percentage (%)

1 <=Rs 5000 1015 19.89
2 Rs 5001 - Rs 10000 1814 35.55
3 Rs 10001 Rs - 15000 997 19.54
4 Rs 15001 – 20000 621 12.17
5 Rs 20001 -25000 243 4.76
6 >Rs 25000 408 8.00
7 No Response 5 0.10
Total 5103 100
Source: Long Term Traffic and Transportation Plan, RITES, 2009
Table 1-9: Spatial distribution of income profile
S.No Income Group Residential Areas

1 Higher Income Group Sadar Bazar,Samta Colony,Shankar Nagar,Avanti Vihar
2 Middle Income Group Phool Chowk,Shanti Nagar,Sundar Nagar,Rajendra Nagar
3 Lower Income Group Purani Basti,Santoshi Nagar,Devpuri
Source: RaipurMunicipalCorporation
1.7 Land use distribution

Figure : Land Use Map and graph
According to Master Plan 2011, 10 hectares per 1000 persons was allotted for development in 1998. However, only 6.43
ha. per 1000 persons could be utilized by year 2006. Land allocated for the categories – semi-public, public, entertainment
and traffic and transportationcould not be adequately developed. In the current Master Plan, thrust for development is in
the housing, commercial and industrial sectors. Land use for the next 15 years, ending 2021 has now been proposed and it
is presented in table <>
The expansion of residential population has come up because of the pressure created by the development of industrial
belts in the outskirts of the city and massive commercialization in the city center.The central part of the city is extremely
crowded. High density is observed in Jaistambh Chowk, Ghadi Chowk, Fafadih and Railway Station areas. The density
pattern in the peripherals areas exhibits a scattered development in the main arteries. In the city, high concentration of
activities is observed in major arterial road system. Acute traffic congestion is witnessed on these arteries throughout the
day.
19
A major number of commercial and congested roads are as a result of mixed land use and abutting social infrastructure i.e.
schools, hospitals and institutional buildings that open on the roads, junctions and traffic rotaries.
Table 1-10: Land Use Profile for Raipur
S.no Landuse 2006 2021 (proposed)

Developed Area (Ha) % Developed Area (Ha) %
Residential 3000 48.7 8088 3.24
2 Commercial 380 6.1 1370 0.54

3 Industrial 830 13.4 1451 0.58
4 Public and semi-public 650 10.5 1506 0.60
5 Entertainment 520 8.4 1610 0.64
6 Transport and 800 12.9 1975 0.77

communications
Total 6180 100 16000 100.00
Source : Raipur Master Plan
The hawkers, vendors or shops abutting the roads have illegally occupied various arterial and sub-arterial roads. This has
resulted in the spillover of pedestrian traffic on the right-of-way thereby further constricting the already available less
road widths for the vehicles to move such practices need to be firmly curtailed in order to bring about a marked
improvement in the transport situation.
1.8 Transport Network Characteristics
1.8.1 Road Network Characteristics

The major highways traversing through the city are NH 6 (Hajira-Dhule-Nagpur-Raipur-Sambalpur-Baharagora-Calcutta),
NH 43 (Raipur-Vizianagaram Junction with National Highway No. 5 near Natavalasa), NH 200 (Raipur-Raipur-Raigarh-
Kanaktora-Jharsuguda-Kochinda-Deogarh-Talcher-Chandhikhol), NH 217 (Raipur-Gopalpur) and NH 12A (Raipur-Jhansi).
A sample survey for road Length in RMC area comprising arterial and sub – arterial roads reveals that about 39% of the
road length In RMC has less than 10 m existing ROW, 39% between 10 to 20 m, 10.2% between 20 to 30m, 4.65% between
30 to 40m 6.67% between 40 to 60 m. Only 11% of roads have ROW more than 30m. This indicates scope for widening the
roads will be limited.
Table1.11: Distribution of Road Length By Existing Right Of Way
Right Of Way (in m) Road Length (in Km) Percentage (%)

<10 141.82 39.37
10-20 140.47 39.00
20-30 36.73 10.20
30-40 16.67 4.65
40-60 24.02 6.67
>60 0.42 0.12
Total 360.22 100.00
Source: RITES Primary Surveys – 2009
Table 1.12: Distribution of Road Length By Carriageway Width

S. No. Carriage Way Road Length (Km) (%)
1 < 6.5 183.37 50.91
2 2-Lane (6.5-9.0mtr.) 84.33 23.41
3 3-Lane (9.0 – 11mtr.) 25.06 6.96
4 4Lane (divided) 21 5.83
4Lane (undivided) 15.07 4.18
5 6-Lane divided 13.59 3.77
6 6-Lane undivided 13.73 3.81
7 8-Lane(>22mtr) 4.07 1.13
20
Total 360.22 100.00

Table 1.13: Distribution of Road Length By Availability Of Footpath

Footpath Road Length (km) Percentage (%)
Present One-Side 4.81 1.34
Present Both-Sides 3.02 0.84
Absent 352.39 97.83
Total 360.22 100.00
Footpaths are available for only about 2% of the road network. Majority of it is on one side. The riding surface of road
length in RMC area was also analyzed and indicates that about 72% road length are black topped, about 18% are cc roads
and only about 10% is WBM roads
Table 1.14: Road Type

S. No. ROAD TYPE ROAD LENGTH (in Km) Percentage (%)
1 Bitumen 258.41 71.74

2 Cement 66.41 18.44
3 WBM 35.40 9.83
Total 360.22 100.00
It is seen that along the study area, about 3%of the road length has journey speeds less than 10km/h, 23% between 10 to
20 Km/h, 41% between 20 to 30 km/h and 28% it is between 30 and 401 km/h while 5% is above 40 km/h in peak period.
During off- peak period. The corresponding values are 1%, 21%, 32%, and 34% and 12% respectively. Average citywide
journey speed is worked out as 26.3 km/h for peak period and 29.1 km/h for off- peak period.
Problem Matrix for Major Road Corridors in the City

The quantified parameters of road are presented in the form of a matrix.
Table 1.15: Problem Matrix for Road Corridors

S. Road Peak V/C Problem Identified
Encroachments
No. Hour Ratio

Traffic
(PCU)
1 Malviya 3899 S 1.3 Attracts heavy traffic destined to city centre, more traffic congestion in morning and
Road evening peaks, heavy on street parking, no footpath, large volume of pedestrian
traffic. The road will require some traffic management measures and parking
management.
2 K.K. Road 2666 S 0.97 Heavy traffic throughout the day, more traffic congestion in morning and evening
peaks, heavy on street parking, no footpath.
3 G.E. Road 7470 S 2.14 Heavy traffic due to commercial activities, more traffic congestion in morning and
evening peaks, heavy on street parking, . Will require widening from sharda Chowk to
tatyapara Chowk and some traffic management measures and parking provisions.
4 M.G. 2879 S 1.28 Attracts heavy traffic destined to City Centre, encroachments by ‘on-street’ parking
Road (both side & middle of carriageway) and hawkers, road capacity is constrained by ‘on-
street’ parking. Will require some traffic management measures and parking
provisions.
5 Banjari 1526 S 1.27 Traffic congestion in peak hour, encroachments by ‘on-street’ parking and hawkers.
Road Will require some traffic management measures and parking provisions.
6 Advard High M - This road witnesses considerable activity up to the sadar bazaar road and may require
Road up-gradation in the short term.
7 Jayram High S - Heavy traffic due to commercial and business activities, traffic congestion in evening
Complex peak hour is the maximum, encroachment, hawker activities and on street parking,
21
Road heavy pedestrian movement, road capacity is constrained by ‘on-street’ parking. The
road will require some traffic management measures and parking management.
8 Sadar High S - Heavy traffic due to commercial activities, frequent traffic congestion in peak hour,
Bazaar demand for parking is growing and is over spilled to carriageway portion. Will require
Road optimal mix of traffic management measures and parking demand management
measures.
9 Jail Road 5036 M 1.02 This is a developed corridor and is functioning within service capacity.
10 Bhesthan 2057 S 1.18 On-street parking and encroachments by hawkers and vendors Will require up-
Road gradation in the short term.
11 Ring Road 3683 M 1.02 Heavy mix traffic (intercity & intra city). Will require optimal mix of traffic
No- 1 management measures and parking demand management measures.
12 Ring Road 2204 M 0.49 Heavy truck traffic due to freight transport activities, encroachments by ‘on-street’
No- 2 parking, road capacity is constraint.
13 Mahadev 2426 M 1.68 The road is functioning within permissible capacity.
Ghat
Road
14 Devendra 2045 M - Road capacity is not a constraint, will require marginal improvements.
Nagar
Road
15 Station 4613 S 1.92 Attracts heavy traffic destined to railway station, heavy ‘on-street parking’,
Road considerable pedestrian movement. Will require capacity enhancement by traffic
management and parking demand management measures.
16 Subhash 3475 S 1.60 Attracts heavy traffic due to commercial activities, on-street parking and
Marg encroachments by hawkers and vendors, will require up-gradation in the short term.
OSP – ‘on-street’ parking, M – moderate, S - severe
1.8.2 Major intersections

The parameters of peak hour approach volume, geometrics and parking close to the junctions and junction related
problems have been analyzed in the form of a matrix. These junctions have been identified for geometric improvements in
consultation with RMC in the RITES Report.
Table 1.16: Problem Matrix for Junctions Identified For Improvements
Name of Type of Peak Problem Identified on Site
Pedestrian Volume
Parking close to
Encroachments
Junction Junction Hour

Geometry
junction
Volu
Delays
S.No
me
(PCU)
1 Azad Chowk Five Legged 5249 Fair M M No M Will require marginal improvements to
With Mini- geometrics.
Roundabout
2 Amapara Three Legged 5029 Fair M M Yes M Will require smoothening of curves and
Chowk Signalised channelisation, parking close to the junction.
Junction
3 Telibandha Three Legged 3756 Poor M M No M Will require geometric improvements, petrol
Chowk pump close to the junction.
4 Bhagatsing Four Legged 6342 Poor M NA No M Will require geometric improvements with
Chowk With Signal free left slip roads and channelisation.
Control
5 Jaistambh Four Legged 8302 Poor S M Yes S Heavy traffic and pedestrian movement,
Chowk With Signal parking near Intersection. Will require
Control geometric improvements.
6 Sharda Four Legged 7048 Poor S M Yes S Heavy encroachments by parking near
Chowk With Signal junction. Will require improvement of
Control junction geometry.
7 Fafadih Four Legged 8514 Poor S M Yes S Absent channelisation, encroachments by
Chowk With Signal kaccha shops and deficient parking signs.
Control
8 Shastri Three Legged 9027 Poor S M Yes S Heavy traffic, geometric deficiency, parking
Chowk With Signal close to the junction. Will require geometric
Control improvements and re-design of traffic signal
phases.
9 Ghadi Three Legged 8996 Poor S M Yes S Geometric deficiency, parking close to the
Chowk Roundabout junction due to commercial complex.
22
1 Collectorate Four Legged 8315 Fair S M Yes S Parking near junction due to commercial
0 Chowk With Signal complex. Will require proper channelisation
Control and signal control. Will require redesign of
traffic signal phases.
1 Mekahara Four Legged 7308 Good M NA No M Functioning reasonably well
1 Chowk (Signal
Control)
1 Gurunanak 3583 Poor S S Yes S Heavy encroachments by parking and
2 Chowk Three Legged extended trade of shops near junction. Will
Rotary require improvement of junction geometry.
1 Telghani Five Legged 5723 Poor M M Yes M Poor geometry of junction due to level
3 Naka Chowk Mini difference on bridge approach. Will require
Roundabout smoothening of curves and channelisation.
1 Patchpedi Four Legged 5706 Poor M M Yes M Petrol pump close to the junction, poor
4 Naka Chowk geometry, parking close to the junction and
poor road surface to be designed.
1 Santoshi Four Legged 3643 Poor M M Yes M Parking near junction. Will require
5 Nagar Rotary improvement of junction geometry, and poor
Chowk Junction road surface.
1 Budha Talab Three Legged 3255 Fair M NA No M Will require marginal improvements to
6 Chowk Partially geometries.
Chennelised
Junction
1 Kalibadi Four Legged 4156 Fair M M Yes S Encroachments by parking near junction. Will
7 Chowk require proper channelisation.
1 Moti Bagh Four Legged 4833 Poor M M Yes M Parking near junction on shastri bazar arm,
8 Chowk will require geometric improvements.
1 Neer Four Legged 3007 Fair M NA No Low Will require marginal improvements
9 Bhawan Rotary
(Civil Line) Intersection
2 L&T Chowk Three legged 3857 Poor M M Yes M Heavy goods traffic, poor junction geometrics,
0 Partially truck parking near junction. Will require
Chennelised improvement of junction geometry.
Roundabout
2 Tatibandh Three legged 3447 Poor M M Yes M Heavy goods traffic, parking close to junction,
1 Chowk Partially partial encroachments. Will require geometric
Chennelised improvements.
Junction
2 Bhanpuri Three legged 3867 Poor M M Yes M Heavy Traffic, Geometric Deficiency, Auto
2 Chowk Partially rickshaw parking near junction.
Chennelised
Junction
2 Lakhey Five Legged 3455 Poor M M Yes M Temple at the junction, parking close to
3 Nagar junction, will require geometric
Chowk improvements and shifting of temple.
2 Madhusuda Five Legged 3498 Fair M NA No Low Will require marginal improvements to
4 n Chowk geometries and signal control.
2 OCM Chowk Five Legged 3483 Good M NA Yes M Functioning reasonably well.
5 Rotary
Junction
2 Katora Talab Five Legged 3850 Poor M M Yes M Encroachments by parking will require
6 Stagerd marginal improvement of junction geometry.
Rotary
Intersection.
M - moderate, S – severe
Table 1.17: Problem Matrix for Junctions Requiring Marginal Improvements

Name Type of Junction Peak Problem Identified on Site
Parking close to
Encroachments
Pedestrians
of Hour
Geometry
junction
Volume
Delays
S.No
Junctio Volum
n e (PCU)
27 Railwa Four Legged Very Poor S M Yes S Heavy traffic, small rotary in the middle of
y Rotary High junction acts as obstruction,poor junction
Station Intersection geometry, heavy pedestrian movement, auto
Chowk stand near junction.
28 Gol Four Legged High Fair S S Yes S Heavy traffic in evening peak hour, marginal
Bazar geometric deficiency.
Chowk
29 Chikni Four Legged High Fair S S Yes S Heavy traffic in evening peak hour, marginal
Mandir geometric deficiency, temple near junction.
Chowk Will require widening of approaches and
23
shifting of temple.
30 Kotwali Four Legged High Fair S M Yes S Heavy traffic in peak hour, small rotary in the
Chowk Rotary middle of junction, parking close to junction.
Intersection
31 Tattya Four Legged High Poor S M Yes M Geometric deficiency, parking close to the
para junction. Will require geometric
Chowk improvements.
32 Gandhi Three Legged High Fair M M Yes M Heavy conflict due to right turning traffic will
Udyan require the median to be closed.
Chowk
33 Shanka Four Legged High Good M M Yes M Functioning reasonably well.
r Nagar
Chowk
34 Tikrapa Three Legged (Y High Fari M M Yes M Absent channelisation, parking close to
ra Junction) junction.
Chowk
35 Raipur Four Legged High Poor M M Yes Lo Encroachments by hawkers near junction,
a w parking close to the junction.
Chowk
36 Fire Four Legged Moder Poor M N Yes M Parking close to junction, tree at the junction
Brigad ate A area, will require marginal improvements.
e
Chowk
37 Avanti Three legged High Fair M M Yes M Heavy traffic in morning and evening peak
bai Rotary hour, incorrect placement of rotary, parking
Chowk Intersection close to junction, will require marginal
improvements.
38 Subhas Four Legged High Poor M S Yes S Parking near junction, heavy pedestrian
h volume, vegetable market near junction, may
Chowk require shifting of vegetable market and
(Teliba smoothening of curves
ndha)
39 Bhatag Four legged High Poor M M No M Heavy traffic, geometric deficiency,
aon encroachments by kaccha shops.
Chowk
40 Rathor Three Legged High Poor S M Yes S Heavy traffic in morning and evening peak,
Chowk encroachments by parking and fixed vendors.
Will require improvement of junction
geometry.
41 Bijali Four Legged Moder Poor M N Yes M Temple at the centre of Chowk.
Ghar ate A
Chowk
Table 1-18: Major intersections
S.No Name of intersection No. of arms Signalized/ non-signalized

1 Teli Bandha Chowk 3 Yes
2 Bharat Mata Chowk 4 Yes
3 Ghadi Chowk 4 Yes
4 Kutchehry Chowk 4 Yes
5 Jaistambh Chowk 4 Yes
6 Sharda Chowk 4 No
7 Tatya Para Chowk 4 Yes
8 Azad Chowk 3 No
9 Aama Para Chowk 3 No
10 Tatibandh Chowk 4 Yes
24
11 Fafadih 4 Yes
12 Devendra Nagar Chowk 4 Yes
13 Awanti Bai Chowk 3 No
14 City Kotwali Chowk 4 No
15 Kali Badi Chowk 4 No
16 Pachpedi Naka Chowk 4 No
17 Santoshi Nagar Chowk 3 No
18 Lakhe Nagar Chowk 4 No
19 Tikra Para Chowk 3 No
20 Fire Brigade Chowk 4 No
21 Purani Basti Chowk 3 No
22 Shankar Nagar Chowk 4 Yes
23 Railway Station Chowk 3 Yes
24 Katora Talab Chowk 4 No
25 Telghani Naka Chowk 4 Yes
S. Junction Approach Daily Pedestrian Peak Hour

No Vol. – both side Pedestrian
(16 hours) Vol.(critical)
Along Across Along Across
1 Sharda Chowk Sharda Chowk towards Gurunank Chowk 3770 4706 337 551
Sharda Chowk towards Jai Stambh 5060 3978 465 172

Sharda Chowk towards Banjari Road 4816 1611 501 48
Sharda Chowk towards Azad Chowk 3978 1694 673 75
2 Rly. Station Rly. Station Chowk towards Fafadih 10595 2678 1151 394
Rly. Station Chowk towards Telghani Naka 9449 11324 716 695
Rly. Station Chowk towards Rly. Station 22998 9035 2427 698
Rly. Station Chowk towards Gudhiari 10991 4223 1034 670
3 Kalibadi Chowk Kalibadi Chowk towards Jai Stambh Chowk 10652 1926 1050 292
Kalibadi Chowk towards Mahasamund Chowk 8296 2441 665 279
Kalibadi Fafadih towards Tikrapara 13360 3219 1200 354
Kalibadi Chowk towards Girl Degree College 4897 6724 843 714
4 Fafadih Chowk Fafadih Chowk towards Rly. Station 6068 2307 500 233
Fafadih Chowk towards Raipur road 10127 1514 1031 117
Fafadih Chowk towards Mecahara Chowk 8747 3005 898 242
Fafadih Chowk towards Jai Stambh Chowk 5424 1639 578 118
Source: Raipur Municipal Corporation
1.8.3 Pedestrian and NMV facilities

