Sustainable Urban Transport Index Bhopal, India

December - 2019

Contents

List of Figures ...... 2 List of Tables ...... 4 1. INTRODUCTION ...... 5 1.1 Bhopal Planning Area as Study Area ...... 6 1.2 Objectives of the Study ...... 7 2. EXISTING URBAN TRANSPORT SYSTEM AND SERVICE ...... 8 2.1 Land Use ...... 8 2.2 Road Network ...... 9 2.3 Vehicular Growth ...... 10 2.4 Travel Characteristics ...... 11 2.5 Public Transport System ...... 12 2.6 Issues and Challenges ...... 14 3. DATA COLLECTION APPROACH FOR SUTI ...... 15 3.1 Introduction ...... 15 3.2 Data collection approach for different Indicators ...... 15 4 DATA BASE FOR SUTI ...... 20 5 ANALYSIS OF DATA ...... 24 5.1 Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes ...... 24 5.1.1 Data Analysis ...... 24 5.1.2 Result ...... 29 5.2 Indicator 2: Modal share of active and public transport in commuting...... 30 5.2.1 Data Analysis ...... 30 5.2.2 Result ...... 31 5.3 Indicator 3: Convenient access to public transport service ...... 32 5.3.1 Data Analysis ...... 32 5.3.2 Result ...... 33 5.4 Indicator 4: Public transport quality and reliability ...... 33 5.4.1 Data Analysis ...... 33 5.4.2 Result ...... 34 5.5 Indicator 5: Traffic fatalities per 100,000 inhabitants...... 34 5.5.1 Data Analysis ...... 34

5.5.2 Result ...... 34 5.6 Indicator 6: Affordability – travel costs as share of income ...... 35 5.6.1 Data Analysis ...... 35 5.6.2 Results ...... 36 5.7 Indicator 7: Operational costs of the public transport system ...... 36 5.7.1 Data Analysis ...... 36 5.7.2 Results ...... 36 5.8 Indicator 8: Investment in public transportation systems ...... 37 5.8.1 Data Analysis ...... 37 5.8.2 Results ...... 37 5.9 Indicator 9: Air quality (PM 10) ...... 37 5.9.1 Data Analysis ...... 38 5.9.2 Results ...... 38 5.10 Indicator 10: Greenhouse gas emissions from transport ...... 39 5.10.1 Data Analysis ...... 39 5.10.2 Results ...... 39 6 OVERALL RESULTS ...... 40 7 PERSPECTIVES ...... 42 8 REFERENCES ...... 42

List of Figures

Figure 1: Bhopal Planning Area ...... 6 Figure 2: Proposed Land use pattern of Bhopal as under Bhopal Development Plan-2005 ...... 9 Figure 3: Vehicular Growth (2002-2011) ...... 11 Figure 4: Mode Share in Bhopal ...... 12 Figure 5: Bhopal Bus Routes ...... 13 Figure 6: BRTS corridor in Bhopal ...... 14 Figure 7: Phasing of stretches identified for provision of footpaths ...... 25 Figure 8: Phasing of stretches identified for provision of cycle tracks ...... 26 Figure 9: Proposed terminal and interchange points ...... 27 2

Figure 10: Proposed BRTS Corridors ...... 28 Figure 11: Population Density Map ...... 32 Figure 12: PM10 values in Bhopal from 2010 to 2016 ...... 38 Figure 13: SUTI SPIDER DIAGRAM ...... 41

List of Tables

Table 1: Demography of Study Area ...... 5 Table 2: Land Use as under Bhopal Development Plan-2005 ...... 8 Table 3: Distribution of Road Network by Right of Way ...... 10 Table 4: Indicator 1- Extent to which Transport Plans cover Public Transport, Intermodal Facilities and Infrastructure for active modes ...... 29 Table 5: Trip Rates across modes ...... 31 Table 6: Indicator 2-Modal share of active and public transport with informal transport modes along with collective modes ...... 31 Table 7: Indicator 3 -Convenient access to public transport service ...... 33 Table 8: Indicator 4- Public transport quality and reliability ...... 34 Table 9: Indicator 5 -Traffic fatalities per 100000 inhabitants ...... 35 Table 10: Daily Ridership Data ...... 35 Table 11: Indicator 6-Affordability - Travel costs as Share of Income ...... 36 Table 12: Indicator 7- Operational Costs of the Public Transport Systems ...... 36 Table 13: Indicator 8 -Investment in Public Transportation Systems ...... 37 Table 14: Indicator 9 - Air Quality (PM10) ...... 38 Table 15: Indicator 10 – Particulate Matter Emissions for the total vehicles in Bhopal ...... 39 Table 16: Indicator 10 - Total Greenhouse gas emissions ...... 39 Table 17: Overall Result as per Indicator ...... 41