The peak pedestrian traffic was analyzed for the following junctions in the city. About 1100 pedestrians move along
Malviya Road in both directions in the peak hour. About 1222 and 1151 pedestrians were observed in the peak hour
along the G.E. Road and Station Road respectively. Cross pedestrian traffic is considerable Source: City Bus DPR, RMC
towards Subhash Marg and Jail Road sections. On Jail Road about 943 pedestrians move along the Road in both directions.
About 1031 pedestrians were recorded at the Raipur Road. There is practically no footpath on many carriageways which
compel pedestrians to walk on the carriageway. The pedestrian-vehicular conflict is above the acceptable limits and
provision of adequate at-grade and grade separated facilities need to be ascertained and developed. The footpaths also
need repair / paving and maintenance of continuity to improve the safety standards.
1.8.4 Socio-Economic and Travel Characteristics
The following table gives the distribution of the households according to monthly expenditure on transport. The table
indicates that about 40% of households spends less than or equal to Rs. 500 per month on transport and over 23% have
25
monthly expenditure on transport ranging between Rs. 500 – 1000. 10% of households are having more than Rs. 2500
expenditure on transport per household is worked out as Rs. 1229 which is about 10% of average household income.
Table 1.19: Distribution of Households by Average Monthly Expenditure on Transport
SL. No. Expenditure on transport Number of Sampled Households Percentage (%)

1 <=Rs 500 2029 39.76
2 Rs 500 – 750 525 10.29
3 Rs 750 - 1000 656 12.86
4 Rs 1000 – 1250 242 4.74
5 Rs 1250 -1500 296 5.80
6 Rs 1500 – 2000 338 6.62
7 Rs 2000 - 2500 259 5.80
8 >Rs 2500 509 9.97
9 No Expenditure 249 4.88
Total 5103 100
Per Capita Trip Rate

The Per Capita Trip rate as calculated from the Traffic and Transportation Study across Indian cities of MoUD
(1998) is as follows:
Figure 1-20: Per Capita Trip Rate Standard
Population range in lakhs WSA 2007 RITES 1994

<5 lakhs 0.76 0.77-0.89
Figure 1-21: Projected Per Capita Trip Rate
Population 2007 2011 2021 2031

<5 lakh with plain terrain 0.8 0.8 0.9 1
Existing ModalShare
The Estimated Modal Share as calculated from the Traffic and Transportation Study across Indian cities of MoUD (1998) is
as follows. The future mode share including NMT is presented in the table given below. A significant decrease in public
transport and a very high increase in private mode share for all city categories are predicted.
Figure 1-22: Modal Split of vehicles
2007 2011 2021 2031

Population PT PV+IPT NMT PT PV+IPT NMT PT PV+IPT NMT PT PV+IPT NMT
<5 lakhs 5 57 38 4 59 36 3 66 31 2 72 26
Source: Wilbur Smith Study on Traffic & Transportation (2008)
Distribution of Trips by Mode of Travel

Distribution of trips according to mode of travel is given in table 4.12 to Table 4.14 & Figure 4.3. It is observed that 30% of
the Trips are walk trips. However, the share of trips performed by 2 Wheelers is 29% and by bus 6%.Trips performed by
Auto Rickshaw are 6%, whereas, trips performed by car are nearly 3% Per capita trip rate including walk is 1.29, excluding
walk is 0.91 and for motorised trips are 0.58.
Table 1.23: Modal Split – 2009 (Including Walk)
Mode No. of Trips Percentage (%)
1 Car 34891 2.97

2 Two-Wheeler 343145 29.20
3 Auto 9519 0.81
4 Shared –Auto 65227 5.55
26
5 Bus 13404 1.14

6 Chartered Bus 1053 0.09
7 School Bus 53513 4.55
8 Cycle 260799 22.19
9 Cycle-Rickshaw 39383 3.35
10 Train 3591 0.31
11 Walk 350713 29.84
Total 1175238 100
Source: RITES Primary Surveys - 2009
Table 1.24: Modal Split – 2009 (Excluding Walk)

SL. No. Mode No. of Trips Percentage (%)
1 Car 34891 6.65
2 Two-Wheeler 343145 65.44
3 Auto 9519 1.82
4 Shared –Auto 65227 12.44
5 Bus 13404 2.56
6 Chartered Bus 1053 0.20
7 School Bus 53513 10.21
8 Train 3591 0.68
Total 524343 100
1.8.5 Traffic Management including Parking

In Raipur, the road capacity is a constraint and traffic congestion on the corridors is a result of many non-traffic activities
like parking and encroachments. Areas critical from various traffic considerations have been identified for development of
traffic engineering management proposals. These include –
• Central area (surrounding Jaistambh Chowk and Shastri Chowk area) and located to the both side of GE Road
covering Malviya road up to Kalibadi Chowk, KK Road, MG Road, Station Road, Jail Road, Sadar Bazar Road,
Bhesthan Road, Banjari Road, Gol Bazar Area, Shastri Bazar Area, Pandri Bus stand area of Raipur City.
• Area encompassing Ring Road-1, Ring Road-2, Raipur Road, Covering Tatibandh Chowk Area, Bhanpuri Chowk
Area, Hirapur Area, Urla Area, Sarora Area, Gondwara Area, Birgaon Area, Siltara Area, Telibandha Chowk,
Pachpedi Naka Chowk, Santoshi Nagar Chowk including Raipura Chowk. Most of the road network is encroached
with the following activities.
Encroachments: Street trade and vendors are stretched almost on the entire road system especially on Malviya Road, GE
Road, MG Road, KK Road, Station Road, Bhesthan Road, Sadar Bazar Road, Jail Road, Subhash Marg, and Banjari Road. The
shopping displays are extended beyond the respective frontages sometimes even up to the carriageway portion
hampering traffic movement.
Most of the corridors in the Central Area attract heavy traffic due to commercial and business activities. Traffic circulation
problem is found maximum around Jaistambh Chowk, Sharda Chowk, Shastri Chowk, and Fafadih Chowk area. In central
part, Malviya Road carries about 5265 vehicles (3899 PCU), KK Road carries about 3693 vehicles (2666 PCU), GE Road
carries about 6808 vehicles (5165 PCU) towards Shastri Chowk and 6242 vehicles (4874 PCU) towards Sharda Chowk near
Jaistambh Chowk in the peak hour and MG Road carries about 3571 vehicles (2879 PCU) in the peak hour. Heavy traffic
movements are witnessed along Raipur Road with peak hour traffic volume of about 2757 vehicles (3355 PCU). Most of
the Corridors in the Outer area attract heavy goods traffic due to proximity of industrial area. Dhamtari Road carries 3580
vehicles, 3208 PCU observed in the peak hour and Mahasamund Road carries 3938 vehicles with 1355 PCU were observed
in the peak hour. Ring Road-1 an important arterial carries peak hour traffic of about 3496 vehicles (3683 PCU). Ring Road-
2 is an undivided carriageway carries peak hour traffic of about 1391 vehicles (2204 PCU). (RITES Traffic and
Transportation Plan, 2009).
There is high parking demand and most of the roads allow for ‘on-street’ parking on both sides of the kerb. Further there
are no licensed off-street parking facilities except a few small parking lots of RMC at Jawahar Gate and Old Bus Stand.
Sometimes parking takes place in two rows leaving only one lane for traffic movement on all Central Area roads. Heavy
parking demand observed around Jaistambh, MG Road, Sadar Bazar Road, GE Road and Station Road due is due to
commercial activities in Central Area.
27
The circulation pattern in the area suggests that all roads are functioning as two roads for traffic movement. The
immediate understanding of the traffic and transportation issues suggest that a circulation pattern acceptable to Civic
Authorities, Traffic Police and public must to be devised. The measures will include composite methods such as traffic
circulation pattern, ban on conflicts, parking regulations, safety of pedestrians and improvement of street furniture. Some
critical sections in the market places may require pedestrian only streets measure also.
Analysis of accident black spots in and around the city reveals that maximum accidents are on GE Road. This is due to High
Speed of vehicles and Vehicles moving in wrong direction to enter the Petrol Pump. Top ten accident-prone locations are
observed at SRP Chowk, near Mana Basti, Devri, Near Local Alcohol Shop (Mana Basti), Pachpedi Naka, Siltara, Old over
Bridge Khamtarai, Swarna Jayanti Three Arm Intersection (Civil Lines), Near Dumartarai, New over Bridge Khamtarai. In the
CBD area, Shastri Chowk and Ghadi Chowk on GE Road are also accident-prone. It is also observed that main causes of
accidents in the city are high speed of vehicle, on street parking and the drivers are not following Traffic Rules.
Table 1.25: Couse of accident

S. LOCATION CAUSES OF ACCIDENTS
No.
1 SRP Chowk High speed, vehicles moving in wrong direction to enter the petrol pump
2 Near Mana Basti High speed, no speed breaker, heavy traffic of vehicles, road passing through center of
village, animals coming on carriageway
3 Devri High speed of vehicles, no speed breaker
4 Near Local Alcohol Shop, High speeds, no speed breaker, heavy traffic of vehicles and pedestrians
Mana Basti
5 Pachpedi Naka Heavy traffic of vehicles, encroachment on shoulder, parking at no parking areas, no service
lanes for passenger vehicles
6 Siltara High speed of vehicles, no speed breaker, heavy traffic of goods vehicles due to siltara
industrial area
7 OldOverBridge Khamtarai No street light, crossing point, excavations at both ends of bridge, animals sitting on
carriageway
8 Swarna Jayanti Intersection, No speed breaker, no traffic signal, high speed
Civil Lines
9 Near Dumartarai High speed, no speed breaker, heavy traffic of vehicles, road passing through center of
village, animals coming on carriageway
10 New OverBridge Khamtarai No street light, turn on the bridge, high speed of vehicles
11 Railway Crossing Serikhedi High speed, heavy traffic of goods vehicles
12 Opposite Shankaracharya High speed, no speed breaker, heavy traffic of vehicles, sudden movement of vehicles
Ashram entering the intersection
13 Gram Dhaneli High speed of vehicles, no speed breaker, insufficient road width at culvert
14 Bus Stand Intersection Due to standing of buses on carriageway, heavy traffic of vehicles and pedestrians
15 Santoshi Nagar Chowk Heavy traffic of vehicles, encroachment on shoulder, parking at no parking areas, no service
lanes for passenger vehicles
16 Near Vyas Talab Bhanpuri On street parking, heavy goods traffic, loaded vehicles coming from industrial areas urla
and birgaon
17 Shastri Chowk Heavy vehicles entering this Chowk during the night time, geometric deficiency, traffic rules
not followed by the drivers
18 Chandanidih Chowk, On street parking, high speeds, due to opposite movement of traffic from tatibandh to
Amanaka chandanidih
19 Filter Plant Math Puraena Heavy traffic of vehicles, encroachment on shoulder, parking at no parking areas, no service
Ravan Bhata lanes for passenger vehicles
20 Nava Gaon High speed
21 Aman Sivni High speed of vehicles, no speed breaker, due to road passing through the center of village
22 Mandir Hasod Encroachment, heavy traffic of goods vehicles
23 Bus Stand Arang Insufficient road width, carelessness of drivers of buses and minibuses at entry and exit at
the bus stand
24 Waltaire Gate Near Sudhama No proper reflector, vegetable market, mutton market, animals sitting on carriageway, no
28
Shop Khamtarai street light

25 Shyam Petrol Pump G.E Road High speed, vehicles moving in wrong direction to enter the petrol pump
26 Opp. Police Petrol Pump No median, high speed, heavy traffic of vehicles and pedestrian
27 Near Shaddani Darbhar High speed, no speed breaker, heavy traffic of vehicles
28 Devpuri Road passing through the center of village, encroachment on the shoulder, parking at no
parking areas, insufficient road width
29 Gram Paragaon High speeds, animals coming on the carriageway, on street parking due to dhaba
30 Urla Turn Due to sharp turn and high speed of vehicles
31 Kendri Turn Due to sharp turn and high speed of vehicles
32 Charoda High speed of vehicles, no speed breaker
33 Gram Tireya High speed of vehicles, no speed breaker
34 Bhanpuri Chowk Heavy vehicles and other vehicles come together into the junction area from all sides, no
traffic signal, no street light
35 Nagar Ghadi Chowk Traffic rules not followed by the drivers, bigger traffic island
36 Bhata Gaon Chowk,Ring Road No traffic signal, construction activities on ring road, high speeds
37 Raipura Chowk Traffic rules not followed by the drivers, construction activities on ring road, high speeds
38 Sankra High speed of vehicles, no speed breaker, stopping of vehicles for boarding and alighting of
passengers
39 Topup Petrol Pump Bhanpuri Parking near the carriageway, waiting of the heavy vehicles near the carriageway to enter
into the industrial area and city
40 Opposite Ashoka Millenium, Heavy traffic on ring road, construction activities on ring road
New Rajender Nagar
41 Mahasamund Taxi Stand No speed breaker, no traffic signal, standing of the minibus and taxis on the shoulders,
insufficient road width
42 Kushalpur Chowk, Ring Road No traffic signal, construction activities on ring road, high speeds
43 Herapur Chowk No traffic signal, high speeds, heavy on street parking of goods vehicle
44 HP Gas Point High speed, heavy traffic of goods vehicles, parking at no parking areas, encroachment, 4
lane under construction
45 Gram Rasni High speed, national highway passing through the center of village, animals coming on the
carriageway
46 Gotiyardih High speed, national highway passing through the center of village, animals coming on the
carriageway
47 Chandi Turn, Near Uday Due to sharp turn and high speed of vehicles
Petrol Pump
48 Nimora Turn, Near Due to sharp turn and high speed of vehicles, get collided due to three arm intersection
RadiantSchool
49 Donde Khurd High speed of vehicles, no speed breaker
50 Semaria Turn High speed of vehicles, no speed breaker, due to sharp turn
Table 1.26: Category Wise Accidents In District Raipur - (2003-2008)

YEAR PARTICULARS CLASSIFICATION OF ROAD
NH SH OR
2003 No. of Accidents 924 240 608
Person Killed 193 53 110
Person Injured 809 277 549
2004 No. of Accidents 1016 361 693
2005 No. of Accidents 943 457 659
29
2006 No. of Accidents 1085 526 740

2007 No. of Accidents 1074 575 746
Source: Traffic Police Department, Raipur
1.8.6 Traffic Safety including management

The maximum traffic vehicle related accidents have been recorded by trucks (496),
(496), Cars (490) and 2 wheelers (473). 2037
accidents were reported; 326 were fatal and 1435 were injury related cases.. For the same year, at the State level accidents
numbers and the number of deaths reported are 30195and 3167 respectively.
Road Accident Characteristics

The increasing road accident on major roads in Raipur is a cause of concern. Considering the urban expanse, population
growth and increase trends of vehicles on the City roads; the safety of the commuters is equally vital. There are many
reasons for the growth in the number of accidents in Raipur. Accidents are caused not merely due to the increase in
population and rise in vehicle ownership. They are also caused due to the causal approach of road users in observing
driving rules, adhering to safety precautions and regulations. Rush and negligent driving have
hav proved to be a frequent
cause of serious and fatal accidents. Similarly, poor road geometry and inadequate street lighting also increase the
incidence of accidents on urban roads. One of major causes of pedestrian safety is endangered by extended trading
activities of shops and commercial activity on footpaths and sidewalks. This compels pedestrians to clog the road space,
hence give a chance to accidents. An insight into the trends and type of accidents observed in the Raipur City and Raipur
District indicates
ndicates a total of about 2770 road accidents have taken place
pl in Raipur District in year 2011. There has been
increase in total accidents from last three years because of lack of safe and efficient transportation system in Raipur.
Involvement of trucks, cars
ars and two-wheelers
two is more in road accidents.
Table: Road accidents
ents in the district of Raipur.
Table 1-27: TrafficAccidents (Raipur District)

District (2012)
Year Accidents Death Injuries Total

2012 2037 326 1435 3798
Accidents
2011 2774 494 2310 5578 7000
2010 2638 514 2436 5588 6000 5578 5588 5858 5841
4921 4925
2009 2750 505 2603 5858 5000 4343 4615 4078
2008 2648 508 2685 5841 3798
4000
2007 2395 476 2050 4921 3000
2006 2351 443 2131 4925 2000
2005 2059 419 1865 4343 1000
2004 2070 373 2172 4615 0
2003 1772 356 1950 4078 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003
Source: Traffic Police Chhattisgarh
1.8.7 Current Transport Scenario

Raipur City road traffic is heterogeneous in character. It is a mixture of fast moving motor traffic and extremely slow traffic
such as animal drawn vehicles. Motor traffic consists of mainly cars, light vans, light commercial vehicles, jeeps, different
kinds of mopeds, scooters and motor cycles, different kinds of commercial vehicles, buses, auto rickshaws etc. In addition
to these, there are a considerable percentage of cycles plying on the city roads. Pedestrian traffic is found to be very heavy
heav
in the market areas of the city due to high commercial activities and customer’s movement.
movement The wide variety of traffic
30
units with their great disparity of size and speed creates a number of problems viz., delay, congestion, accidents and areas
of conflict.
The outputs from the analyzed data have been used to identify the major problem areas, problem types and quantification
of problems in the Study Area in short term perspective. The demand-supply ratios of various transport facilities has been
undertaken to give an insight into the type and extent of problems in various areas, corridors and junctions.
Table 1-28: Traffic Accidents for Year 2012 (District Raipur)
Truck Tanker Bus Other Heavy Vehicle Total

Type Accident Death Accident Death Accident Death Accident Death Accident Death
Nos. 623 172 61 20 173 38 135 26 2514 484
Vehicle Car/Jeep 3 wheelers 2 Wheelers Unknown vehicle State
Type Accident Death Accident Death Accident Death Accident Death Accident Death
Nos. 590 92 82 6 683 63 167 67 12888 13274
Source: Traffic Police Chhattisgarh
Analysis of accident black spots in and around the City reveals that maximum accidents are on GE Road. This is due to High
Speed of vehicles and Vehicles moving in wrong direction to enter the Petrol Pump. Top ten accident-prone locations are
observed at SRP Chowk, Near Mana Basti, Devri, Near Local Alcohol Shop (Mana Basti), Pachpedi Naka, Siltara, Old over
Bridge Khamtarai, Swarna Jayanti Three Arm Intersection (Civil Lines), Near Dumartarai, New over Bridge Khamtarai. In the
CBD area, Shastri Chowk and Ghadi Chowk on GE Road are also accident-prone.
It is also observed that main causes of accidents in the city are high speed of vehicle, on street parking and the drivers are
not following Traffic Rules.
Road User Behaviour
The behaviour of road users plays a major role in the smooth movement of traffic and ensuring traffic discipline and
safety. The behaviour is something that comes naturally to the road users and cannot be really enforced by the Traffic
Police and other regulatory authorities. In general, the road user behaviour in Raipur is not fair and this is the reason why
so many Controlled & uncontrolled intersections are not functioning well. Most of the Drivers do not have patience and
always try to break the signal causing disturbance to the people going in green phase this causes Congestion and
sometimes become cause of accidents.
The behaviour Para-transit transport drivers (auto rickshaw / taxi) however, require significant improvement. These
drivers work with the primary objectives of completing their journey faster and making more money and, therefore have
very little regard to the traffic rules and discipline. They do not follow the lane driving discipline, stop their vehicle without
proper indication (for boarding/alighting of the passengers), stop at any place without worrying about the disruption of
traffic flow and take turns without following the rules of priority.
1.9 Vehicular Growth and Composition

The registered vehicles in Raipur have increased significantly over the years. The number has climbed from 0.19 to 3.76
lakh in last ten years. This high density and rapid growth of vehicles have worsened the transport situation to a significant
extent. The growth has been phenomenal registering a growth of 8.34% p.a. in last 5 years. The share of two wheelers is
highest (about 75%). It is significant to note that 7% of the vehicles now in Raipur are cars and jeeps. About fifteen
thousand cars have been added in the City since last 5 years. In the past decade, the vehicles 463538 new vehicles have
been registered. It is nearly 10% of the total vehicles registered in the state (1658570). The growth has been maximum for
two wheelers – moped and scooters (134375) which is nearly 80% of the total share of vehicles. 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 - demand more road space, has resulted in dense concentration of traffic on roads. This
trend in context to the congested urban road system and the cost these impose on users demands a careful consideration.
Table 1-29: Vehicle Registration 2000-01 to 2009-10 (No. of vehicles)
Vehicle Registration 2000-01 to 2009-10 (No. of vehicles)

31
Raipur
Goods Vehicle Articulated vehicles 3152
MHT 23337
LGV 4 wheeler 7246
3 wheeler 2653
Passenger Vehicle Normal 356
Deluxe 98
12+1 4372
12+1 More 1042
Motor Cab 2168
Tempo 6+1 943
6+1 More 458
Auto 3382
Two Wheelers Moped 66496
Bikes 283696
Car 33191
Jeep 336
Tractor 15944
Trailer 11791
Others School Bus 0
Ambulance 27
Others 2850
Total 463538
Source: RTO, Chhattisgarh
1.9.1 Rail Network Characteristics

Raipurissituated on the Howrah-Nagpur-Mumbai line of theIndian Railways (via Bhusawal, Nagpur,Raipur,Kharagpur)
and is connected with some major cities like NewDelhi, Mumbai, Bhopal, Jabalpur, Saugor, Katni, Itarsi, Kolkata, Chennai,
Hyderabad, Bangalore, Kota, Ahmedabad, Jaipur e.t.c. Raipur still lacks direct rail connectivity with Indore
Junction, Ujjain, Ratlam Junction,Kolhapur, Jodhpur etc. A branch line from Raipur to Vizianagaram via Titlagarh originates
from here and maximum export of Chhattisgarh viaVishakhapatnam by this Railway Line. Also there is a narrow gauge line
connecting Raipurto Rajim andDhamtari via Abhanpur. This narrow gauge line is being converted into broad gauge line and
realigned to serve the city of Naya Raipur as well.
Suburbs Railway Stations of Raipur:-
1. Saraswati Nagar National Institute of Technology Raipur
2. Pandhri City Station {Narrow Gauge}
3. Sarona AIIMS Raipur &Tatibandh
4. W.R.S. Colony KhamTarai
5. Urkura
6. Mandhar Siltara & Vidhan Sabha
7. Mandir Hasaud
8. Naya Raipur.
9. Telibandha
1.9.2 Major Transportation Nodes

The major transportation nodes of the city include Main Railway Station and City Bus stand, Pandri.Bus stops at Raja
Talab,Pachpedi Naka,Tati Bandh,Vivekanand Aashram Chowkare the Local the junctions within the city that act as mini
nodes where local autos, rickshaws and city bus experience flux of passenger transit.
32
1.9.3 Traffic characteristics of city roads

Three-wheeler black and yellow auto rickshaws (referred to as autos), are popular means ofpublic transport in the city.
They can accommodate up to eight passengers. Localtransportation also consists of manpowered cycle rickshaws, and
horse drawn Tongas.At present the city bus service is available on six major routes. The details of the routes are given in
subsequent sections.
Current Transport Scenario
Raipur City road traffic is heterogeneous in character. It is a mixture of fast moving motor traffic and extremely slow traffic
such as animal drawn vehicles. Motor traffic consists of mainly cars, light vans, light commercial vehicles, jeeps, different
kinds of mopeds, scooters and motor cycles, different kinds of commercial vehicles, buses, auto rickshaws etc. In addition
to these, there are a considerable percentage of cycles plying on the city roads. Pedestrian traffic is found to be very heavy
in the market areas of the city due to high commercial activities and customer’s movement. The wide variety of traffic
units with their great disparity of size and speed creates a number of problems viz., delay, congestion, accidents and areas
of conflict.
The outputs from the analyzed data have been used to identify the major problem areas, problem types and quantification
of problems in the Study Area in short term perspective. The demand-supply ratios of various transport facilities has been
undertaken to give an insight into the type and extent of problems in various areas, corridors and junctions. The following
parameters have been considered and evaluated for problem identification in the short term perspective; Volume to
Capacity Ratio, Pedestrian Vehicular Movement (PV2 Value), Parking Parameters, Approach volumes at junctions, Volume
to Capacity Ratio (V/C) for Base Year. (Source: DPR for Bus Procurement, Raipur)
The V/C (volume capacity) ratio is a measure of the congestion on the road stretches. The results are based on the
analyzed database and standards adopted for capacity analysis for urban roads. The V/C ratios have been computed for
major road links on the network. The road capacity utilisation analysis indicates that the service levels are low with values
exceeding permissible limits on some of
the important roads. It was found that
25 23 about on about 14 locations V/C ratio is
No. of Surveyed
20 optimal i.e. 0.8 and some balance service

Locations
15 14 13 capacity is still available on these roads.

However, it was observed about 36
10 8
locations have V/C Ratio between 0.8 and
5
1.5. At 8 locations the road capacity
0 utilisation factor exceeded 1.5.G.E. Road
<0.8 0.8-1.0 1.0-1.5 >1.5
Range of V/C Ratio
carrying the maximum traffic in the City
Source: City Bus DPR, Raipur

has V/C Ratio of 2.14 at Sharda Chowk towards Azad Chowk Similarly, at Telibandha Chowk towards Mandir Hasaud
Section has V/C ratio is about 2.1. In the Central Area Malviya Road has a V/C Ratio ranging between 1.07 to 1.3. On MG
Road towards Gurunanak Chowk V/C Ratio 0.96 and at Gurunanak Chowk towards Rathor Chowk V/C Ratio is 1.28. On
major arterials like Ring Road -1, Raipur Road V/C Ratio is between 0.58 to 1.2 and 1.14 to 1.49 respectively. Vidhan Sabha
Road considerable service capacity is still available to road traffic has V/C Ratio about 0.74. Railway Station Road has some
capacity problems between Fafadih Chowk to Railway Station Chowk (V/C Ratio 1.92). Subhash Marg has a V/C Ratio of 1.6
at Telghani naka towards Rathor Chowk and same 1.6 towards railway station Chowk also. Mahadev Ghat Road will also
require significant improvement with existing V/C Ratio being 0.91 to 1.68 which is quite high.
Table 1.30: Road Capacity Utilization (Volume Capacity Ratio)

S. Road Location Peak Hour No. of Capacity/ Total Road
No. Traffic Lane Lane Capacity Capacity
(PCU) Utilisation
(V/C)
1 Vidhan Sabha Near Pandri Bus Stand, Narrow 3976 6 900 5400 0.74
Road Gauge Railway Crossing
2 CM House Road Near Gandhi Udyan Park 942 4 600 2400 0.39
33
3 Shyam Nagar Near Guru Nanak Dwar 1165 3 600 1800 0.65
Road
4 Avanti Bai Chowk Near Crystal Arcade 1861 3 600 1800 1.03
to Telibandha Rly
Crossing
5 M. G. Road Near Gugu Nanak Chowk 1335 3 600 1800 0.74

towards Rly. Station
6 G.E. Road Telibandha Chowk towards 3155 2 750 1500 2.10
Mandir Hasaud
7 G.E. Road Near Telibandha Narrow 3026 4 750 3000 1.01
Gauge Railway Crossing
8 G.E. Road Bhagatsing Chowk towards 2984 8 900 7200 0.41
Telibandha Chowk
9 G.E. Road Collectorate Chowk towards 6363.5 8 900 7200 0.88
Bhagatsing Chowk
10 G.E. Road Collectorate Chowk towards 6915 7 900 6300 1.10
Ghadi Chowk
11 G.E. Road Ghadi Chowk towards Shastri 7520 7 900 6300 1.19
Chowk
12 G.E. Road Shastri Chowk towards 5548 7 900 6300 0.88
Jaystambh Chowk
13 G.E. Road Sharda Chowk towards 4884.5 5 900 4500 1.09
Jaystambh Chowk
14 G.E. Road Sharda Chowk towards Azad 4808 3 750 2250 2.14
Chowk
15 G.E. Road Azad Chowk towards Amapara 4760 5 900 4500 1.06
Chowk
16 G.E. Road Amapara Chowk towards 4115.5 6 900 5400 0.76
Ashram
17 G.E. Road Tatibandh Chowk towards 1710 4 900 3600 0.48
Amapara Chowk
18 G.E. Road Tatibandh Chowk towards L & 3304 6 900 5400 0.61
T Chowk
19 G.E. Road L & T Chowk towards Durg 3284.5 4 900 3600 0.91
20 Malviya Road Pachpedinaka Chowk towards 3208 4 750 3000 1.07
Dhamtari
21 Malviya Road Kalibadi Chowk towards 3700.5 4 750 3000 1.23
Pachpedinaka Chowk
22 Malviya Road Jaystambh Chowk towards 3899 4 750 3000 1.30
Kalibadi Chowk
23 K.K. Road Jaystambh Chowk towards 2914 4 750 3000 0.97
Fafadih Chowk
24 Raipur Road Fafadih Chowk towards 4277 5 750 3750 1.14
Bhanpuri Chowk
25 Raipur Road Bhanpuri Chowk towards 3355.5 3 750 2250 1.49
Raipur
26 Ring Road -1 Near Narrow Gauge Railway 1785 4 750 3000 0.60
Crossing
27 Ring Road – 1 Pachpedinaka Chowk Towards 3018 4 900 3600 0.84
Telibandha
28 Ring Road - 1 Pachpedinaka Chowk towards 3683.5 4 900 3600 1.02
Santoshi Nagar Chowk
29 Ring Road – 1 Santoshi Nagar Chowk 2104 4 900 3600 0.58
towards Tatibandh Chowk
30 Ring Road – 2 Bhanpuri Chowk towards L & T 2204.5 6 750 4500 0.49
Chowk
31 Mahadev Ghat Amapara Chowk towards 2020 2 600 1200 1.68
Road Lakhe Nagar Chowk
32 Mahadev Ghat Lakhe Nagar Chowk towards 2426.5 3 725 2175 1.12
Road Mahadev Ghat
33 Mahadev Ghat Near Raipura Chowk 1982 3 725 2175 0.91
Road
34
34 Shankar Nagar Bhagath Singh Chowk towards 3916 4 600 2400 1.63
Road Shankar nagar
35 Shankar Nagar Near Visakhapatnam Railway 1375 2 600 1200 1.15
Road Crossing
36 MG Road Sharada Chowk towards 2879 5 600 3000 0.96
Gurunanak Chowk
37 MG Road Gurunanak Chowk towards 3074 4 600 2400 1.28
Rathor Chowk
38 Jail Road Shastri Chowk towards 5036 8 900 7200 0.70
Mekahara Chowk
39 Jail Road Fafadih Chowk towards 5529 6 900 5400 1.02
Mekahara Chowk
40 Railway Station Fafadih Chowk towards 4613.5 4 600 2400 1.92
Road Railway Station
41 Banzari Road Sharada Chowk towards 1526.5 2 600 1200 1.27
Banzari Chowk
42 Rajbhavan Road Collectorate Chowk towards 3124 4 725 2900 1.08
Rajbhavan
43 Subash Marg Telgani Naka towards Railway 3474.5 3 725 2175 1.60
Station Chowk
44 Subash Marg Telgani Naka towards Rathor 2879 3 600 1800 1.60
Chowk
45 Subhash Marg Near Rathore Chowk 2595 4 600 2400 1.08
46 Subhash Marg Near Tatiyapara Chowk 1485 3 600 1800 0.83
47 Old Dhamtari Santhoshi Nagar Chowk 1526.5 4 725 2900 0.53
Road towards Dhamtari
48 Old Dhamtari Santhoshi Nagar Chowk 1579 4 725 2900 0.54
Road towards Tikrapara Chowk
49 Budha Talab Road Buda Talab Chowk towards 2772.5 3 600 1800 1.54
Lakhe Nagar Chowk
50 Katora Talab Road Katora Talab Chowk towards 2094.5 4 600 2400 0.87
Ring Road 1
51 Katora Talab Road Katora Talab Chowk towards 2907.5 5 725 3625 0.80
Neer Bhavan Chowk
52 Ghadi Chowk To Ghadi Chowk towards Moti 4793.5 5 725 3625 1.32
Kali Badi Chowk Bagh Chowk
53 Ghadi Chowk To Moti Bagh Chowk towards 3326.5 4 600 2400 1.39
Kali Badi Chowk Madhusudhan Das Chowk
54 Ghadi Chowk To Kalibadi Chowk Towards 2016 4 600 2400 0.84
Kali Badi Chowk Madhusudan Chowk
55 Madhusudhan Madhusudhan Chowk towards 1995 4 600 2400 0.83
Chowk To Neer OCM Chowk
Bhavan Chowk
56 Madhusudhan Neer Bhavan Chowk towards 2652 3 725 2175 1.22
Chowk To Neer OCM Chowk
Bhavan Chowk
57 Bhesthan Road Telgani Naka to Agarsen 4273 5 725 3625 1.18
Chowk
58 Bhesthan Road Near Subji Mandi 2057 3 725 2175 0.95
Above analysis shows that many places ROW capacity will need to be enhanced through road widening or traffic
management measures.
Pedestrian - Vehicular Conflicts (PV2)
The Index of conflict between pedestrian and vehicular traffic is represented as PV2. It is the product of peak hour
pedestrian volume (P) crossing the road and square of peak hour vehicular traffic (V). As per IRC grade separated
Pedestrian facilities may be warranted at locations when;
• Peak hour volume of pedestrians (P) and vehicles (V) are such that PV2= 108 for undivided carriageway and PV2=
2x108 for divided carriageways.
35
• Approach speeds of vehicles exceeds 65 kmph.
• Waiting time for pedestrians / vehicles becomes too long.
• Accidents records indicate 5 or more injuries to pedestrians in a year due to collisions.
The values computed at pedestrian survey locations are presented in Table:-
2
S.No Road / Junction Location / Approach Peak Hour Volume PV
Pedestrians Vehicles
crossing
9
1 Sharda Chowk Sharda Chowk towards 551 3571 7.03x10
Gurunank Chowk
9
Sharda Chowk towards Jai 172 6138 6.48 x10
Stambh
8
Sharda Chowk towards Banjari 48 1745 1.46 x10
Road
9
Sharda Chowk towards Azad 75 6262 2.94 x10
Chowk
10
2 Railway Station Railway Stn. Chowk towards 394 5462 1.18 x10
Chowk Fafadih
8
Railway Stn. Chowk towards 695 686 3.27 x10
Telghani Naka
Railway Station Chowk towards 698 - -
Railway Stn.
9
Railway Stn. Chowk towards 670 2196 3.23 x10
Gudihari
9
3 Kalibadi Chowk Kalibadi Chowk towards 292 3552 3.68 x10
Jaistambh Chowk
9
Kalibadi Chowk towards 279 2933 2.40 x10
Madhusudan Chowk
9
Kalibadi Chowk towards 354 5239 9.72 x10
Tikrapara
8
Kalibadi Chowk towards Girl 714 489 1.71 x10
Degree College
9
4 Fafadih Chowk Fafadih Chowk towards Railway 233 5462 6.95 x10
Stn.
9
Fafadih Chowk towards Raipur 117 5617 3.69 x10
Road
10
Fafadih Chowk towards 242 6685 1.08 x10
Mecahara Chowk
9
Fafadih Chowk towards Jai 118 3738 1.65 x10
Stambh Chowk
10
5 Jai Stambh Jai Stambh Chowk towards 379 6242 1.48 x10
Chowk Shardha Chowk
9
Jai Stambh Chowk towards 379 3976 5.99 x10
Fafadih
10
Jai Stambh Chowk towards 319 6808 1.48 x10
Shastri Chowk
9
Jai Stambh Chowk towards Gole 335 5265 9.29 x10
Bazar
8
6 City Kotwali City Kotwali Chowk towards 36 3552 4.54 x10
Chowk Kalibari Chowk
City Kotwali Chowk towards 197 - -
Sadar Bazar
9
City Kotwali Chowk towards 47 5265 1.30 x10
Jaistambh Chowk
City Kotwali Chowk towards 631 - -
Moti Bagh
9
7 Bhagat Singh Bhagat Singh Chowk towards 84 4855 1.98 x10
Chowk Ghadi Chowk
9
Bhagat Singh Chowk towards 62 5905 2.16 x10
Shankar Nagar
8
Telibandha Chowk
36
9
Civil Line
8
8 Pandri Bus Pandri Bus Stand towards 20 5538 6.13 x10
Stand Kacahari
Pandri Bus Stand towards Bus 313 - -
Stand
9
Pandri Bus Stand towards Pandri 122 5538 3.74 x10
Pandri Bus Stand towards Raja 472 - -

Talab
10
9 Shastri Chowk Shastri Chowk towards 216 7276 1.14 x10
Jaistambh Chowk
10
Shastri Chowk towards 844 6658 3.74 x10
Mecahara Chowk
10
Shastri Chowk towards Ghadi 198 9634 1.84 x10
Chowk
10
10 G.E. Road Lal Ganga Shopping Complex 216 7276 1.14 x10
Origin-Destination Characteristics
Speed and Delay