Disclaimer: This report has been issued without formal editing. The designation employed and the presentation of the material in the report do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. The views expressed, analysis, conclusions and recommendations are those of the author(s), and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. Mention of firm names and commercial products does not imply the endorsement of the United Nations. 4

1. INTRODUCTION Bhopal, the capital of Madhya Pradesh state in India, is a fascinating amalgamation of scenic beauty, old historic flavor and modern urban planning. It is also known as the “City of Lakes”. The city has emerged as a multifunctional regional hub of socio-political and economic activities. Bhopal city can be divided into two parts - the old city and newly developed area with administrative, institutional, industrial, commercial and residential activities. The Government of India, Ministry of Urban Development and Poverty Alleviation (MoUD & PA) has classified Bhopal as a “National Priority City” in the report of National Commission on Urbanization.

Bhopal enjoys a strategic location in the state of Madhya Pradesh. The other important towns of the state, namely, Sehore, Indore, Berasia, Bairagarh, Hoshangabad, Vidisha, Narsingarh, etc. lies in close proximity to Bhopal. Mandideep is an upcoming industrial development while the township of Kolar is gradually growing. The national capital, New Delhi is about 741 km away, while Mumbai is at a distance of about 789 km.

The study area considered for the SUTI Indicators is the Bhopal Planning Area spanning over 813 sq.km and houses a population of 2.018 million people. The study area considered includes the planning area of 505 sq.km, municipal area of 258 sq.km and the surrounding villages of 50 sq.km. The population and density values under the different boundaries has been summarized in the table below. The Bhopal Municipal Corporation area is further divided into 70 administrative wards. The ward boundaries are further aggregated into 14 planning zones.

Table 1: Demography of Study Area

Population Area Density (Lakhs) (sq.km) (Persons/sq.km) (2011)

Municipal Area 17.96 258 6961 Planning Area 1.35 505 267 Kolar Town 0.87 50 1740 Total 20.18 813 2482

The average household size Bhopal as in 2011 was 4.4 and it could be observed that the average

5 household size in case of Bhopal is much lower as compared to India (5.3). The sex ratio i.e., number of females per 1,000 males has been calculated as 918 in Bhopal. The literacy rate of Bhopal is estimated as 81%, of which about 17% are graduates or have higher qualifications. It was found that the average income per household is Rs. 9,000 per month within the study area (Comprehensive Mobility Plan for Bhopal, 2011). It was observed that 65% of the population in Bhopal are in the working age group (18-60 years). Work Force Participation Rate (WPR) is defined as the ratio of total number of workers in an area to the total population of that area. A low ratio indicates high dependency of population on few jobs. WPR for the study area was found out to be 29.5% (Comprehensive Mobility Plan for Bhopal, 2011).

1.1 Bhopal Planning Area as Study Area The figure 1 shows the Bhopal Planning Area with Bhopal Municipal Corporation and zone boundaries.

Figure 1: Bhopal Planning Area Source: CMP, 2011 6

The study area is subdivided into smaller areas known as Traffic Analysis Zones (TAZs). TAZs are delineated taking into account various factors like administrative boundaries, physical barriers such as water bodies, railway lines, highways and homogenous land uses. The study area has been divided into TAZs based on the above criteria and around 85 TAZs were identified.

1.2 Objectives of the Study

The objective of this study is to develop a Sustainable Urban Transportation Index (SUTI) for Bhopal, India. This index was developed by United Nations Economic and Social Commission for Asia and the Pacific (UN ESCAP) to measure, compare and evaluate the performance of sustainable urban transport and related sustainable development goals of Asian cities. Sustainable Urban Transport Index (SUTI) is a framework of indicators for the assessment of urban transport systems and services in a city. The 10 indicators specified in the SUTI will evaluate the transportation system in the Bhopal Planning Area and the results will be depicted in the spider diagram. Results will help in identifying the fields of improvement from the existing situation and thereby equipping the civic body to plan for the betterment of city.

2. EXISTING URBAN TRANSPORT SYSTEM AND SERVICE The urban transport system is highly dependent on the land use character of the city. The city of Bhopal has developed over the years the transport system with investment in the development of roads and providing the basic connectivity. The city is well connected by road rail and airway. Several National and State highways pass through the city and having a high industrial economic base has resulted in higher volume of traffic entering the city. The city’s transportation is predominantly road based. The dependence on individual motorised modes is high due to the absence of a well-connected and accessible public transport system. Even when roads are generally wide, network design and development are not complete. The existing urban transport system will be analysed by the following components such as land use, road network, vehicular growth and public transportation systems.

2.1 Land Use The Bhopal Development Plan 2005 had projected a total population of 25 lakhs in the Planning Area. Bhopal has been envisaged as a self-dependent city with multifunctional organizational structure. The planning area has also been visualized as a congregation of the main urban core, townships of Bairagarh, Misrod, T.T. Nagar, BHEL, Service Township and Neori.