As per the study on traffic and transportation done by Crafts consultants (Raipur Master Plan 2011), the average, speed of
travel is 14 km per hour. Except for a few roads such as Shastri Chowk, Coffee house, Evergreen Chowk, Banjari Chowk
and Banjari Chowk, in all other roads, the average speed of travel is 10-14 km/ hr. The speed of travel in the road from
Chikni mandir Chowk to evergreen Chowk is 3 km/hr. In Gole Bazaar and Gudiyari Chowk the average speed is even less
than 10 km/ hr. Arrangements should be made to shift the commercial activates from Gole bazaar and Sadar Bazaar in the
long-term traffic plan.
A summary of the survey is given below:

Table 1-31: Speed Observation on city bus corridors
Location Opening pt. Ending pt. Opening Ending Time & Opening Ending Distance Speed Delay
No. Time Time Second Riding Riding (m) (per (Sec)
k/m)
8 Shastri Coffee 5.41.45 5.42.30 45 895.3 895.7 400 32
Chowk House
7 Coffee Petrol 5.42.30 5.42.59 29 895.7 895.9 200 24.8
House Pump
6 Petrol Jai Stambh 5.42.59 5.43.24 25 895.9 896 100 40.4
Pump Chowk
5 Jai Stambh Gol Bazar 5.43.24 5.44.42 78 896 896.9 300 13.8
Chowk
19 Gol Bazar Chikani 5.44.42 5.45.24 42 896.9 896.4 100 8.6
Madhir
14 Chikani Kotwali 5.45.24 5.46.44 80 896.4 896.7 300 13.5
Madhir
15 Kotwali Gali No.-1 5.46.44 5.49.58 194 896.7 896.9 200 3.7 180
(Right)
16 Gali No.-1 Gali No.-2 5.49.58 5.52.00 122 896.9 987 100 3 120
(Right) (Right)
17 Gali No.-2 Budhatalab 5.52.00 5.52.24 24 987 897.1 100 15
(Right) Road
18 Budhatalab Kankali 5.52.24 5.55.10 166 897.1 897.6 500 10.8 60
Road Chowk
19 Kankali Ajad Chowk 5.55.10 5.55.10 60 897.6 897.8 200 12
Chowk
1 Ajad Chowk Tatya Para 5.55.10 5.57.54 104 897.8 898.1 300 10.4
Chowk
2 Tatya Para Gali No.-1 5.57.54 5.58.52 58 898.1 898.4 300 18.6
Chowk (Right)
3 Gali No.-1 Sharda 5.58.52 6.00.00 68 898.4 898.7 300 15.9
37
(Right) Chowk
4 Sharda Allnear 6.00.00 6.02.35 155 898.7 898.2 500 11.6 30
Chowk Hotel
29 Allnear Gurunanak 6.02.35 6.03.50 75 898.2 898.4 200 9.6
Hotel Chowk
28 Gurunanak Majjid Road 6.03.50 6.05.15 85 898.4 899.7 300 12.7
Chowk
21 Majjid Road Nahar 6.05.15 6.07.25 130 899.7 900.2 500 13.8
22 Nahar Phaphadih 6.07.25 6.08.52 87 900.2 900.5 300 12.4 15
Chowk
23 Phaphadih Rialway 6.08.52 6.11.01 129 900.5 901.1 600 16.7 15
Chowk Station
24 Rialway Gali No.-1 6.11.01 6.12.50 109 901.1 901.4 300 9.9 20
Station (Left)
25 Gali No.-1 Telghani 6.12.50 6.14.07 77 901.4 901.8 400 18.7
(Left) Naka
26 Telghani Rathor 6.14.07 6.15.58 111 901.8 902.1 300 9.7
Naka Chowk
27 Rathor Gurunanak 6.15.58 6.17.00 82 902.1 902.3 200 11.6
Chowk Chowk
28 Gurunanak Majjid Mod 6.17.00 6.18.07 67 902.3 902.6 300 16.8
Chowk
21 Majjid Mod Allnear 6.18.07 6.19.49 102 902.6 903 400 14.1
Hotel
20 Allnear Jai Stambh 6.19.49 6.21.45 116 903 903.3 300 9.3
Hotel Chowk
5 Jai Stambh Gol Bazar 6.21.45 6.24.25 160 903.3 903.7 400 9 20
Chowk
19 Gol Bazar Chikani 6.24.25 6.25.05 40 903.7 903.8 100 9
Madhir
14 Chikani Evergreen 6.25.05 6.26.36 91 903.8 904 200 7.9 15
Madhir Chock
13 Evergreen Banjari 6.26.36 6.27.15 39 904 904.4 400 36.9
Chock Chowk
12 Banjari Rajyapal 6.27.15 6.28.20 65 904.4 904.7 300 16.8
Chowk Niwas
11 Rajyapal Polish 6.28.20 6.31.03 163 904.7 905.1 400 8.8 10
Niwas Mukhyalaya
10 Polish Ghadi 6.31.03 6.33.07 124 905.1 905.5 400 11.6
Mukhyalaya Chowk
9 Ghadi Shastri 6.33.07 6.34.00 53 905.5 905.7 200 13.6
Chowk Chowk
8 Shastri Kachahri 6.34.00 6.35.00 60 905.7 906 300 18
Chowk Chowk
31 Kachahri Devendra 6.35.00 6.37.03 123 906 906.8 800 23.4
Chowk Nagar Mod
30 Devendra Phaphadih 6.37.03 6.37.58 56 906.8 907.3 500 32.1
Nagar Mod Chowk
5 Jai Stambh Sharda 35 100 10.29
Chowk Chowk
Source: Raipur Master Plan.
1.10 Comprehensive Mobility Plan/ Comprehensive Traffic andTransportation Study

(CMP/CTTS)
1. Problems and Issues cited in the CMP CTTS Study
• Road network capacity in RUA is inadequate and major travel corridors are beginning to become congested which
cause declining of speeds. This indicates the need for judicious use of available road space. Thus there is need to
optimize the available capacity by adopting transport system management measures.
• Traffic composition on roads indicates very high share of two wheelers on most road. The share of cars is also
growing. This indicates inadequate public transport system. Although V/C ratios on most of the roads are more
than 1. These already approached their capacity. Some roads are already serving traffic volumes more than the
38
capacity. The situation is likely to worsen considering the growth anticipated in RUA. This not only indicates the
need of augmenting road capacity but also the need to plan high capacity mass transport systems on many
corridors.
• Many junctions particularly on Shastri Chowk and Ghandi Chowk etc. have very high approach traffic volumes and
most of the junction with rotaries has exceeded their capacity. With expected growth of traffic, the situation at
this junction is likely to deteriorate fast. It is observed that a high share of traffic at these junctions is straight
moving along the road.
• Outer cordon surveys indicate high through traffic to the RUA. This point the need of road bypasses to the RUA.
High goods traffic also indicates the need of freight terminals at the periphery of the RUA.
• The household travel surveys indicate high ownership of two wheelers and cars. 11% of households own at least
one car and 65% of household won at last one two-wheeler. In the absence of city wide and high quality mass
transport system, their use is growing. The household surveys also indicate high share of work and education
trips. This segment of travel demand needs to be mostly satisfied by public transport system. Considering the
large growing employment centers in the RUA, the mass transport system needs to be upgraded/ extended
substantially.
• At present, modal split in favour of public transport is only 26% of total motorized person trips. This modal share
is very low. Adequate and quality public transport system needs to be providing to the people in order to increase
the share of mass transport trips. Share of two wheelers and cars in travel (72% of total motorized person trips) is
disturbingly very high. This trend needs to arrest.
• Out of total person trips in RUA, the share of walk trips is 30%. Walk trips as feeder to buses and other modes are
additional. There is high pedestrian traffic in core area and some other areas in Raipur. Footpath facilities are
generally not adequate and their condition is deteriorating. Therefore up-gradation of their facilities is very
important. Share of cycle traffic has declined over the year. This mode of transport needs to be promoted by
providing cycle tracks along the roads.
• Parking is assuming critical dimensions in Raipur particularly in M.G. road parking facilities need to be augmented
substantially. In the long run, city-wide mass transport system needs to provide not only to reduce congestion on
road but also to reduce parking demand.
• The master plan of Raipur city has envisaged a population of 25 lakhs in the year 2012, densification of certain
area. This is likely to have a major impact on traffic demand. The transport network including mass transport
system needs to be planned taking the proposed development in to consideration.
• Major development has been proposed in the RUA and planning area. This is likely to further increase interaction
between RUA and planning area. There will be need to provide adequate and quality commuter services to
planning area from RUA.
• Thus while planning for the transport system of RUA, the above problem and issues need to be kept in
consideration system of RUA, the above and issues need to be kept in consideration. The issues relating to traffic
and transportation in a large and growing city like Raipur need to be viewed in the larger perspective of urban
and regional planning and development. Issues relating to land use planning and development control. Public-
private transportation policy and industrial location would need to transport system. Thus there will be need to
coordinate inter-modal transport issues.
2. Future Growth and Transport Demand Forecast
Raipur is basically a developing city. Planning Authorities have proposed new planning area to accommodate rising
population and provide upgraded scale of services to its Inhabitants. The Mahasamund Road (NH-6) and Dhamtari
Road (NH -43) corridors is considered one of the most potential areas as per development point of view. The existing
residential areas, Zone 1, 26,46,52,68 Zone 76 and Zones 79 to 82 would experience moderate to high population’s
growth as per the master plan Raipur. This will increase employment opportunities in these areas. Therefore it is
prudent that a compatible, adequate and extensive mass transport network system and roads system is Planned and
development in order to meet the transport demanded up to 2031.
Four stage transport demand model has been adopted to estimate future transport demand up to 2031. Total daily
intra-city person trip in RUA are expected to increase From 8.90 lakh in 2009 to 27.0 lakh in 2031 .total daily inter -
39
city trip are estimated to Increase from 1.9 lakh in 2009 to 3..50 lakh in 2031. Modal split in favor of public Transport
system need to be increased from present 20% to 60% by 2031. Considering proposed land use in various areas,
transport demand modeling and forecasting has been done to identify major corridors of travel in future. An
integrated and multi-modal transport system has been evolved to cater to projected transport demand in an effective
and coordinated manner.
3. The Preferred Strategy For Transport Development
Urban transport strategy can play an important role in tacking urban problem. Traffic Congestion constraint and
business efficiency which degrades the quality of the life Urban transport project can reduce journey time and their
unpredictability yielding Large saving of travel time and vehicle operating cost and thus release city’s economic and
social potential. Urban transport problem of RUA have been analyzed in the concept of area-wide issues and transport
strategy evolved. Special attention has been paid to aesthetics aspect so that the proposed system gels well with the
transportation plan the following policy measures are required to be taken based on which the mobility plan will be
finalized.
1. Mass transport system to provide coverage and interchange facilities with other modes of Transport.
2. Provide substantially large network of medium level mass transport system such as BRT to cover all the area
and on over loaded corridors
3. Land use adjustment and densification of corridors along mass transport corridors where possible
4. Provide commuter rail system between Raipur and Durg
5. Introducing BRT and wherever possible dedicated bus lanes.
6. Provide better construct and designed facilities for NMT user.
7. Rationalization of local bus system and its augmentation.
8. Improvement in traffic management through TSM measure.
9. Special facilities for pedestrians within the in tire network specially in the core areas.
10. Diverting through traffic on bypasses. Providing transport hubs at the junctions of bypasses with important
radials such as: the national highway and other heavily loaded Roads.
11. Improving primary, Arterial and others important roads by providing grade separation Junction improvement,
adding missing links, widening and others roads side facilities wherever necessary. For roads system flyover
or underpass may be provided at critical Junctions.
12. Transport integration of various modes.
13. The Traffic and Transportation Plan

On basis of projected transport demand, an integrated multi-modal mass transport system plan indicating different
mass transport system on various corridors has been suggested in order to cater to traffic up to the year 2031. The
balance traffic should be carried by roads system in order to satisfy the need of normal bus system and others modes
such as two wheeler car, bicycles, truck pedestrians etc. the proposed traffic and transport plan for Raipur Urban
Agglomeration contains the following types of proposal which will cater to requirement of the projected travel demand
up to the year 2031.
A. Short term measures
Traffic engineering and management measures have been finalized in the light of problem identification and
included in this report. The schemes have been discussed in various meetings and agreed. The schemes
consist of the following measures.
B. Traffic Engineering and Management measures
Intersection improvement (corridors improvement by traffic circulation measures such as ban on certain
tuning movement, one way streets etc., providing channalisers, underpasses at junction etc. provisions of
automatics multilevel parking lost schemes for non motorised modes
40
C. Components of medium and long term traffic and transportation plan
a. within Raipur Urban Agglomeration
• Mass transport system
Light Rail transit (LRT) system
Bus Rapid transport (BRT) system
• Intercity bus terminal
• Roads infrastructure
o Inter-modal interchanges
o Integrated freight complexes
• Outside Raipur Urban agglomeration
• Roads infrastructure -Bypasses
• Commuter Rail system
Integrated multi modal transport system has been recommended in order to ensure seamless travel for the
balance travels demanded, roads improvement. While making Roads proposal, entire corridor has been proposed
to be improved instead of isolated improvement.
4. Summary of Cost Estimate as per CMP / CTTS Study
Overall cost for various proposed project in Raipur Urban Agglomeration is given. The transport project is
estimated as Rs 9311 Crore which is 0.2 % of the overall cost. Overall cost of the entire project is estimated at Rs.
9311 Crore of which Rs. 746 Crore is proposed for up to year 2015 - Phase I and Rs. 5499 Crore is proposed for up
to year 2015- 2021 - Phase II and Rs. 3067 Crore up to year 2021- 2031 Phase III.
S. No. Sub- System Cost (Rs. Crore)

Phase I
1 Inter State Bus Terminal 50
2 Integrated Freight Complex 95
3 Parking (AMP) 170
4 Foot Over Bridge 29
5 Junction Improvement 12
6 Median 2
7 Footpaths 6
8 Relocation of Bus Stops 2
9 ROB/RUB 113
10 Flyovers 29
11 Road Widening 40
12 Road Improvements 41
13 New Road Links 6
14 Regional Roads (Upgradation&Widening) 150
Total Phase I (Cost Rs. Crore ) 746

Phase II
1 LRT 3240
2 BRT 740
3 Low Floor Buses 151
5 Integrated Freight Complex 45
6 Flyover 55
7 Road Improvements 112
8 New Road Links 241
9 Commuter Rail (upgradation of existing 370
41
track)
10 Regional Roads 500
Phase III
1 BRT 540
2 Low Floor Buses 172
4 New Road Links 60
5 Regional Roads (Proposed Regional Bypass) 2250
Total Phase III (Cost Rs. Crore) 3067
Total Cost for Phase I +II+III 9311
1.10.1 Major issues to traffic and transportation

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 and 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
the Indian cities and inadequate mass transport system, personalized motor vehicles have been growing @ 6-15 per
cent per annum in different cities. In most of the cities, scooters/motor cycles comprise of the more than 70 per cent
of the total motor vehicles.
The population of Raipur urban agglomeration comprising Raipur city and planning area has been growing fast at a
rate of over 3.5% per year in the last decade. Raipur is the 55th largest agglomeration in India according to the 2001
census. There has been a phenomenal growth in the population of vehicles as well especially the two and four
wheelers in this period and their rising use due to riding Household incomes. Raipur traditionally has been a center
and commerce catering to the needs of Chhattisgarh, Orissa, a part of Jarkhand and Andhra Pradesh. The
development of comprehensive traffic and transportation system will enhance connectivity, as well as, pattern of
future physical and economic growth. Efficient public transport is one of the areas which has been lacking far behind
in the city.
Therefore there is a huge potential to identify and develop a safe, reliable and comfortable public transport system
together with improvement of urban road and terminal infrastructure in the, short, medium and long-term
perspective.
1.11 Urban Governance and Institutional Framework

Empowerment of Municipalities through functional devolution is an important objective of the 74th CAA. The Twelfth
Schedule of the 74th CAA, consisting of a list of 18 functions, has been inserted to guide state governments in the
assignment of various functional responsibilities to Municipalities. By legislation, Chhattisgarh State has enabled the
functional devolution of all the 18 functions to the ULB to enable empowerment in executing the responsibilities of
the ULB. However, coordination between various departments of the State government such as PWD, TCPO, PHED,
Housing Board, DUDA, SUDA etc. and the ULB is lacking. Due to this improper coordination, infrastructure projects
implementation and execution is delayed and often times operation and maintenance activities are hindered.
Governance Structure in Raipur City
The urban governance structure in city of Raipur comprises three area level agencies and the department of urban
development of Government of Chhattisgarh (GoC) as described below.Administrative Structure of RMC
RaipurMunicipalCorporation (RMC) has for administrative purpose divided the RaipurCity into 5 Zones and 54 wards.
It has 54 elected councilors representing each ward. The Mayor is elected directly. The Mayor selects a 10 member
mayor-in-council from elected councilors. The Mayor-in Council is constituted for a five-year term. On the executive
side the Municipal Commissioner is the head of RMC. Besides the Commissioner, there are two Deputy
Commissioners in-charge of Finance and Revenue & General Administration. The officers of the Corporation are
drawn from the MunicipalCorporation cadre of the State. The State Government has taken an initiative to upgrade
administrative structure of RMC to cope up with increasing responsibilities. Additions to the supervisory structure are
envisaged.Functional and Financial Powers the Commissioner of RMC enjoys financial powers for incurring
42
expenditure up to Rs.l0 lakhs. The Mayor-in-Council's powers are for Rs.30 lakhs and the Council has powers up to
Rs.3 Crores. The Mayor, however, does not enjoy any executive or financial power and the financial powers of the
Mayor-in-Council are also not considered to be adequate. The functional domain of RMC consists of water supply,
sewerage, sanitation, roads, streetlight, general public health, fire brigade services, parks and gardens, poverty
alleviation etc. It runs 13 secondary schools whereas the State Government runs the primary schools. There are 14
hospitals in Raipur. It also maintains the fire services and horticulture services. The Corporation administers the
centrally sponsored schemes for poverty alleviation.Capital Area Development Authority (CADA) CADA is responsible
for the development of a proposed capital city of Chhattisgarh. The new city is expected to come within a distance of
12-15 kms from the present city of Raipur. CADA is expected to play the role of a planning agency for the capital city
and in the initial years would focus on urban. Infrastructure planning for the capital city Chhattisgarh Infrastructure
Development Corporation (CIDC) Chhattisgarh Infrastructure Development Corporation is entrusted with promoting
and catalyzing private investments in infrastructure. CIDC was incorporated under the Companies Act in. March 2001.
It works under Finance Department of State Government. It is a planning organization and implementation or
execution of projects was not in its mandate. Now efforts are being made to include this role in its constitution. The
presence of such a body would assist in a) facilitating a reform discussion at a city level and b) to also support the
reform process. CIDC has prepared various sectoral policies for GoC. CIDC is now preparing plan regarding
development of city center of Raipur and Raipur. It is also working on the concept and plan of development of satellite
towns. CIDC also manages the Slate Housing Board and State TransportCorporation.
Institutional Fragmentation in Urban Services Delivery
To ensure good governance in the state of Chhattisgarh, the Government has removed redundant layers in
government functioning through streamlining of processes, systems and departments. The State has already reduced
the number of departments from over 50 to 18 together-with closing 30 public sector enterprises including
Chhattisgarh Road Transport Corporation. Such an approach has also been seen in the urban sector. Traditionally the
management of urban centers in India has been fragmented with multiple agencies like urban local bodies,
development authorities, city improvement trust, State government departments, etc. In Raipur, in line with the
policy of the Government to keep the number of departments to a minimum, the RaipurMunicipalCorporation plays
the dominant role in civic governance and no other authorities or parastatals exist in Raipur
Raipur Development Authority has been merged with the RaipurMunicipalCorporation in Conformity with the 74th
Constitution Amendment. Raipur, probably, has become the first Indian city where both the Municipal and planning
functions are under the same umbrella. Though minimal compared to other states, there exists a certain level of
institutional fragmentation in the delivery of urban services in Raipur on the following line of responsibility-
1) Public Roads - RMC, Public Works Department (PWD) and CIDC