Due to the present gap in rising population and supply of housing, growth of unauthorized settlements can be seen. The details of area allocated for different land uses in the Development Plan for 2005 is described in Table 2 and the proposed land use map is presented in Figure 2.

Table 2: Land Use as under Bhopal Development Plan-2005

Area under Land Use development (in Share (%) hectares) Residential 8190 47% Commercial 650 4% Public-Semi Public 1258 7% Community Facilities 488 3% Industrial 1389 8% Transportation 2600 15% Recreational* 2925 17% Total 17500 100% *Includes area under lakes

Figure 2: Proposed Land use pattern of Bhopal as under Bhopal Development Plan-2005 2.2 Road Network The road linkage within Bhopal and its connectivity to neighbouring cities are good with National Highway (NH) 12 and two state highways (SH-18 and SH-23) passing through the city. The old city has narrow roads, while New Bhopal has relatively broad roads, most of which are flanked by landscaping. Since 1971, the population of Bhopal has multiplied about 4.5 times and number of registered vehicles has increased 87 times, but the increase in road length has been nominal. As a result, Bhopal has been experiencing acute traffic congestion and associated problems. The length of road network within the study area is 3,859 Km

The road density is high in Old Bhopal (3.24 km/ sq. km) followed by South and South West Bhopal (1.70 km/ sq. km). Areas outside the Municipal Corporation have the least road density of 0.31

9 km/ sq. km. The hierarchy is predominantly defined by the function that the roads cater to. However, the road network hierarchy defined by the Bhopal Municipal Corporation (BMC) is purely based on road widths, without taking into consideration the functionality of the road network. A detailed Road Network inventory had been prepared for the total selected network, totaling to about 77.6 km based on which the hierarchy adopted for the design of Bhopal’s road network is as follows:

Table 3: Distribution of Road Network by Right of Way

Right of Way (m) Length of Section (Km) Percentage

<12 1.4 1.80% 12-18 1.4 1.80% 18-30 31.7 40.80% 30-45 33.6 43.30% 45-60 7.3 9.40% >60 2.2 2.90% Total 77.6 100.00%

The distribution of road network by right of way shows that nearly 43% road network has a width that varies from 30.0 – 45.0 m. Only 3 % of the network has right of way more than 60m.

2.3 Vehicular Growth The Bhopal District has experienced tremendous growth in vehicular traffic, as shown in Figure 3 below. The average rate of growth since 2002 is about 10% per annum. The total vehicular population registered in 2011 was about 7.9 lakhs, of which 80% were two wheelers. As per the data collected from Regional Transport Office (RTO) for the year 2011 shows that of the 57,552 vehicles registered 42,087 were two wheelers. The majority of the vehicles registered with RTO, Bhopal District is located in the urban core and holds as the major area of concern for the increased congestion.

Figure 3: Vehicular Growth (2002-2011)

2.4 Travel Characteristics Travel characteristics can be defined in terms of trip rate, mode share, trip length etc. Trip rate is defined as the total number of trips made per capita per day. The per capita trip rate (PCTR) for the study area is observed to be 0.96 excluding the intra-zonal trips.

Two-wheeler is one of the predominant transportation mode in Bhopal, accounting for 25% of the trips. The share of the public transport mode is 25%. The share of walk and cycle trips is 43%, which is quite high because of compact and mixed land use development in the city.

Mode Share

Standard Bus 3% Minibus 20% Walk Car 43% 3% Auto 2%

2W 25% Cycle 4%

Walk Cycle 2W Auto Car Minibus Standard Bus

Figure 4: Mode Share in Bhopal Pedestrians in Bhopal have an average trip length of 1.41 Km. The average trip length for a bicyclist in Bhopal is 3.64 Km. It was observed that the average trip length by public transport is around 5.81 Km, followed by 4-wheelers which have a trip length of 5.35 Km. About 20.7% of work trips are made by 2-wheelers, whereas 8.9 % trips are made by PT. Work trips made by 3-wheelers contributes to only 0.7 %. For education purpose, about 20.2 % of trips are made by walk and cycle.

Travel Demand analysis shows that 6.09 lakh passenger trips happen by two-wheeler, 0.73 lakh passenger trips happen by four-wheeler, 0.48 lakh passenger trips happen by three-wheeler, 560, 000 passenger trips happen by public transport and 1.145 million passenger trips happen by walk and cycle.

2.5 Public Transport System Currently in Bhopal the public transport system constitutes of the city bus service and BRTS being operated on the Net Cost Contract (NCC) model by the transit authority. There are presently 287 buses operating on 15 routes. The system is operational on a route length of 401 Km. The bus system operates to 900 daily trips amounting to 46,937 daily kilometers. The average daily ridership on the bus system in Bhopal is 165,000. As per the 2019 data, the highest ridership on the bus system had come to 210,000. The bus operated routes and the extend of coverage shall be understood from the figure below.

Figure 5: Bhopal Bus Routes

The BRTS in Bhopal has a corridor length of 24 Km. The carriage way is of 3.35 m each, whereas the bus stops or platforms are 2.5 m wide and 16m and 28m long. The provision for the utility ducts is provided at an interval of 500 m. The BRTS corridor with the right of way (RoW) has been depicted in the figure below.

Figure 6: BRTS corridor in Bhopal

2.6 Issues and Challenges The section summarises the issues and challenges for mobility from the site surveys carried out as part of the Comprehensive Mobility Plan -2031 preparation.

The key challenges identified are:

• Dependence on private modes in the absence of a robust public transport system • Triple Riding on two wheelers and limited use of helmets • Busy railway crossings causing congestion • Unorganised traffic movement with no lane markings and pedestrian facilities • Heavy on-street parking

3. DATA COLLECTION APPROACH FOR SUTI The Sustainable Urban Transport Index (SUTI) had been developed by UN ESCAP to summarize, track and compare the performance of Asian cities in respect to sustainable urban transport and the related Sustainable Development Goals (SDGs). SUTI is identified to be a periodically ongoing process wherein data is collected for comparative purposes, enabling the cities to identify the deficiencies thereby to set targets and identify good practices cum lessons in the field of transport.

3.1 Introduction Data collection for different indicators to develop SUTI comprises of field data collection, data collection from appropriate authorities and reviewing different relevant data sources. Some indicators can be dealt together and can be developed from a single data source, thus initial step will be to identify the indicators having possible common data sources. Based on the defined methodology by SUTI, data for each indicator is then analysed.

3.2 Data collection approach for different Indicators The ten indicators of SUTI are as follows:

1. Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes 2. Indicator 2: Modal share of active and public transport in commuting 3. Indicator 3: Convenient access to public transport service 4. Indicator 4: Public transport quality and reliability 5. Indicator 5: Traffic fatalities per 100,000 inhabitants 6. Indicator 6: Affordability – travel costs as share of income 7. Indicator 7: Operational costs of the public transport system 8. Indicator 8: Investment in public transportation systems 9. Indicator 9: Air quality (PM 10) 10. Indicator 10: Greenhouse gas emissions from transport

The overall data collection procedure and the data sources for each indicator is described below.

Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes

Indicator 1 is analyzed based on the recent transportation plan which covers walking networks, cycling networks, intermodal transfer facilities and public transport. The recent transport plan that is used to derive the indicator 1 for the city of Bhopal is the Comprehensive Mobility Plan (CMP) for the year 2031. The CMP-2031 made in the year 2011 focuses on the above said aspects of transportation with ambitious goals and secured funding. The visions put forth under CMP for Bhopal Planning Area for the year 2031 are:

• To improve connectivity within the study area.

• To improve mobility of people and goods for intra-city and inter-city movements.

• To integrate land use and transport system to minimize travel time and cost. • To plan viable and reliable transportation options that aim at reducing dependencies on cars, with widespread use of non-motorized modes and public transport system.

• To provide safe and reliable transport system with an acceptable level of service and can be implementable

Indicator 2: Modal share of active and public transport in commuting

The data required for the indicator 2 were considered based on the Household Survey done as a part of the Comprehensive Mobility Plan- 2031. The Household Survey was carried out for 2% of households in 70 municipal wards through random stratified sampling technique. It had been observed from the survey that 2,437,649 trips take place in Bhopal on a normal weekday. The mode wise trip rates were found and based on the retrieved data the modal share of active and public transport was calculated to derive the results of the indicator.

Indicator 3: Convenient access to public transport service

The data used to derive the indicator 3 were considered based on the Route and Schedule information from the transit authority and demographic information from Census 2011. The population was distributed into TAZs (Traffic Analysis Zones) within study area. Based on the route and population information a population density map with routes and stops being

16 overlapped was prepared for both BRTS and City bus. A 500 m buffer was then made of all the operational 370 bus stops. The total inhabitants within the 500 m buffer of the operational bus stops were analysed to calculate the percentage of people having convenient access to the public transportation system.

Indicator 4: Public transport quality and reliability

To derive the indicator 4, the data from public transport passenger survey was used. The considered dimensions were in line with the eight dimensions of the indicator. The passenger survey conducted included on a scale of 7 to the eight dimensions specified in the SUTI indicator 4 with scale 7 indicating very satisfied. Samples of 209 users were conducted with equal gender differentiated user composition. All age groups were tried to incorporate within the sample. The survey with proportionate samples were conducted at major boarding bus stations. The survey was done at both station and on board.