2) Augmentation of water supply and sewerage systems is the responsibility of Public Health
Engineering (PHE) Department of GoC.
3) Streetlight service is maintained by Chhattisgarh State Electricity Board

Table 1-32: Institutional responsibility matrix
Name of Authority Water Supply and Roads and Transportation Streetlights

Sewerage
RaipurMunicipalCorporation Y Y Y
Chhattisgarh Infrastructure Y
Development Corporation
Public Health Engineering Limited to Execution of
Department Capital Works
Chhattisgarh State Y
Electricity Board
Public Works Department Y
Table 1-33: Institutional responsibility matrix
Sector Planning and implementation Operation and

maintenance
Landuse/ Master Plan/ Bye laws Department of Housing and Environment/ TCPO Municipality
43
Water Supply PHED & ULB PHED & ULB

Sewerage ULB ULB
Roads/ Bridges/ Flyovers/ ROB/ Multilevel Parking PWD & ULB ULB
Traffic Control and Management Systems Ministry of home affairs & ULB ULB
City Public Transportation ULB ULB
Street lighting ULB ULB
Storm Water Drainage ULB ULB
Solid Waste Management Pollution control board & ULB ULB
Parks/ Playgrounds/ Urban Forest ULB ULB
Air, Water and Noise Pollution ULB ULB
Slum Development UPA, SUDA/ DUDA/ Housing board ULB
Urban Poverty Alleviation UPA, SUDA/ DUDA/ Housing board ULB
Housing for EWS UPA, SUDA/ DUDA/ Housing board ULB & Housing board
Public Conveyance ULB ULB
Heritage Building Conservation ULB ULB
Source: State departments & ULB
44
Chapter 2: Public Transport Characteristics
2.1Introduction
2.1.1Mass Rapid Transit System (Metro/Mono/LightRail, if any)
MRTS is not available in the City
2.1.2Bus Rapid Transit System (if any)

BRTS is not available in the City.
2.1.3City Bus System (if any)

A City Bus service is provided by Raipur Nagar Nigam Transport Limited (RNNTL) for the intra-city travel.
RaipurMunicipalCorporation launched the Raipur City Bus service on 25 Feb 2008. The company runs 40 buses out of
which 32 are low floor Tata Starbus. 100 new city buses under JNNURM Phase –I have been inducted by Raipur Nagar
Nigam Transport Limited (RNNTL) in the year 2012, which serves the city Raipur and connects Naya Raipur also. The
present intraCity bus fleet in RaipurCity is not matching with the present population. Paratransit modes in the form
of auto-rickshaws available all over the city. The major modes of transport in Raipur are 2-wheeler, auto and cycle
rickshaw. This is the cause of acute traffic congestion and environmental pollution in the City. This indicates that there
is a need for upgrading the public transport system considerably for short and medium term perspective.
2.1.4 Intermediate Public Transport and other modes
The IPT system comprising of auto-rickshaw, Cycle-rickshaw and taxi are the backbone of passenger movement in the
City. The IPT operation is reasonably self-regulated and looked after by Operators’ Unions. There has been a gradual
increase in the number of IPT vehicles every year. A detailed reconnaissance of auto-rickshaw movement in the City
revealed that popular IPT routes in the City take place from 3 major locations in the City on the share basis. These
locations are Shastri Chowk, Jaystambh Chowk and Fafadih Chowk. It is observed that shared auto rickshaw also
operate on bus service route which indicate independent bus services required on existing bus routes.IPT modes have
been popularized and play a vital role in City passenger transport movement. The IPT system comprising of auto-
rickshaw, taxi, and cycle rickshaw are the backbone of passenger movement in the City. With their limitations and
drawbacks they continue to keep the City mobile and active. The IPT operation is reasonably self-regulated and looked
after by Operators’ Unions. There has been a gradual increase in the number of IPT vehicles every year and presently
there are about 14,050 autos and cycle rickshaws in the City.
Most of the people use Auto Rickshaws or Cycle Rickshaws depend on the distance of travel for the transportation. As
the City’s rapid growth these Autos and Rickshaws are also increasing rapidly.
Table2-1: Popular Auto Rickshaw Routes (Shared Basis)
S. No. ROUTE DETAIL
1 Shastri Chowk-Jistambh Chowk-Sharadha Chowk-Tatya Para Chowk-Azad Chowk-Amapara Chowk-Vivekanand Ashram-

Rajkumar College-Engineering College-RSSU Gate-Mohaba Bazar-Tatibandh-Kumhari
2 Shastri Chowk-Kacheri Chowk-Central Jail-Pandri Bus Stand-Pandri Cloth Market- Mandi Gate-Avanthi bai Chowk-Mova-
Saddu-Vidhan Sabha
3 Shastri Chowk-Mekahara Chowk-Fafadih Chowk-Railway Station
4 Shastri Chowk-Mekahara Chowk-Fafadih Chowk-Yellow Building- WRS- Khamtarai-Bhanpuri-Vyaas Talab-Banjari Dham-
Siltara
5 Ghadi Chowk-Moti Baag-Mahila Thana-Kali Badi-Siddharth Chowk-Pachpedi Naka-R. K. Hospital-MMI-Froot Market-
Devpuri-Dumartarai-Mana Camp-Mana Basti
6 Jaystambh Chowk-Fafadih Chowk-Yellow Building- WRS- Khamtarai-Bhanpuri-Vyaas Talab-Banjari Dham-Siltara
7 Jaystambh Chowk-Kotwali Chowk-Kalibadi Chowk-Tikrapara Chowk-Santoshi Nagar Chowk-Sejbahar
8 Jaystambh Chowk-Fafadih Chowk-Railway Station
9 Jaystambh Chowk-Ghadi Chowk-Bhagath Singh Chowk-Telibanda-DDU Chowk-Labhandih-Mandir Hasaud
45
10 Tatibandh-Raipura Chowk-Bhatagaon Chowk-Santoshi Nagar Chowk-Pachpedi Naka Chowk-Telibandha Chowk

11 Tatibandh-Hirapur-Sarora-Urla-Gondwara-Birgaon-Bhanpuri
12 Bhagatsing Chowk-Shankar Nagar Railway Crossing-Shankar Nagar Chowk-Shri Ram Nagar-Khamadih-Zero Point
13 Amapara Chowk-Lakhenagar Chowk-Sundar Nagar Chowk-Raipura Chowk-Mahadev Ghat
2.1.5 PublicTransport Ridership

As per the MoUD Traffic and transportation study, the average ridership for a city of population less than 5 lakhs has
been projected to be 10 lakh trips per day and is projected to increase to 17.2 lakhs by 2031. In Raipur, the ridership
per day in the City Bus system run by RNNTL is 18,000 per day. On holidays, additional 3000 are reported to use the
bus services.
Table 2-2: Average ridership
Population Passenger Trips per day (lakhs)

2007 2011 2021 2031
Population <5 lakhs 8.5 10 13.4 17.2
2.2 Existing City BusSystem

2.2.1 System overview
At present the public transport services are rather limited and bus is the only mass transport system in the Raipur.
Initially when RNNTL was running the buses, the fleet size of about 40 buses was grossly inadequate for the
population; it worked out to four buses per lakh population which cannot be compared with any standards. The
benchmark for assessing the supply of buses should be about 60 to 70 buses per lakh population for City like size of
Raipur. RNNTL operates city buses with ten routes in different Zones in the city. Shared auto and cycle rickshaws
supplement these transportation services. With the growth of population, the number of commuters has increased
many folds. However the transport system has been unable to cope up with increased demand.
Route characteristics
A brief description of the existing routes of city bus system including their terminal points and en-Route locations are
presented below.
Table 2-3: No of Buses, route details, Timings and Frequency
Route Route Detail No of Buses Timings Frequency Distance travelled

No
1 Railway Station to 16 Mahindra Mini 5:15am - 9:00pm 7 mins frequency
Thatibandh via Shastri buses
Chowk, Amanaka,
University
2 Railway Station to Mana 8 Mahindra Mini buses 6:00am - 8:00pm 20 mins frequency
Airport via Shastri Chowk,
Kalibadi, Mana Camp
3 Railway Station to Airport 2 Mahindra Mini buses 7:00am - 7:00pm As per flight arrival/departure
via Ghadi Chowk, timings
Talibanda, VIP Road
4 Railway Station to Nava 8 Mahindra Mini buses 6:00am - 8:00pm 20 mins frequency
Gaon via Ghadi Chowk,
Talibanda Chowk, Mandir
Housad
5 Railway Station to Saddu 3 Mahindra Mini Buses 7:00am - 7:00pm 30 mins frequency
Colony via Pandari Bus
Stand, Mova
46
6 Railway Station to 4 Mahindra Mini Buses 7:00am - 7:00pm 30 mins frequency

Amaleshwar via Chadi
Chowk, Raipura Chowk,
Mahadev Ghat
7 Railway Station to Kabir 2 Mahindra Mini buses 7:00am - 7:00pm 60 mins frequency
Nagar via Shastri Chowk,
University
8 Railway Station to Naya 4 Mahindra Mini Buses 6:00am - 7:00pm 45 mins frequency
Raipur Sector 27 via Ghadi
Chowk, Khalibadi,
Mukthangan
9 Railway Station to Naya 6 Mahindra Mini Buses 9:00am - 8:30pm 30 mins frequency
Mantralay via Ghadi
Chowk, Thelibanda
Chowk, Jora Cross
10 All the parts of Raipur to 6 Mahindra Mini Buses 9:00am - 8:30pm Daily 2 round trip per bus
Naya Mantralaya
11 All the parts of Raipur to 6 Mahindra Mini Buses 9:00am - 6:30pm Daily 1 round trip per bus
Naya Mantralaya
12 All the parts of Raipur to 3 Ashok Leyland Big 6:30am - 8:30pm Daily 2 round trip per bus
Naya Mantralaya Buses
13 All the parts of Raipur to 21 Ashok Leyland Big 9:00am - 6:30pm Daily 1 round trip per bus
Naya Mantralaya Buses
Source: RNNTL
S. ROUTE LENGTH NO. OF DETAIL ROUTE

No. (KM) BUSES
FROM TO
1 Railway Station Banjari Dham 8 4 Railway station- Fafadih Chowk- Yellow Building- WRS-
Khamtarai-Bhanpuri-Vyaas Talab-Banjari Dham
2 Tatibandh Banjari Dham 20 4 Tatibandh-Mohba Bazar-RSSU Gate-Engineering College-

Rajkumar College-Vivekanand Ashram-Amapara Chowk-Azad
Chowk-Tatya Para Chowk-Sharadha Chowk-Jistambh Chowk-
Shahid Smarak-Hemu Kalyani-Mekahara Chowk-Devendra
nagar-Fafadih Chowk-Yellow Building- WRS- Khamtarai-
Bhanpuri-Vyaas Talab-Banjari Dham
3 Tatibandh Railway Station 11 8 Tatibandh-Mohba Bazar-RSSU Gate-Engineering College-
Rajkumar College-Vivekanand Ashram-Amapara Chowk-Azad
Chowk-Tatya Para Chowk-Sharadha Chowk-Jistambh Chowk-
Shahid Smarak-Hemu Kalyani-Mekahara Chowk-Devendra
nagar-Fafadih Chowk-Railway Station
4 Shastri Chowk Vidhan Sabha 17 5 Shastri Chowk-Kacheri Chowk-Central Jail-Pandri Bus Stand-
Pandri Cloth Market- Mandi Gate-Avanthi bai Chowk-Mova-
Saddu-Vidhan Sabha
5 Ghadi Chowk Mandir Hasaud 15 2 Ghadi Chowk-Bhagath Singh Chowk-Telibanda-DDU Chowk-

Labhandih-Mandir Hasaud
6 Ghadi Chowk Ghadi Chowk 8 4 Ghadi Chowk-Muzeum-Fire Brigade Chowk-Madhusudhan

Chowk-Beran Bazar-Pension Bada-Shailendra Nagar-Vivekanand
Nagar-Pachpedi Nakha-Siddharth Chowk-Kalibadi-
Madhusudhan Chowk-Fire Brigade Chowk-Ghadhi Chowk
7 Ghadi Chowk Amlidih 14 2 Ghadi Chowk-Bhagath Singh Chowk-Anand Nagar-Subhash
Chowk Telibandha-Avanti Vihar-Telibanda Chowk-Airtel Office-
Samridhi Nagar-Amlidih
47
8 Ghadi Chowk Sejbahar 8 2 Ghadi Chowk-Muzeum-Fire Brigade Chowk-Madhusudhan

Chowk- Kalibadi Chowk-Tikrapara Chowk-Santhosi Nagar
Chowk-Sejbahar
9 Amleshwar Ghadi Chowk 11 4 Amleshwar-Raipura Chowk-Sundar Nagar-Lakhe Nagar Chowk-

Purani Basti-Shyam Theatre-Lakhe School-Moti Bag Chowk-
Ghadi Chowk
10 Railway Station Mana Airport 18 5 Railway station- Fafadih Chowk-Devendra nagar-Mekahara

Chowk-Ghadi Chowk-Moti Baag-Mahila Thana-Kali Badi-
Siddharth Chowk-Pachpedi Naka-R. K. Hospital-MMI-Froot
Market-Devpuri-Dumartarai-Mana Camp-Mana Basti-Airport
Source: RNNTL
Types of buses in the system

At present, 65 Mahindra mini bus and 24 Ashok Leyland midi buses are operating. 11 Ashok Leyland midi buses are
under registration process, total no. of buses sanctioned under JnNURM Phase – I is 100.
Table 2-4: Age profile of the buses
Years Types of Buses Total No. of Buses
Less than 5 years 100 100
Between 6 to 10 years NA NA
11-15 years NA NA
More than 15 years NA NA
Source: RNNTL
Table 1-5 : Types of buses in the system
Type of Bus Fleet size Average age of fleet (year)
Midi Ashok Leyland 35 1
Mini Mahindra 65 1
2.2.2 Physical performance

Table 2-6: Physical Performance of the bus service: RNNTL
S.No Parameters 2009-10 2010-11 2011-12 2012-2013

A Physical Performance
1 Average no. of buses held 0 0 30 100
2 Average no. of buses on road 0 0 30 70
3 % fleet utilization 0 0 0 100%
4 Average Age of buses (Year) 0 0 0 1
5 Total revenue km (in lakhs) 0 0 0 NA
B Daily Bus performance
1 Avg. Kms/ day/ bus 200
2 Avg. % load factor Data not available
C Fuel Performance
1 Kms/lts of HSD (KMPL) 0 0 0 19.1
D Staff Positioning
1 Total Staff 0 0 80 170
2 Staff/ Bus 0 0 60 140
Source: RNNTL
An another special purpose vehicle in the name of RNNTL was fromed in the year 2008 is also running 40 city buses in
Raipur on different routes the detail of route are :-
48
2.2.3 Financial performance (if operated by public sector)

The operation of the existing fleet is being managed by private operators who have been awarded tenders for this
purpose. RNNTL (JnNURM buses) is in operation since 2012. Currently all the 100 buses are being run by 1 private
operator.. The financial performance for RNNTL (2012-13) is presented below:
S. No Parameters 2008-09 2009-10 2010-11 2011-12 2012-13

A Revenue in Lakhs
1 Traffic Revenue (Bus trip collection & trip collection) 8578202
2 Other Revenue (Bus Pass receipts) 11337350

3 Total Revenue 19915552
4 Earning per Kilometer Rs. 20/km
(assuming
300km/day/bus
B Cost in Lakhs
1 Personnel (salary) 2933871
Personnel (over time)

2 Fuel 8155540
3 Tyres & Tubes 660600
4 Spare parts & Others NA

5 Interest
6 Depreciation 2523056
7 MV Tax 16000
8 Passenger Tax NA
9 Other Tax (Road Tax & Permit Fees) 270500
10 Total Cost 6404027

11 Cost per Kilometer Rs. 20/ km
(depends on
ridership)
C Operating Ratio 32.15
2.3 Existing Fare Structure

2.3.1 Fare Structure of RNNTL
The existing fare structure for City buses running under JNnURM is as follows:
Table 2-8: Existing fare structure
Distance Fare (Rs.)