Indicator 5: Traffic fatalities per 100,000 inhabitants

The responsibility of gathering the accident related data vests in the traffic police department, Bhopal city. The accident data is retrieved from the FIR (First Information Report) prepared by the respective traffic police department made after an accident has taken place. Based on the accident data provided by Ministry of Road Transport and Highways (MoRTH) involving the minor, major and fatal accident data, the fatality data for the latest year 2017 was retrieved to find the fatalities per lakh population. The obtained accident data was for the district level and a 75% of the value was considered to derive the accidents within the Bhopal city limits.

Indicator 6: Affordability – travel costs as share of income

The indicator 6 involves the collection of two data: 1. Costs of using public transport, 2. Average Monthly income of the poorest quartile of the population. The cost of using public transport was retrieved from the single ticket price. It was then converted to monthly cost and further calculated the weighted monthly cost based on the market shares of the bus services. Market shares of the bus services are based on the ridership data.

The monthly income data is retrieved from the public transport passenger survey. The ratio of the weighted public transport monthly cost to the average monthly income gives the result for the indicator 6.

Indicator 7: Operational costs of the public transport system

The data to derive the indicator 7 required the data of fare revenue and expenses of the public transport system thereby to calculate the fare box recovery ratio. The fare revenue and expenses of different public transport operators were retrieved from the transit authority. The public transport system in Bhopal operates in the Net Cost Contract (NCC) model. The data was entered for the year 2018-19 based on the modes of public transport system available in Bhopal i.e. City Bus and BRTS.

Indicator 8: Investment in public transportation systems

The data required for indicator 8 is the public transport investments in the respective city for the last 3 years. The public transport investments were retrieved from the Bhopal Municipal Budget, whereby of the total transport investments and the public transport investments were retrieved for the latest 3 years. The public transport investments included expenditure on bus procurement, infrastructure development like workshops, depots, terminals, interchanges, BRTS dedicated corridor and bus stops, bicycle and pedestrian infrastructure like cycle track and pedestrian footpaths. The share of the public transport investments of the total investments specified in the budget gave the result for the indicator 8.

Indicator 9: Air quality (PM 10)

The data needed to derive the indicator 9 is the air quality information within the city. For the indicator, PM10 values are considered. The values are obtained from the Central Pollution Control Board (CPCB) air quality report submitted to Rajya Sabha for 44 cities. The PM10 values and the population covered within its reach were then weighted to derive the result of indicator 9.

Indicator 10: Greenhouse gas emissions from transport

The data required for deriving the indicator 10 is the greenhouse gas emissions within the city. The greenhouse gas emissions were calculated for both the passenger and freight vehicles. The emission factors were retrieved from http://www.urbanemissions.info/india-apna/bhopal-india/ wherein tons/day values of different particulars are provided. The greenhouse gas emissions (CO and CO2) were then calculated based on the collected data.

4 DATA BASE FOR SUTI The final data derived for all the indicators is given below.

Indicator 1 - Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes

Aspects Data Source Walking Networks Section 5.3.1.2 of CMP 2031 - Bhopal (2011) Cycling Networks Section 5.3.2 of CMP 2031 - Bhopal (2011) Intermodal Transfer Facilities Section 6.3 of CMP 2031 - Bhopal (2011) Public Transport Section 6.2 of CMP 2031 - Bhopal (2011)

Indicator 2 - Modal share of active and public transport in commuting

Mode Trip Rate Public Transport 0.28 Active Transport 0.57 Individual Motorized Transport 0.36 Total 1.21

The data source for the Indicator 2 is the household survey done as part of the CMP, Bhopal- 2031. The samples considered estimate to have 2, 437,649 trips within the Bhopal Planning Area.

Indicator 3 – Convenient access to public transport service

Aspects Quantity Population within 500 m accessibility of 1,452,690 Public Transport Total Population - 2011 2,018,000

The data source for the existing operational stops and thereby the population density within the 500 m radius is the transit authority for the BRTS and City bus service in Bhopal. The population data has been derived from the Census 2011 for Bhopal Planning Area.

Indicator 4 – Public transport quality and reliability 20

Dissatisfied Satisfied Very Partly Neutral Partly Very

Dimension 1 2 3 4 5 6 7 RESP Frequency of the service 1 5 5 29 63 57 49 209 Punctuality (delay) 3 6 2 29 54 65 50 209 Comfort and cleanliness of vehicles 2 3 8 19 49 75 53 209 Safety of vehicles 4 5 9 23 50 66 52 209 Convenience of stops/stations 9 2 4 13 68 65 48 209 Availability of information 2 6 6 19 57 68 51 209 Personnel courtesy 6 5 8 20 60 49 61 209 Fare level 5 5 3 28 49 46 73 209 Responses 32 37 45 180 450 491 437 1672 The data source for the indicator 4 is Public Transport Passenger Survey for Bhopal carried out in the month of December 2019.

Indicator 5 - Traffic fatalities per 100,000 inhabitants

Year Fatalities Population

2017 252 20,18,000

The data source for the Indicator 5 is from the FIR details obtained from the City Traffic Police Bhopal, 2017 and retrieved from https://www.morth.nic.in/sites/default/files/Road_Accidents_in_India_2017.pdf .

Indicator 6 - Affordability: travel costs as share of income

(Conversion rate of 1 US $ is equal to 75 Indian Rupee)

Factors Quantity (in US $)

Weighted monthly Public Transport Cost 5.31 Mean Household Income 132.71

The data sources for the Indicator 6 is Public Transport Passenger Survey for Bhopal carried out in the month of December 2019.

Indicator 7 – Operational costs of the public transport system

(Conversion rate of 1 US $ is equal to 75 Indian Rupee)

Factors Amount (in US $) Fare box revenue 606,736 Operating Expense 472,578

The data sources for the Indicator 7 are:

• https://smartcities.data.gov.in/catalog/public-transport-accessibility bhopal?filters%5Bfield_catalog_reference%5D=2909098&format=json&offset=0&limit= 9&sort%5Bcreated%5D=desc • http://mybusbhopal.in/ • http://www.sutpindia.com/skin/pdf/BCLL%20Presentation-04092017_1.pdf • User Satisfaction Report, MoHUA-2017. Indicator 8 – Investment in public transportation system

(Conversion rate of 1 US $ is equal to 75 Indian Rupee)

Investments by the City 2017-18 2018-19 2019-20 Average (in million US $)

Public Transport Investment 78.4 66.6 64.2 69.7 Total Transport investment 391.9 369.9 356.6 372.8

The data source for the indicator 8 is the Bhopal Municipal Budget, which was considered for the last 3 years. Indicator 9 – Air quality (PM10)

Location PM10 (yearly mean) Bhopal Planning Area 105 Total city population 2,018,000 Population weighted concentration 105

The data source for the indicator 9 is the Central Pollution Control Board (CPCB) air quality data submitted to Rajya Sabha for 44 cities indicating the PM10 values for the year 2016.

Indicator 10 – Greenhouse gas emissions from transport

ton/day Results Year 2015 Total (tons/day)

Modes PM2.5 PM10 Nox CO CO2 Total Vehicles (Passenger + 4.79 5.07 8.49 109.59 2301.37 Freight)

The data source for the indicator 10 were retrieved from http://www.urbanemissions.info/india- apna/bhopal-india/ wherein tons/day values of different particulars are provided.

5 ANALYSIS OF DATA The methodology of the data analysis for all the indicators is explained below.

5.1 Indicator 1: Extent to which transport plans cover public transport, intermodal facilities and infrastructure for active modes

The indicator 1 analyses the extent to which the recent transport plans for the city cover public transport, intermodal facilities and infrastructure for active modes. The aspects considered for indicator include Walking networks, Cycling Networks, Intermodal transfer facilities and public transport. The minimum and maximum values for this indicator are 0 and 16 respectively. Each aspect is to be ranked on a scale of 4, with 4 indicating the best.

5.1.1 Data Analysis The recent transport plan done in the city of Bhopal is the Comprehensive Mobility Plan (CMP) for the year 2031.

To achieve the strategic goals of the plan, following were the proposals recommended.

1. Walking Networks

In view of the future mobility challenges, improvements in the street network are proposed to ensure connectivity, enhance accessibility and improve the efficiency. The plan proposal aids in completing the network, improving hierarchy and adding second and third level network. Major corridors of movement were identified, and footpaths have been proposed subject to factors such as availability of space for construction of a walkway of desired width. A total footpath network of 137 Km has been proposed under the plan. The phasing for provision of footpaths have been done on the basis of demand.

• Phase I (about 82 km) covers includes the BRT Corridor from Bairagarh to Misrod, which is under construction and on Raisen Road. • Phase II (about 37 km) covers Kolar Road, Bhadbhada Road, JK Road etc. • Phase III (about 18 km) includes the remaining corridors, up to the level of secondary collector road mostly in Arera Colony and some roads in Old City.

Figure 7: Phasing of stretches identified for provision of footpaths 2. Cycling Networks About 4% of trips are made by cycle in Bhopal Planning Area and the plan document identifies the importance to provide continuous cycle tracks along major corridors of travel. Major corridors of movement have been identified, and cycle tracks have been proposed subject to factors such as availability of space for construction of a track of desired width. A total cycle network of 86.7 Km has been proposed under the plan. The phasing for provision of cycle tracks have been done on the basis of demand. • Phase I (about 69 km) covers includes the BRT Corridor from Bairagarh to Misrod, which is under construction, Kolar Road and Link Road-2 • Phase II (about 18 km) covers the proposed BRT corridors from Board Office to Raisen Road and Bharat Talkies to Taj-ul-Masjid. Other major roads which connect the By-Pass Road (NH 34) have been included.