Upto 2 km 3
2-7 km 5
7-10 km 8
10-13 km 10
Above 13 km 13
Source: RNNTL
2.3.2 Concessional fare
Passes are available on a monthly basis- Route Wise, for travel within Raipur and combined travel within Raipur and
Naya Raipur. Student Concessions are available @Rs. 100 for All Raipur and @Rs. 50 for route wise travel.
S.No. Category Details Cost (Rs.)
1 Monthly Pass Route Wise 400
2 Monthly Pass All Raipur 600
3 Monthly Pass Raipur/ Naya Raipur 1500
49
2.3.3 Fare fixation & revision mechanism for city buses

The fare fixation and revision is done by the concerned SPVs. RNNTL has not revised since its fares since its inception
in and the same fares were adopted.
2.3.4 Existing fare collection mechanism
The RNNTL run city buses have automated the ticketing system where hand held ticket vending machines are used.
Integration with new media and introduction of smart cards and other ITSis planned for the entire fleet in near future.
2.4 Taxation on public transport

2.4.1 Motor Vehicle Tax
Presently RTO of State Gov. is charging motor vehicle tax at the rate of Rs. 100 per seat per quarter on city bus
services.
2.4.2 Passenger Tax

No passenger tax is imposed on city bus services by the RTO of the State.
2.4.3 Issues with the existing taxation policies

The motor vehicle tax / road tax imposed by State RTO @ 100/ per seat / quarter on City bus services may be
exempted as the city bus services are a facility. To make the city bus operation sustainable this tax may be removed in
the public interest.
2.4.4 Steps taken (if any) to reduce or exempt public transport from taxes
Presently Commercial Tax Department of State government has exempted value added tax in case of procurement of
100 buses under JNNURM Phase –I in 2012 in Raipur City.
2.5 Existing Institutional Setup for City Bus Operations

2.5.1 Management Structure – SPV
In 2012, 100 buses were sanctioned under Phase –I of JnNURM, MoUD, GOI. Another SPV called Raipur Nagar Nigam
Transport Limited (RNNTL) was formed to operate the bus services under the Chairmanship of the Mayor. Other
members include the Commissioner (Director), Additional Commissioner (Executive Director) andMIC member
(Member). RNNTL meets once in 3 months to appraise the operation of the city buses. At present 100 buses are in
operation in the city out of which 65 are mini and 35 are midi.
Raipur Nagar Nigam Transport Limited, through open bidding system selected two bus suppliers for the procurement
of buses through open bidding system. Mahindra Navistar Automotives Ltd was selected for supply of 65 fully built
mini buses and M/s Ashok Leyland Limited for supply of 35 fully built semi low floor buses. While purchases of buses
guidelines of Jawaharlal Nehru National Urban Renewal Mission (JNnURM) were strictly followed. Out of total
sanctioned 100 no. of buses 65 buses supplied by the Mahindra Navistar Automotives Ltd and 35 buses by Ashok
Leyland Limited.
Further Raipur Nagar Nigam Transport Limited (RNNTL) issued tender for Operation & Management of City Bus
Services in Raipur City and between Raipur to Naya Raipur on Public Private Partnership mode on 24.07.2012 vide
tender no. 5216/RMC/2012. In response of tender bid were submitted by the eligible bidder and out of them one
bidder was selected on the basis of highest monthly rout authorization fees and payment of fixed up-front fees. M/s
Sri Durgamba, Main Road, Kundapura, Dist. Udupi, Karnataka was selected as successful bidder on the basis of
payment of fixed up-front fees Rs. 3.60 Crores and highest rout authorization fees Rs. 5000/- per bus per month.
50
Approval in the board meeting of RNNTL were made for selection of M/s Sri Durgamba, Main Road, Kundapura, Udupi
Dist. Karnataka held on 22.09.2012. The award letter were issued to M/s Durgaamba on 09.10.2012 and concession
agreement executed on 20th October 2012 between Chief Executer Officer of RNNTL and Private Party. Buses started
st
functioning on 1 November 2012.
2.5.2 Staff detailsfor organization/managementbody

Both RNNTL is being operated by individual operators along the above mentioned routes directed by the SPV. The
total staff strength is nearly 250 (95 drivers, 95 conductors, 10 office staff, 20 cleaners and helpers).
2.6 Support Infrastructure

2.6.1 Existing Bus Q Shelters (BQS)
Tendering has been made for the construction of 136 Bus Q Shelters. Of this, 62 have already been constructed and are
being maintained through PPP mode by Advertisement Agency. The Ad agency has rights to display Ads and pay a
quarterly amount (Rs. 1,83,000) to RMC annually. This is additional revenue for RMC and it is used by the SPV to
execute its functions for improving the traffic and transportation situation in Raipur.
Table 2-9: List of existing bus stops
S.No Locations Date Of Installation

1 FafadihChowk , Opp-Celebration Hotel April/2008
2 Shailendra Nagar April/2008
3 AmbedkarChowk July/2008
4 Kali BadiChowk July/2008
5 Kali Mata Mandir July/2008
6 Kali Mata MandirOpp- Air July/2008
7 Jail Road, Devndra Nagar Turning November/2008
8 Anupam Garden, G.E. Road December/2008
9 Gaurav Path, Nr Ravi Ngr Turning (Lic) December/2008
10 ShastriChowk December/2008
11 Ashoka Tower February/2009
12 Clock Tower Square February/2009
13 Gandhi UdyanChowk February/2009
14 Fafadih Rly. Crossing April/2009
15 Near Garchaz Mkt., Jail Road April/2009
16 Jail Road Forest Office August/2009
17 Near ShankerNgr.Chk,Ing Vyas Bank August/2009
18 SaheedSmark , Opp-Mekahra August/2009
19 Shailendra Nagar August/2009
20 Jail Road, Mekahara Gate December/2009
21 Jail Road,Opp- Mekahara December/2009
22 Pandri Bypass December/2009
23 Pandri Cloth Mkt December/2009
24 Tagore Nagar December/2009
25 Opp- University Gate May/2010
26 AmaparaChowk June/2010
27 Ram Kund, Asharam June/2010
28 TatiBandhChowk July/2010
29 City Mall36 August/2010
30 Maruti Business Park August/2010
31 Rkc Gate August/2010
32 Dhuppad Petrol Pump September/2010
33 Gaurav Path, Opp. Museum Gate September/2010
34 LakheNagrChowk September/2010
35 Nit Gate September/2010
36 Opp-Nit Gate September/2010
37 University Gate September/2010
38 Azad Chowk October/2010
39 Azad Chowk October/2010
40 KamdhenuChowk, Pandri Bypass October/2010
41 Near KutcheryChowk October/2010
51
42 OcmChowk October/2010
43 Shailendra Nagar, Near Petrol Pump October/2010
44 Sunder Nagar Gate October/2010
45 Sunder Nagar, Near Petro L Pump October/2010
46 Tikrapara Road, Near Pujari Park October/2010
47 AmaparaChowk December/2010
48 Gaurav Path, Ravi Nagar Turning December/2010
49 Gaurav Path,ShakchatraChowk December/2010
50 Gaurav Path,Near Museum Gate December/2010
51 JaistambhChowk December/2010
52 Near ShankerChowk December/2010
53 Pandri Bypass, Near Khalsa School December/2010
54 TeliBandha Road, ShyamNagr Turning December/2010
55 Raj Talkies February/2011
56 TeliBandha Mall Road,Near Police Station February/2011
57 TeliBandhaRoad,Near Bharat Mata School March/2011
58 TeliBandhaRoad,NearGurudwara March/2011
59 TeliBandhaRoad,Opp. Gurudwara March/2011
60 TeliBandhaChowk, Opp. Police Station March/2011
61 Tikra Para Road, Near Pond April/2011
62 Jail Road, Medical College Gate Atm July/2011
Source : RMC
2.6.2
2 Existing Bus Depots and Terminals
In Pandri and Amanaka,, there is bus depot cum terminal which is being utilized by the operator.
operator Both places need to
be up-graded
graded to cated need of support infrastructure for all 140 city buses presently running and proposed 60 buses.
In addition of this we have proposed a new Bus Depot cum Bus Terminal which is required looking to future
extention of number of buses.
2.6.3
3 Proposed Depot, Terminals and Bus SheltersforJNNURMbus
As the bus operations are spread over large areas of the city, the bus depots need to be located in such a manner as to
minimize incidence of operating dead kilometers between the depots and the points of origin / termination of trips.
Because of this reason
on bus depot are located one at Pandri area and another at Amanaka Opp. Ravishankar University,
both being central place of the city. The land available for the setting up terminal is about 2 acres ( 8172 Sq. Mt.) for
Amanaka Bus Terminal whereas 1.5 acres
acres (6127 Sq. Mt.) for Pandri Bus Terminal. The access to the both terminus is
through main road Raipur.. This site is part of the premises of existing bus depot. This terminus has compound all-
all
round and completely owned by RNNTL. The proposal for development
development of the two bus depots has already been sent to
the Central government and funding is awaited.
52
Amanaka bus terminal
Pandri Bus Terminal
53
2.7. Intelligent Transport Systems (ITS)

2.7.1 Existing Infrastructure
At present there is no investment in ITS infrastructure such as GPS, PIS, automated ticketing system.
2.7.2 Proposed Intelligent Transport Systems (ITS)

a. As per JnNURM specifications, the buses being procured have inbuilt ITS components in its architecture. It
shall consist of following sub systems:
i Passenger information system (PIS)
ii Automatic vehicle location system (AVL)
iii Security camera network system (SCN)
iv Vehicle health monitoring and diagnostics (VHMD)
v On-board pole mounted ticketing machines
b. The single control unit ‘SCU’, together with single bus driver console ‘BDC’, form the nucleus of the on-
bus vehicle intelligent transport system (OBITS)
c. ITS facilities for Bus Terminals, Control Room and Bus Depot have been separately accounted for in the
DPR. Central Control Centre is proposed separately to be located at Terminal.
2.7.2.1 Passenger Information System (PIS)

The PIS is to be installed at each bus top and to be linked with the main server which is to be installed in bus terminal.
Bus stop may be developed and operated under Public Private Partnership module to make bus stop sustainable. The
installer of the bus stop will be given right to display the advertisement signages and display board. Passengers using
the system shall be given updated information on the following:
At each bus shelter
The displays at bus stop shall be capable of displaying data in a multi–lingual format and shall have the capability of
scrolling between different languages and different character sets, for example, between English, Hindi and regional
language, if any.
At each terminal
At about 1 - 4 prominent points in the terminal area (depending on size and layout of the terminal)
Arrival/Departure schedule for buses over the next 30/45 minutes, updated every 15 seconds
Route numbers of each of the above buses, updated every 15 seconds
Bay number from which/at which each of the above five buses will depart/arrive, updated every 15 seconds
Destination/Origin points for each of the above buses
At each bus bay
Arrival/Departure schedule for the next two buses from that bay, updated every 15 seconds Route numbers of the
above buses, updated every 15 seconds
On phone, internet and kiosks
In addition the PIS shall provide information on Routes, schedules and fares on internet, IVRS and through SMS on
mobile phones.
54
2.7.2.2 Central Control Centre

A central control facility shall be set up for controlling the services. This shall act as a nerve centre of the entire system
and associated services and shall provide the overall control and co-ordination of the system. It shall consist of all the
necessary computing and communications hardware and software needed to fulfill this function. This shall have, at a
minimum, the following:
Control panels on which the location of all buses can be spotted and tracked
Monitors to whom visuals of the actual ground position can be transmitted by cameras located at strategic points on
the corridor
Facilities for voice communication between the drivers and the control room as wells between terminal /bus stop
supervisors and marshals and the control room
Facilities to receive and transmit, as needed, all data being collected by the vehicle mounted units, fare collection units,
cameras & all other hardware
Report and alert operators to errors and faults with the RTPI system; and
Collect process and store data generated by the system;
2.7.2.3 Fare Collection System

Technology for Fare Collection shall be capable of the following:
Avoid over travel possibility on payment of lower tariffs
Establish data transfer links between the ticket vending system and control centre
Generation of Management Information System (MIS) for trip-wise/Route wise/ duty-wise revenue collected,
passenger flow, trend analysis (both physical and financial trends) to aid decision making
Enable PMC to conduct Routeine appraisals of drivers’ and conductors’ performance in terms of earning per kilometer
(EPK), revenue collected, etc.
Analyze frequency / intensity of use of various ticketing instruments for facilitating expansion of ticket issue centers
The proposed Fare Collection System for bus operations shall broadly comprise sub-systems discussed here under:
On board ticket vending and verification: Each bus is proposed to be provided with hand- held Electronic Ticket
Vending and Verification Machine (ETVM). The machines shall be capable of verification of/charging from contact less
cards, magnetic cards / Smart Cards and other user tariff charging instruments such as the seasonal travel passes,
prepaid cards, single journey tickets, integrated tickets, etc issued earlier or off board or by other mass passenger
transport operators.
Additional ticket issue centers: Smart Card distribution centers are proposed to be provided at Bus Terminals and the
depots, interchange points, Central Control Stations, pass issue center.
Concession Passes: A computerized student concession pass would also be introduced which would be available at
schools and colleges.
55
Chapter3: Proposed Operation Plan

Raipurcity already has an existing public transport system method 2 is most suitable for calculation of fleet size.
3.1Assessmentoffleet
Table 3-1: Proposed Route Operation Plan
Route Route Description Length Revised Headways Required

No. (Origin, Destination, (km) Buses
En-route Location)
Peak (9:00 AM- 11 No. of No. of Off Peak No. of No. of

AM) & (5:30 PM - Trips Bus (Mins) Trips Bus
7:30 PM)(Mins)
1 Airport-Mana-Pachpedi 45 15 2 8 30 5 5 13
Naka-Tatibandh-
Kumhari-Power House
2 Airport-Naya Raipur- 12.4 15 4 4 40 8 3 7

Mandir Hasaud
3 Airport-VIP Road-Teli 17 15 3 6 30 6 4 10
bandha-Avantivihar-
Mowa-Pandri-Fafadih-
Railway Station
4 Aarang-Telibandha- 46 15 2 8 30 4 6 14
Jaistambh Chowk-
Tatibandh(AIIMS)
5 Pandri-Fafadih-Birgaon 8.3 15 4 4 30 10 3 7
6 Raipur-Mana Camp 13 15 3 6 30 8 3 9
Total 60
No. of Km Per Day 11645.6
Total fleet required: 60
As per reports of the Airport Authority, Raipur ranks no. 3, in domestic passenger traffic next to
Bhvaneshwar and Indore. In the past two years there has been a tremendous increase in passenger
traffic, despite having lower number of flights. The other two cities have an average of 17 flights
going up and down, whereas Raipur has only 13 flights, showing the increasing passenger traffic.
Every month, near about 30,000-50,000 people travel to Mumbai and Delhi from Raipur. An
international terminal is also coming up in Raipur soon. Two new airline companies – Spice and Air
Asia are slated to enter the domestic market in Raipur. With the formation of Chhattisgarh, new
companies opened their offices in Chhattisgarh. Vedanta, GMR, Jindals, BSP, NTPC, NMDC, AIIMS,
RIMs etc, now international hotels like Taj and Hyatt opened their branches here. All these have
connections with Delhi and Mumbai. Chhattisgarh is the first State in India to have reduced fuel tax.
56
3.1.1 Strategy for route rationalization of IPT/ para-transit system

In order to enhance the operational sustainability of the proposed bus system, a Route rationalization plan is proposed
to be formulated and implemented. Following steps are made while making the Routes for the Route rationalization:
i. Route wise and area wise allocation to city buses have been done so that IPT/para transit services will supplement
each other. Focusing on service to suburban areas through Mini-buses, inner city with IPT system and system
integration in terms of trunk-feeder system are well considered.
ii. It is proposed to removal of IPT/para transit from city bus Routes, which could be done by SPV in due cource.
iii. SPV will notify the city Routes for city bus operation.
3.2 Category wise distribution of buses

Table 3-2: Typology of proposed bus fleet
S.no Type of bus % of Total Bus Proposed no. of buses

1 Midi Bus Non AC 33 20
2 Midi Bus AC 37 22
4 Premium Standard Bus AC Bus 30 18
Total buses required 100% 60
3.3 Bus Specifications

Bus specifications will be as per ‘Urban Bus Specifications – II’ issued by the Ministry of Urban Development,
Government of India and prevailing Central Motor Vehicle Rules. It shall be designed to carry passengers with ease of
boarding and alighting especially for ladies, children, senior citizens and physically challenged persons. The bus design
would be eco friendly, energy efficient, safe and comfortable with exhaust emissions conforming to Bharat Stage –
III/IV (whichever applicable) norms. To ensure compliance, type approval certificate from approved test agency under
Central Motor Vehicle Rules (CMVR) has been made necessary for the complete bus. Following are the synpsots of bus
specifications of Midi, Midi AC and Standard AC.
S. No. Specification of the Midi Bus (Air Conditioned)
1 Overall length (over body excluding bumper) in mm <9400 mm
2 Height of bus floor 400/650 mm

3 Overall width (sole bar/floor level- extreme points) in mm 2500 mm
4 Location and Type of engine Front BS III/IV diesel engine

5 Two door (with no steps ) at right side for level boarding and alighting As per AIS 052
docking facility
6 Doors with steps at left side for boarding and alighting from kerb side As per AIS 052
7 Bus Capacity (Number of seats including one for wheel chair) 23-24
S. No. Specification of the Midi Bus (Non - Air Conditioned)
1 Overall length (over body excluding bumper) in mm <9400 mm

57

5 Two door (with no steps ) at right side for level boarding and alighting As per AIS 052
docking facility
6 Doors with steps at left side for boarding and alighting from kerb side As per AIS 052
S. No. Specification of the Standard Bus (Air Conditioned)
1 Overall length (over body excluding bumper) in mm 12000 mm


5 Two door (with no steps ) at right side for level boarding and alighting 1000 ± 50 (minimum)
docking facility
6 Doors with steps at left side for boarding and alighting from kerb side 1000 ± 50 (minimum)
3.4 Contracting Mechanism for Operation & Maintenance of buses

Buses are proposed to be operated and maintained through a private operator as per service quality parameters laid
out by the SPV. Private bus operator proposed to be selected through competitive open bidding system under Public
Private Partnership module.
3.4.1 Operation through private sector

Either of any one below mentioned model may be selected for the contract mechanism for the bus operation:
Gross Cost Model:
Buses could be operated on “Gross Cost Model”/ “kilometres operation” basis (km scheme) - wherein the bus
operator, operates and maintains it at his cost besides meeting all statutory, regulatory and legal requirements
associated with the bus operation. He shall operate the buses on Routes, schedules, and terms/ conditions as
stipulated by the SPV. The bus operator shall be paid for his services on the basis of kilometres operated by his buses.
His payments shall also be linked to daily fare box revenues. Ownership of the buses will be transferred to the operator
on nominal fee after completion of concession period. Such terms and conditions shall be incorporated in the tender
documents / agreements prepared for engagement of bus operations in a transparent manner.
Fare revenue collection for the aforesaid operations could either be arranged by the SPV staff or outsourced through
open tenders from a third party. As in-house fare revenue collection is fraught with problems of over-staffing,
absenteeism, inefficiency and high labour costs, it shall be better to outsource this operation.
Outsourcing charges could be fixed at either per passenger ticket issued basis or as a fraction of revenue collected. The
service provider shall be engaged through a competitive and transparent process on a least cost basis. It shall also help
in providing integrated ticketing arrangement between trunk line and feeder line bus operation so that the passenger
is required to buy the ticket only once for his journey. It shall also help in trouble free / dispute free apportioning of
revenue collected from multiple journey tickets and or monthly / seasonal travel passes.
58
Net Cost Basis:

An alternate system of outsourcing bus services could be on the basis of operators being required to pay “License Fee”
or “Route Authorization Fees” to the SPV, also called as “net cost” model. In this system, the bus operator, in addition
to operating and maintaining buses as in the per km scheme, shall also collect fare revenues and pay certain license fee
to the SPV. Although this system is simple to operate and manage with full responsibility of providing specified quality
services and financing resting with the bus operator, it is fraught with the problem of providing integrated ticketing,
distribution of certain common revenues and expenses discussed in earlier scheme. Also, this system is liable to rash
driving practices and consequentially proves to be a safety hazard due to excessive competition amongst bus providers
for picking up more and more passengers. While there is no problem of revenue leakage in this system, the SPV is fully
deprived of the vital travel / operational information data required for planning, monitoring, controlling and upgrading
the public transport system. Although, IT based technology solutions may possibly mitigate the said problem to some
extent.
In both of the model a concession agreement should be executed between SPV and Operator which should include
mode of contracting of broad terms of engagement roles and responsibilities and performance oriented. It should also
include the penalty clause if desired performance is not achieved or in case of any short coming from the private
operator in terms of violating of rules or not managing or maintaining the bus service as per the concession agreement.
The SPV / ULB should monitor the private operator and regulate the rules and regulations. Before selection of private
operator, a revenue model should be made by the ULB which addresses the upfront premium to be deposited by the
private entity and monthly Route authorization fees will be paid by the private entity to the ULB. The private operator
will also operate and maintain bus depot and bus terminal. The initial investment for construction/ modernization of
bus depot and bus terminal and installation of machinery (GPS & ITS) will be made by the ULB/SPV but further
management and operation will in account of private entity. Provision for annual maintenance contract (ANC) for the
buses procured under the scheme shall be incorporated in the contract document of bus operator with detailed list of
services to be done under such maintenance contracts (AMC).
59
Chapter4: Financial Resources Plan

4.1CapitalCost
Bus Fleet Cost (A):

Table 4-1: Bus Fleet Cost
Particula Particula 1 2 3 4 5 6 7 8 9 Total

r r Cost
Midi Numbe Sub Midi Numbe Sub Premiu Numbe Sub (3+6+9)
Bus r Total AC r Total m Std. r Total
Non Cost Bus Cost AC Bus Cost
AC (1*2) (4*5) (7*8)
Rs. in Rs. in Rs. in
Lacs Lacs Lacs
Basic Basic 23.5 20 470 27.5 22 605 39.2 18 705.6 1780.6
Cost Cost
Taxes Taxes 6.5 20 130 7.5 22 165 10.8 18 194.4 489.4
and and
Duties Duties
Total Total 30 20 600 35 22 770 50 18 900 2270
Cost Cost
Total 60
No.
SUPPORTING INFRASTRUCTURE
Depots, Terminals & Bus-Q-Shelters (B):

Table 4-2: Cost of Depots, Terminals and Bus-Q-Shelters
Raipur has an existing proposal of development of one bus depot and one bus terminal which has been
moved to the MoUD, GoI for sanction. There is no proposal for either upgradation or new development of
Bus Depots and Terminals. New Bus Q Shelters numbering 50 have been proposed. The rates are as follows:
Bus Q Shelter (Costing per Shelter & Total Cost)

Table 4-2: Cost of Depot, Terminal & Bus Q Shelters
No. Particular Number Cost in Lacs Total Cost

1 Cost of Up-gradation Bus Depot Nil
2 Cost of Development Bus Depot 0 0 0
3 Cost of Up-Gradation Bus Terminal 0 0 0
4 Cost of Development Bus Terminal Nil
5 Cost of Development of Depot cum Terminal 1 588 587.66
(As per Annexure A)
6 Cost of up-gradation Bus Q Shelters Nil
7 Cost of Development Bus Q Shelters 50 2 101.27
(As per Annexure B)
Total Cost 688.93
Below is the detailed estimate of cost of development of bus depot cum terminal and bus q shelters:
60
Proposed Bus Depot cum Terminal – 4 Acre

Annexure A
Sl. No. Description Area Rate Amount
In Sq. Mtr. Per Sq. (Rs.)
Mtr.
1 Office 139.66 16,110 2249922.6
2 Shed 4150 9,129 37885350
3 Control Room 139.66 16,110 2249922.6
5 Rest Room 20 Drivers ( 139.66 16,110 2249922.6

Furnished)
6 Training Room 20 Drivers 139.66 16,110 2249922.6
(Furnished)
7 Store Room 139.66 12,888 1799938.08
8 Mechanic Room 46.55 12,888 599936.4
9 Job Clerk/Tool Clerk 46.55 12,888 599936.4
10 Ramp - 4 Nos 33.6 6,429 216014.4
11 Washing Area 93.11 9,129 850001.19
12 Denting & Panting Area 93.11 9,129 850001.19
13 Pavers 4150 1,076 4465400
14 Electricity Fitting, Cabling, 2000000

Generator Set, Motor etc
15 Project Management 500000

Consultancy
Total 9311.22 58766268.06
Total Cost in Lacs 587.66
Bus Q Shelter ( Costing per Shelter)

Annexure B
Sl. No. Description Area Rate Amount
In Sq. Mtr. Per Sq. (Rs.)
Mtr.
1 Platform 13.97 2,685 37509.45
2 Shed 13.97 6,444 90022.68
3 Reling, Bench etc 50000
4 Electricity Fitting, Cabling 25000
etc
Total 27.94 2
5 Total No. of Bus Stopes 50
Proposed
Total Cost 27.94 101.27
Total Cost in Lacs 0
61
ITS Facilities Cost(C):

Table 4-3: Cost of ITS facilities
ITS Facilities Cost
S.No. Item Cost Nos. Total Cost

1 Installation of Central Control Room 1970000
2 Installation of ITS at Depot cum Terminal 1440000
3 Installation of PIS facilities at BQS 20000 50 1000000
4 Installation of Electronic Ticketing Machine* 15000 60 900000
Total Cost 5310000

Total Cost in Lacs 53.1
*
In place of AFCS, automatic ticketing system is being suggested.
Cost Estimation for ITS in Central Control Room

Central Control Room
1 Computer - Core i7 Processors 50,000 8 400000

2 Screen (Big) 50,000 1 50000
3 Television 35,000 1 35000
4 Windows Power NetShell Server 250,000 1 250000
Software
5 Micro Chip 50000 10 500000
6 GIS system 500000 1 500000
7 Website start up 20,000 1 20000
8 1 EPBAX 50,000 1 50000
9 Smart Phone 15,000 1 15000
10 Small Gen. Set/Power Back-up 50000
11 Optical Fiber Cabiling , Misc Items etc 100000
Total Cost (A) 1970000
ITS at Depot cum Terminal

1 Computer - Core i7 Processors 50,000 5 250000
2 Screen (Big) 50,000 2 100000
3 Television 35,000 2 70000
4 CCTV 35,000 20 700000
5 Display for ticket collection 40,000 2 80000
6 Station Ticketing Terminal 240000 1 240000
Total Cost (B) 1440000
Terminal
1 Computer - Core i7 Processors 0 2 0
2 Screen (Big) 0 1 0
3 Television 0 1 0
4 CCTV 0 10 0
Total Cost (C) 0
62
4.2 Cost of Project
Total Cost of Project
Table 4-4: Cost of Project
Cost of Fleets 2270.00

Cost of Depot, Terminal & Bus Q Shelters 688.93
Cost of ITS at Control Center, Depot, Terminal
Bus Q Shelters & PIS at Bus 53.10
Total Cost of Project 3012.03
4.3 Funding Pattern
As the project comes under the eligible components of MoUD Scheme, it is eligible for grant covering 80%
(1753.6lakh) of the project cost from the Central Govt. (Govt. of India), 10% (219.2 lakh) of the project cost
from the Govt. of State and the remaining 10% (219.2 lakh) to be raised by SRTC / SPV / ULB “cost centre”.
Resource Mobilization
Table 4-5: Funding patterns
Source % Share Amount in Lacs
Government of India 80% 2409.62

State Government 10% 301.20
ULB 10% 301.20
Total Cost of Project 3012.03
63
4.4 Financial Sustainability
4.4.1 Assumptions for Financial Analysis
Capital Cost per KM

Table 4-6: Capital cost per KM
Type of Bus Midi Bus Midi AC Bus Premium Std.

Non AC AC Bus
Total Cost of Bus 3000000 3500000 5000000

Contribution of Operator towards cost of Bus @ 20% 600000 700000 1000000
Total Capital Cost per Bus 600000 700000 1000000
Equity 30% 180000 210000 300000
Loan Amount 70% 420000 490000 700000
Rate of Interest 14% 14% 14%
Term Payment 7 7 7
Number of EMI 84 84 84
EMI Loan 5000 5833 8333
EMI Loan with Interest 5750 6708 9583
Bus Running KM per day 150 145 145
Total KM per Month 3900 3770 3770
EMI per KM 1.28 1.55 2.21
Equity Investment 180000 210000 300000
Internal Rate of Return 20% 20% 20%
Term Payment 5 5 5
No. of EMI 60 60 60
EMI Investment 3600 4200 6000
Equity per KM 0.92 1.11 1.59
Capital Cost per KM 2.21 2.66 3.80
Operating Cost per KM
Table 4-6: Operating cost per KM
Costing Parameter Midi Bus Midi AC Bus Premium Std.

Non AC AC Bus
Mileage (KMPL) 6 5 2.5

Diesel Cost (Rs./Ltr) 58 58 58
Rate of increase per year in price of diesel 5% 5% 5%
Diesel Cost (Rs./Ltr) 60.90 60.90 60.90
AMC (per KM) 3 4 5
Bus KM per day 150 145 145
Bus KM per month 3900 3770 3770
Monthly Expenses
Premium (Minimum Route Concession) 5000 6000 7000
Insurance + Accident Compensation 3000 3500 4500
Diesel 39585 45919 91837.2
Salaries 18000 18000 18000
Other Expenses 500 1000 2000
64
Annual Maintenance Contract (with repair and

spare parts) 11700 15080 18850
Tires 1000 1000 1200
Total Expenses per month 78785 90499 143387
Less : Receipt from advertisement per month per bus 2000 2500 3000
Expenses per month 76785 87999 140387
Operating cost per KM (Rs.) 19.69 23.34 37.24
Capital cost per KM (Rs.) 2.21 2.66 3.80
Total Cost/KM(Rs.) 21.89 26.00 41.04
Contingencies Cost 5% 1.09 1.30 2.05
Total Cost/KM (Rs.) 22.99 27.30 43.09
Payment to Bus Suppliers

It is advised that payment to the Bus suppliers would be made only after supply of buses. The selection of
Bus supplier should be made through open bidding system. The tender document should consist of bus
specification and required facilities. The time of delivery should be mentioned in the bid document and
department should be adhered with the supply of buses within time period to implement the public
transportation system within time schedule.
4.4.2 Outcomes of Financial Analysis (profit – loss / IRR /viabilitygap funding required)
Fare Collection
Costing Parameter Midi Bus Midi AC Bus Premium

Non AC Std. AC Bus
Cost of operation per KM 22.99 27.30 43.09

Bus operation KM per day 150 145 145
Total fleet requirement 15 25 10
Daily cost of operation 51724 98975 62483
Total Daily Ridership 10500 20000 8000
Compairision Chart of Fare Collection

Table 4-7: Progit & Loss Statement
Fare Collection Midi Bus Non AC Midi AC Bus Premium Std. AC Bus
Rs./KM Income/ Surplus/ Income/ Surplus/ Income/ Surplus/
Day Deficit/day Day Deficit/day Day Deficit/day
1 3 31500 -20224 60000 -38975 24000 -38483
2 4 42000 -9724 80000 -18975 32000 -30483
3 5 52500 776 100000 1025 40000 -22483
4 6 63000 11276 120000 21025 48000 -14483
5 7 73500 21776 140000 41025 56000 -6483
6 8 84000 32276 160000 61025 64000 1517
7 9 94500 84000 180000 160000 72000 64000
8 10 105000 105000 200000 200000 80000 80000
65
4.4.3 Steps for financial sustainability of operation and maintenance
Under the SPV so formed to regulate the operation and maintenance of the bus service the private entity
will be a major player. The private entity will have right to collect fare and will have to do all operation and
maintenance to regulate bus service. It is that revenue collected from advertisements will also be
distributed among ULB and private entity in the ratio of 20:80. It is also proposed that all bus stops shouldbe
operated by the private entity in Public Private Partnership mechanism.
To make bus stand and terminal financially sustainable it is proposed that some part of the building should
be used for the commercial purposes. Commercial activity may include shopping malls and retail outlets to
supplement revenue. Through this utilization of the depot/bus stand all transportation activity will be
structured in a proper manner.
4.4.4 Outcomes of Financial Analysis (profit – loss / IRR /viability gap funding required)
Profitability:
In abovementioned financial performance of bus operation shows that Midi non air conditioned Buses is
clearly indicate the financial feasible even if it’s operate on minimum per kilometer fare of Rs. 5/- whereas
standard AC buses can run at minimum per kilometer fare of Rs. 8/-.
IRR:
In the project, IRR (15%) is kept higher than the borrowing rate i.e. 14%. At 15% Internal rate of return (IRR)
the cash flows from the project or investment is positive and its shows the attractiveness of a project or
investment.
Viability Gap Funding:

As per the guidelines of Jawaharlal Nehru Urban Renewal Mission, funding for the procurement of the buses
up to the 80% of total cost would be provided and rest 10% will be contributed by State Government and
remaining 10% from related ULBs to make the project commercial viable. As the project comes under the
eligible components of JnNURM Scheme, it is eligible for grant covering 80% of the project cost from the
Central Govt., 10% of the project cost from the Govt. of State and the remaining 10% to be raised by SRTC /
SPV / ULB “cost center”.
As operation and management of the city bus services would advise to be undertaken under public private
partnership, the goal of PPP in the project aimed for desirable service delivery. It is advise that private
operator would undertake necessary investment for operate and management of the buses including
related infrastructure like bus depot and bus terminal. Concession to the private player would be granted on
the basis of transparent competitive bidding process.
4.4.5 Steps for financial sustainability of operation and maintenance
Revenue from fare collection and revision thereto:

Revenue realizable trough fare from the passengers is likely to be the major source of income for city bus
project and it is critical to set fares at a suitable level to ensure recovery of costs. As the operation and
maintenance proposed to be undertaken under public private partnership, the private entity will have right
to collect fare and will have to do all operation and maintenance to regulate bus service.
66
Though the objectives for fare fixation are clearly mentioned in the Motor Vehicle Act, 1988, in actual
practice considerations generally overtake these economic objectives. In urban STUs, 50% of the revenue is
spent on personnel and 23% on material. Diesel accounts for about 66% of the material cost. In other words
15% of the total cost is on diesel. Hence, diesel and personnel are the major cost factors in urban STUs.
However, often fare revisions are made without taking into consideration these cost factors. In this regard,
the suggestive fare adjustment process is linked with cost of the personnel and cost of the diesel.
Advertisement Revenue:
The buses are excellent medium for advertisement hence these right may be sold on the basis of fixed fees
and revenue collected from advertisements may be distributed among ULB and private entity in the ratio of
20:80.
These rights may also be renewed periodically so that the best option may be chosen depending upon the
scenario and competition for the space. In addition bus stops should also provide good space for
advertisement.
Other Commercial Activity:
To make bus stand and terminal financially sustainable, some part of the building may be used for the
commercial purposes. Commercial activity may include shopping malls and retail outlets to supplement
revenue. Through this utilization of the depot/bus stand all transportation activity will be structured in a
proper manner so that this business activity will give rise to the financial viability of the bus services. Further
other business activity includes development and management of parking areas around stations, food stalls,
book-stores, banking services such as ATMs etc.
Realestatedevelopmentrights:
The right to develop property at certain points along the corridor and at the stations may be bundled with
the city bus project to make it viable. However, it depends on availability of government land along the
corridor. Further, the potential depends upon the demand for commercial real estate in different parts of
the city. In order to make the urban bus services more financially sound and self sustainable, various
financial innovations are recommended which are as follows:
- A dedicated transport fund that could help in ensuring operational sustainability of public transport
system in urban areas.
- The passenger fare could be allowed to be regularly adjusted according to increase in the input cost
from time to time.
- Imposed additional property taxes on the properties in the vicinity of public transport access
- points like stations and terminals.
- Higher FSI and Transferable Development Rights (TDR) on terminals and depots.
- Advertisement revenue on buses, bus stops, terminals etc
- Increase road tax on private vehicles
Waive off VAT (12.5% of the cost of the bus) and Entry Tax 1.0 % imposed by the Commercial Tax
Department, State Government and Road Tax Rs. 100 per seat quarterly imposed by the State Road
Transport Department.
67
Chapter 5 : Urban Transport Reforms

5.1 SpecialPurposeVehicle / “CostCentre” underSRTC
Raipur Nagar Nigam has already adopted few reforms for implementation of city bus services such as
formation of special
cial purpose vehicle; copy of the Corporation certificate is enclosed.
Special purpose vehicle in the name of Raipur Nagar Nigam Transport Limited had formed to monitor the city
bus operation and management and regulate rules and regulations. The objective behind such SPV was that
policy and planningg functions is undertaken by this SPV whereas operations are contracted/ outsourced by
them to a private agency that runs 100 city buses in the city at various routes sanctioned under Phase – I of
JnNURM. Through RNNTL policy and planning functions are separatearate done whereas operational functions are
handled by private agency. This in turn shall enable senior management to devote adequate time to policy and
planning issues instead of being caught up with day to day operational issues. This is in line with the
th suggestion
under JnNURM from the MoUD, Government of India.
5.1.1 Structure of SPV
The composition of the Raipur Nagar Nigam Transport Limited is as follows:
1. Chairman (Mayor)
2. Managing director (Commissioner, Nagar Nigam)
3. Director (Additional Commissioner)
4.. Executive Director (Transportation section incharge)
5. Members (2 2 Corporator)
5.1.2 Functions of SPV
Raipur Nagar Nigam Transport Limited had been formed to perform the following broad functions with respect
to city bus system management for the city:
Route and Network

rk Design
Monitor and regulate city bus services outsourced to private operator.
operator
Specification, monitoringof quality of service & emission standards
Data collection and management
Advice UMTA/EC on fixing/revising fares and fees
Selection and implementation of technologies
techn
Marketing &educating thepublic about the city bus system
5.2 Unified Metropolitan Transport Authority (UMTA)
The National Urban Transport Policy (NUTP, 2006) has recommended setting up of Unified Metropolitan
Transport Authorities (UMTAs) in all million plus cities. The NUTP (2006) envisages that UMTA shall
facilitate more coordinated planning and implementation of urban transport programmes & projects and
integrated management of urban transport systems. The setting up of such umbrella bodies shall
regulate the overall performance of the public transport systems and ensure that the city has a
comprehensive public transport system. Government of Chhattisgarh has set up an UMTA on dated
10.07.2013 to seek the fulfillment of aforesaid objectives. A copy of UMTA is attached as Annexure for
the reference.
68
5.2.1 Composition of UMTA
1 Chief Secretary, State Government Chairman
2 Principal Secretary, Urban Administration & Vice Chairman