Figure 8: Phasing of stretches identified for provision of cycle tracks

3. Intermodal Transfer The Integrated Public Transport System aims at providing seamless connectivity across all the public transport modes of Bhopal. The intermodal transfer facilities have been proposed to integrate the public transport system in Bhopal, involving City Bus system, BRTS and Metro Rail system. The proposal identifies 7 major interchange points for seamless transfer through physical integration and they are further divided as 4 terminals, 1 interchange station and 2 interchange station cum terminal point. The proposed 7 interchange points are at Bairagarh, Mandideep, Karond, Ratnagiri Bypass, Bogda Pul, New Market and Board Office.

Figure 9: Proposed terminal and interchange points

4. Public Transport System The public transport system envisages a total revamp in the plan document from the system consisting of city buses and mini buses catering to only a small fraction of personalized trips in Bhopal. The bus services were mapped to be operating only on 8 routes with 130 buses, 11 mini bus routes with 507 mini buses and 450 Tata Magic vehicles operating on certain routes as on 2011 data. The public transport improvement plan proposes new bus and Tata Magic routes with the fleet size and phasing of routes being estimated for the years 2016, 2021 and 2031. The plan also identifies the Bus Rapid Transit System (BRTS) corridor with estimated operation by 2016. A total BRTS network length of 119Km has been proposed on three phases of implementation.

Figure 10: Proposed BRTS Corridors

The plan document has identified the three metro corridors based on the calculated passenger demand. The network length of the proposed metro corridor is 28.5 Km.

5. Fiscal Measures Some of the fiscal measures articulated in the plan document are:

• Financing should be through a combination of funding from Government of India, State Government/urban local Body, Development Agencies, Property Development, and Loan from Domestic and Financial institutions as well as PPP. • Domestic Debt should be facilitated by the Government with Government guarantee and also interest subsidy to the SPV

• A dedicated Urban Transport Fund should be created at the State level and City level through other sources • Public transport should be exempted from all taxes both for metro rail and buses. • Levy of high parking fee that truly represents the value of the land occupied In addition, it was found necessary to evolve and adopt innovative financial tools to generate additional finances for creating transport facilities. The following dedicated levies from user/non- user beneficiaries was considered for generating additional resources:

• Enhanced property tax along major/minor roads • Property transaction surcharge • Cess on petroleum products • Surcharge on sales tax on tyres, tubes and motor parts • Development levy on properties within the influence area of proposed mass transit facility • Generate income from Transit Oriented Development Schemes • Passenger terminal tax • Vehicle ownership charges • PPP for creating Urban transport infrastructure • Through property Development The funds generated from these measures and a share of the budgetary allocation could be pooled together to create a Non-lapsable Transport fund for the Bhopal city.

5.1.2 Result

In line with the Comprehensive Mobility Plan the SUTI Indicator 1 is being analysed. Table 4: Indicator 1- Extent to which Transport Plans cover Public Transport, Intermodal Facilities and Infrastructure for active modes

Aspects Explanation Score

The goals are ambitious, with much designation over city. The I) walking networks Comprehensive Mobility Plan -2031 for Bhopal Planning Area do envisages 3 increased walking networks with secured new funding

Aspects Explanation Score

Cycling networks are existing in present scenario, and plan foresees greater II) cycling networks networks along major corridors allocated with phasing and have realistic 3 budget

III) intermodal Seamless mobility has been a priority of the plan and factors leading to transfer intermodal transfers like interchanges, integration of modes, fares and 3 facilities feeder services are given due consideration with secured new funding

Present public transport mode share is not predominant and thus ambitious IV) public transport goals are indeed set with increased mode share and greater investments 3 with secured funding is proposed in the plan

Total (sum) 12

5.2 Indicator 2: Modal share of active and public transport in commuting The indicator 2 analyses the modal share of active and public transport modes. The active modes include the cycling and walking trips, whereas the public transport includes the formal modes and their trips like bus, BRT, tram, rail and scheduled ferry. The minimum and maximum values for this indicator are 10 and 90 respectively.

5.2.1 Data Analysis The trip rates of each mode for educational and work trips is to be retrieved and thereby calculate the share of active and public transport modes. The indicator is derived by considering both active and public transport modes.

The data of 2,437,649 passenger trips from the household survey conducted as per the Comprehensive Mobility Plan-2031 are used. The educational and work trip rates as per the modes are retrieved to derive the results of the indicator.