Development
3 Director, State Urban Development Agency Member – Secretary
4 Additional Chief Secretary, Finance, State Government Member
5 Principal Secretary (Home), State Government Member
6 Principal Secretary, Transport Department, StateGovernment Member
7 Principal Secretary,Public Works Department, State Government Member
8 Principal Secretary, Ecology and Environment, State Government Member
9 Commissioner,Transportation Member
Commissioner,Raipur Dist. Member

10
DRM or Representative of Regional Railway Member
11
Collector, Raipur Member
12
Collector, Durg Member
13
Superintend of Police, Raipur Member
14
Superintend of Police, Durg Member
15
Chief Executive Office, Naya Raipur Development Member
16 Authority
Chief Executive Office, Raipur Development Authority Member
17
Commissioner, Raipur Nagar Nigam Member
18
Commissioner, Bhilai Nagar Nigam Member
19
Commissioner, Durg Nagar Nigam Member
20
Chairman, Chhattisgarh Chamber of Commerce Member
21
Representative of Transport Organization Member
22
Any other Expert connected with Urban Transport found necessary Member
23
In addition to the above, an Executive Council shall be formed to take care of day to day activities
of the UMTA.
69
5.2.2 Object of UMTA

The following are the functionsof the UMTA that is proposed to be formed:
To co-ordinate all land transport matters in the City Metropolitan Region. A Raip
Metropolitan City has been form which connect Raipur-New Raipur-Bhilai & Durg so that
the coordination between operation, controlling and administration shall be done jointly.
To reform the traffic and transport system for the Raipur City Metropolitan Area in public
interest
To do public awareness campaigns towards traffic rules & regulation and to make Drivers/
operators accountable to public for delivery of quality service.
To encourage road safety in Grater Raipur area.
To promote public participation in implementation of public transport and improvement in
Grater Raipur area.
To find and regulate the ways to optimize fare of public transport facilities including toll charges.
To listen and solve the problem of passengers, operators and other stakeholders related to public
transport in Grater Raipur area.
Give constant direction to the related concern department for smooth and safe traffic &
transportation and to give direction to resolve the issues if arise.
To coordinate with the railways and airways to link public transportation.
To do all other acts so that users of public transportation will not face any problem.
Nodal Administrative Department

State Urban Development Agency will be the Nodal Administrative Department for BRT-HPC related matters.
Duties & Rights of BRT-HPC (High Power Committee)

1. Coordinate between different agencies working in the field of urban transportation.
2. Provide directions to the related department so that public transportation system would be more
effective.
3. To coordinate the action taken by the other department related to urban transportation.
4. To function as Empowered Committee for all UrbanTransportationProjects.
5. To make strategy for effective implantation of urban transportation
6. To make direction to the various related department for the integrated urbantransport development
7. To provide guidance in the matters of financing the project or proposal placed by the different
related department.
8. To initiates steps in case of any opinion/ suggestion or proposal received from any department/
agency/ society or individual and would ensure the action if feasible.
Composition of BRT-HPC Executive Committee:
Following will be the member of the executive committee:
1 Principal Secretary / Secretary ( Urban Administration and Chairman

Development )
2 Commissioner, Raipur Member
3 Transport Commissioner, Raipur Member
70
Apart from the above, the following have been identified as the functionsof the Executive
Committee:
Provide assistance to UMTA in decision making on various issues

issu
Give effect to all decisions of UMTA
Notify the routes of publictransport
Recommend a rationalized
nalized tariff policy to UMTA
Scientific assessment of demands and contract services for differentoperators
Monitoring the service standards and operations of public
p blic transport modes
m
Dispute resolution amongst various operators
Financial Arrangement of BRT-HPC

BRT
To formed and further operation of BRT-HPC,
BRT HPC, financial arrangement will be done from necessary
budged provision through introducing a new head.
The UMTA and the Executive Councilwill together, thus, would ensure:
Rationaltraffic and transport policy for the city in line with land use policy
Fair and level playing field for different modes of transport modes
Fair competition and satisfactory level of services for urban commuters
5.2.3 Legal backing of UMTA
In order to give UMTA’s objecti

bjectives, functions and operations a legal status, a draft Act shall
be
Prepared by UMTA and will be put forth before the State Government Cabinet after finalization.
The
Draft Act shall cover the following:
i. Objectives and functions of UMTA
U
ii. Operational area of UMTA
iii. Powers and delegation of powers of UMTA
U
iv. Authority to have power to acquire land by agreement

v. Power of Government to transfer to the Authority lands belonging to it or to City
Metropolitan Region etc.
etc
vi. Power of Authority to borrow funds
vii. Laying of annual estimate of income
inc and expenditure
viii. Authority to approve or amend such estimate
estimat
ix. Estimates to be submitted to Government for sanction
x. Provision for Supplementary estimates to be prepared and submitted when necessary
xi. Provisions regarding expenditure
71
xii. Accounts and audit

xiii. Schedule of officers and employees to be submitted for sanction of Government
xiv. Appointments, etc. and by whom to be made
xv. Powers of entry
xvi. Directions by the Authority
xvii. Members and officers to be public servants
xviii. Power to make rules
xix. Power to make regulations
5.2.4 Manpower Requirement and Staffing Plan
In order to strengthen its human resource, UMTA is shall form a schedule of officers and employees whom it
shall deem necessary and proper for the purposes of the proposed UMTA Act. In addition to this, various
powers related to appointment, promotion, suspension, etc. shall be asked from the Government as a part
of Schedule of Powers of Commissioner under the Act.
5.3 Urban Transport Fund

As per the guidelines of National Urban Transport Policy, an Urban Transport Fund is desired to be set up to
sustain and expand the transit operations and to develop the transit infrastructure. Cities and towns are
generators of national wealth, there is a growing recognition that the resources needed for urban
development be generated from within the urban economies by use of principles like "beneficiaries pay",
"users pay" and "polluters pay". In this regard, it is proposed to set up a "Mass Rapid Transit System Fund" for
implementation of the transit system in the State by the State Government.
Thefundshallbegeneratedbycesstobeleviedonvarioustaxescollectedinthecity, as follows:
Commercial Tax Department
A Sales Tax
1. Petrol 0.25 Paise per lt.
2. Diesel 0.10 Paise per lt.
3. Liquor sales 5% additional tax on liquor sales
Motor Vehicles Department

B Motor Vehicle Tax 5% on Motor Vehicle Tax
Land Registration Department

C Stamp Duty 5% on stamp duty
Excise Department
D Licensing Fees 15% additional licensing fee on liquor
manufacturing & liquor selling
Theabovementionedfundshallbemeantforurbantransportinfrastructureingeneral;thoughaSignificantpart
ofthecollectionsshallgototheSPVforcitybusoperationsandtheCityMetroRailCorporationLimited.Furthersc
alingupofthecatchmentareaofthisfundshallbedoneintheduecourseandtheproceedsshallbeusedtowardscr
eatingbettertransportfacilitiesinMetropolitanarea.
72
5.4 Advertisement Policy

Advertisement policy for the State as per the suggestive Advertisement Policies of Meera Bhayandar & Navi
Mumbai is under process.
5.5 Parking Policy

With rising income levels, there is a natural urge for people to acquire a personal motor vehicle. Hence, the
current trend of increasing personal motor vehicle ownership create a pressure for parking spaces and unless
they are provided in adequate number, vehicles would use up road sides, footpaths and similar space for
parking purposes. Therefore, it is necessary to provide for parking space within a city. However, in providing
such parking space, it is important to recognize that the location of such spaces, the car holding capacity and
the price at which it isavailable can contribute in a significant manner to reducing the use of personal vehicles
as well as in channelizing the demand for travel towards greater use of public transport. It is, therefore,
necessary to strike a balance between the need to provide parking space and the need to locate it in such a
manner as to encourage the use of sustainable modes of transport.
In this regard, keeping the above objectives in mind State Urban Development Agency has appointed a
consultancy firm to form a suitable parking policy which is under Process
5.6 Transit Oriented Development (TOD) Policy

Transit Oriented Development (TOD) is the principal mechanism to shape land use policy to support public
transport system. In order to promote TOD along the public transport network, transit station should be
made nucleus of transit center or say center of various activities like housing, schools, commercial and
public places etc. It will help to increase the transit system ridership and revenue thereof and other revenue
by levying extra taxes on the development along the transit network.
Keeping all the said benefits of TOD in consideration, the following bylaws are proposed:
- Area which falls within 150m radius from the transit terminals shall be eligible for a
maximum FAR of 4 for all permissible uses, irrespective of the FAR applicable for the
respective uses.
- TOD may be permitted till the completion of the transit stations and not after that.
However, FAR shall not exceed 4 in any time.
- All bus terminals (Min. area 1 acres) shall be eligible for an FAR as applicable to commercial
zone.
In similar way, it is proposed to increase the FAR of various Traffic and Transportation Management Centers
(TTMC) and Multi Modal Transport Hubs (MMTH). It will not only increase the usage of the city bus services
but also generate the extra revenue from additional built up.
The major benefits of TOD include:
1. Economic benefits
i. Avoiding gridlock, time saving, money savings both for individual as well as economy of the state as a
whole
ii. Optimizing investment into urban infrastructure
iii. Encouraging shifting of future personalized vehicle trips to transit and pedestrian modes, thus reducing
the need for large capital expenditure on roads, and reducing congestion as the transit network is expanded
iv. Technological efficiency and enhancement in quality of life would attract investments in the city.
73
2. Social Benefits
i. Affordable public transport favors social equity and accessibility
ii. Reduces vehicles promote safety
iii. Reduced Emission and short walking/biking trips promote public health
iv. Walk able spaces make vibrant cities
3. Environmental benefits
i. Reduces travel by personalized vehicles
ii. Maintains high standards of air quality in our cities
iii. Protects the environment
5.7 Traffic Information and Management Control Centre

5.7.1 Background & Need
With almost 11 Lacs residents and 909319, managing the city traffic is not an easy endeavor. Being an
economically progressive city, the vehicle registration rates are high resulting in addition of almost a 80,000
vehicles per year which is @ 12% yearly. Adding to this intensity of use, the total area available under transport
is a scanty 19%, leading to chaotic conditions on the city streets. Hence, in order to assess and manage the
traffic, ensure compliance with traffic rules, plan and design for existing and future traffic conditions, dedicated
efforts are required. The setting up of the Traffic Information & Management Control Centre is an effort that
shall be made in precisely this direction by the City Traffic Police.
5.7.2 Objectives
The objectives of setting up such Centre are manifold, and can be broadly classified into Operational and
Institutional, or as dynamic and stored data usage. Among these categories, the basic objectives are:
- To provide real time information about vehicle registration, intensity of traffic movement,
traffic circulation pattern, accidents, traffic management measures.
- Data Base Management System to study and use real time and temporal data for communication
for control mechanisms, Traffic engineering & design and Transportation planning uses
- Data bank for statistical and/ or social engineering studies/ research on road users
- To reduce traffic congestion in central area of city
- Reduce accidents
- Achieve significant reduction in pollution
- Traffic surveillance & Traffic helpline to achieve substantial compliance of traffic laws and Rules
- Set-up/ coordinate with the existing/ new Trauma care centre
5.7.3 Structure
Presently the traffic management, enforcement and regulation are on City Traffic Police.
5.7.4 Reporting Channel
Signal controllers, surveillance cameras, and VMS shall be linked with the central control room at TIMC
through optical fiber link.
The surveillance camera shall collect real time video from the specified locations by using Pan Tilt Zone (PTZ)
dome camera system and transmit the image to the Traffic Control Centre through an IP network.
74
It is also proposed to equip the Traffic sub Inspectors & Inspectors with 280 Blackberry and wireless printers.
This mobile connectivity shall aid in quick disbursement of challans to enable effective enforcement. The
vehicle registration database and license database shall be linked to these phones.
phones
5.7.5 Staffing
The TIMC shall be monitored with the help of traffic experts, software professionals and trained Traffic Police
personnel. In-situ
tu training for monitoring the junctions, dynamic updating of signal plan/cycles, generation of
query reports etc shall be provided at frequent intervals. Periodic orientation programmes shall be held to
impart hands-on
on training on new applications. It is also proposed to house domain experts in the form of traffic
engineers to provide the expertise in analyzing and communicating the desired output on the field.
5.7.6 Information systems
The following database shall be stored in the TIMC hub:

Coded road
oad network base map.
Signal Plan cycles.
Vehicle registration from Transport Department linked upto AutomatedEnforcement Centre.
Centre
Road accident – location wise, causewise, and by degree of fatality.
Trauma Care facilities locationwise.
locationwise
Traffic Management measures in place such as diversions, one-ways
on ways speed restriction, silent
Zones etcLicence
Licence Database.
Database
Traffic volume counts onthe city road network.
network
5.7.7 Control Systems
The linking of traffic database with the city network shall be instrumental
ental in creating control
Mechanisms serving the following purposes:
- Traffic enforcement with less manual deployment
deplo
- Traffic discipline
- Traffic safety
- Improved Trauma Care access
- Improved Traffic circulation/
circulation Routing/decongesting
5.8 Regulatory Mechanismfor the Periodic Revision of Fares

Though the objectives for fare fixation are clearly mentioned in the Motor Vehicle Act, 1988, in actual practice
considerations generally overtake these economic objectives. In urban STUs, 50% of the revenue is spent on
personnel and 23% on material. Diesel accounts for about 66% of the material cost. In other words 15% of the
total cost is on diesel. Hence, diesel and personnel are the major cost factors in urban STUs. However, often
fare revisions are made without
thout taking into consideration these cost factors. In this regard, the suggestive fare
adjustment process is linked with cost of the personnel and cost of the diesel. Fare Revision is carried out as
follows:
75
5.9 Waiver of Taxes
State Taxes and Duties on Public Transport
As of now various taxes imposed on the public transport operation are as follows:
follo
Value Added Tax (VAT): 12.5 % on the cost of the chassis
Education Tax: 2% on the cost
c of the chassis after VAT
MV Tax: 5.5%of the revenue of SRTC
Road TransportTax: Rs. 100 per seat per quarter.
As proposed under the reforms of JnNURM, Government of State is committed to exempt/reimburse these
taxes so as to make public transport operation more viable.
5.10 Proposed Timelines for Reforms
Table 5-1: Time lines for reforms
S.No Reforms Applicable Proposed Timeline

I UMTA Yes 2013
II SPV/ Cost Centre Yes 2013
III Urban Transport Fund Yes 2014
IV Advertisement Policy Yes 2013
V Parking Policy Yes 2013
VI Fare Revision Policy Yes 2013
VII TOD Policy Yes 2014
VIII TTMC Yes 2014
IX Waiver of Taxes Yes 2013
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DPR For Financial Raipur Transport

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DPR For Financial Raipur Transport

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DPR for Financial

State Urban Development Agency

Population 11.54 Lacs

Total Project Cost 3012.03 Lacs

Abbreviations and Acronyms……………………….…………………………………………………………………………………………….…………………………………..…………..1

CHAPTER 1: CITY PROFILE .......................................................................................................... .............10

1.8.6 Current Trnasport Scenerio............................................................................................................. 30

CHAPTER 2: PUBLIC TRANSPORT CHARACTERISTICS ................................................................................. 45

2.1 INTRODUCTION ........................................................................................................................................ 45

2.1.1 Mass Rapid Transit System (Metro/Mono/Light Rail, if any).......................................................... 45

2.1.2 Bus Rapid Transit System (if any) .................................................................................................... 45

2.7.2.1 Passengers information syatem…………………………………………………………………………………………………….…54

2.7.2.2 Central Control Centre……………….……………………………………………………………………………………………………54

2.7.2.3 Fair collection system……………………………………………………………………………………………………………………..55

CHAPTER 3: PROPOSED OPERATION PLAN ...............................................................................................56

3.1 ASSESSMENT OF FLEET .............................................................................................................................. 56

3.4.1 Operation through private sector ................................................................................................... 58

CHAPTER 4: FINANCIAL RESOURCES PLAN ................................................................................................ 60

4.1 CAPITAL COST ......................................................................................................................................... 60

4.4.4 Outcomes of financial analysis…………………………………………………................................................... 66

4.4.5 Steps for financial sustainability for O&M………………………………. ................................................... 66

CHAPTER 5: URBAN TRANSPORT REFORMS ............................................................................................. 68

5.1 ABOUT ................................................................................................................................................... 68

Abbreviations and Acronyms

Abbreviations and Acronyms

TABLE1-1: SUMMERY OF RAIPUR ....................................................................................................................10

TABLE 2-6:PHYSICAL PERFORMANCE OF THE BUS SERVICE...................................................................................................48

Status of earlier funding for buses under JnNURM2

S. No. Particulars Status

10 Unified Metropolitan Transport Authority Yes Approved

Chapter1: City Profile

• Abundance of limestone and Iron ore in the region

Table 1-1: Summary of Raipur

188 sq. km (Planning Area), 143 sq. km (Municipal Area)

Geographic location 81.38'51 "E. / 21.14'14" N

Rail Raipur south - eastern railway Mumbai,

Road Raipur national route no. 6 passes. All the

1.2 Spatial growth and regional setting

The foremost issue of urban growth in Raipur

Table 1 – 2, Rainfall Raipur (2008-2012)

Month 2008 2009 2010 2011 2012 Average

Rainfall (in mm)

2008 2009 2010 2011 2012

Source: IMD (Indian Meteorological Department)

1.5 Demographic Profile

Census Population Increment/ Decrement Decade variation

1931 45390 7049 18.39

S.No Year Arithmetic Increase Incremental Increase Geometric Increase Average

21 2031 1486610 1419636 1926984 1611077

Table 1-5: Population Projection: Migration trends

1.5.4 Gender ratio and ageprofile

1.5.5 Literacy rate

S. Sector Workers count % Share

S.no Category City Level Male Female % of total % of male % of female

5 Main 5953 4067 1886 0.58 0.4 0.18

Figure : Share of Workers in Economy S

SHARE OF WORKERS IN ECONOMY

ource: Census 2011

1.6.2 Income profile

Estimates of Net State Domestic Product

Year 2008-09 2009-10 2010-11 2011-12 % increase in 2011-12

S. No. Income Group No. of Sampled Households Percentage (%)

Table 1-9: Spatial distribution of income profile