5.2.2 Result

• Trip rates across modes Table 5: Trip Rates across modes

Modes Trip Rate Walk 0.52 Cycle 0.05 2W 0.30 4W 0.04 Auto 0.02 Mini Bus 0.24 Standard Bus 0.04 Grand Total 1.21 Source: CMP, 2018

Modal share of active and public transport with informal transport modes

Table 6: Indicator 2-Modal share of active and public transport with informal transport modes along with collective modes

PURPOSE COMMUTING (WORK AND EDUCATION) MODE # subtotals a. Scheduled bus and minibus 0.28 b. Train, metro, tram 0 c. Ferry 0 d. Other public e. Public transport (a+b+c+d) 0.28 f. Walking 0.52 g. Bicycle 0.05 h. Active transport (f+g) 0.57 i. Passenger car 0.04 j. Taxi 0 k. Motorcycle 0.30 l. Scooter/moped 0 m. Para transit (unscheduled) 0.02

n. Other motorized (trucks,etc) o. Individual motorized (i+j+k+l+m+n) 0.36 p. Total (e+h+o) 1.21 q. Public and active (e+h) 0.85 r. Modal share of active and public transport 70

5.3 Indicator 3: Convenient access to public transport service Indicator 3 checks the convenient access to public transport system. The indicator requires an estimate of how many inhabitants are living within 500-meter buffer zones around stations and bus stops with a 20 minute or more frequent scheduled service interval. The minimum and maximum values for this indicator are 20 and 100 respectively.

5.3.1 Data Analysis The data used for the indicator involve the Route and Schedule information from the transit authority and demographic information from Census 2011. The number of operational bus stops of both city bus and BRTS within the Bhopal Planning Area are 370 stops.

To arrive at the indicator, a population density map with routes overlapped was prepared. It was observed that every bus stop of all the operational routes has a frequency of service less than 20 minutes. The operational stops of both BRTS and city bus within study area were considered and a buffer of 500m was made to identify the population inhabiting within the buffer.

Figure 11: Population Density Map

5.3.2 Result

Table 7: Indicator 3 -Convenient access to public transport service

Number of bus stops Coverage area within a radius of Pop. density Inhabitants 500 m km2 In h/km2 # 370 290 5002 1,452,960 Total Population 2,018,000 % within 500m buffers 72

5.4 Indicator 4: Public transport quality and reliability The indicator 4 analyses the degree to which the passengers of the public transport system are satisfied with the quality of service while using the different modes of public transport. A public transport passenger survey was carried out with a sample size of 209 of which user had to grade the eight dimensions based on a scale of 7 and the sample should at least have 30% women samples. The survey can be carried forward at major stations or corridors of ridership. The minimum and maximum values for this indicator are 30 and 95 respectively.

5.4.1 Data Analysis To derive the indicator 4, the data from the public transport passenger survey conducted in the month of December 2019 was used. The considered dimensions were in line with the eight dimensions of the indicator. Samples of 209 users were conducted with equal gender differentiated user composition. All age groups were tried to incorporate within the sample. The survey with proportionate samples were conducted at major boarding bus stations. The survey was done at both station and on board.

5.4.2 Result Table 8: Indicator 4- Public transport quality and reliability

Dissatisfied Satisfied Very Partly Neutral Partly Very

Dimension 1 2 3 4 5 6 7 AV RESP SCORE SATISF Frequency of the service 1 5 5 29 63 57 49 209 5.46 80.86 Punctuality (delay) 3 6 2 29 54 65 50 209 5.49 80.86 Comfort and cleanliness of vehicles 2 3 8 19 49 75 53 209 5.62 84.69 Safety of vehicles 4 5 9 23 50 66 52 209 5.47 80.38 Convenience of stops/stations 9 2 4 13 68 65 48 209 5.48 86.81 Availability of information 2 6 6 19 57 68 51 209 5.54 84.21 Personnel courtesy 6 5 8 20 60 49 61 209 5.46 81.34 Fare level 5 5 3 28 49 46 73 209 5.59 80.38 Responses 32 37 45 180 450 491 437 1672 208.94 82.44

5.5 Indicator 5: Traffic fatalities per 100,000 inhabitants The indicator 5 analyses the fatalities in traffic (road; rail, ferry etc.) in the urban areas per 1,00,000 inhabitants. As defined by the WHO, a death counts as related to a traffic accident if it occurs within 30 days after the accident. The minimum and maximum values for this indicator are 10 and 0 respectively.

5.5.1 Data Analysis The data for the indicator is being retrieved for the latest year 2017 from the traffic police department, Bhopal.

5.5.2 Result The recent fatality data of 2017 was used to derive the results of the indicator.

Table 9: Indicator 5 -Traffic fatalities per 100000 inhabitants Source: http://www.morth.nic.in/sites/default/files/Road_Accidents_in_India_2017.pdf Fatalities Numbers Road transport * 189 Railway transport 0 Tram 0 Ferryboats 0 Other 0 Total 189 Inhabitants 2,018,000 Fatalities/100,000 inhabitants 9 *The Obtained value is at district level and a 75% value has been considered for the accidents within the Bhopal City limits.

5.6 Indicator 6: Affordability – travel costs as share of income The indicator 6 analyses the affordability of public transport system in the city by comparing the travel costs with the share of income. The method involves deriving the ratio between the mean monthly incomes for the poorest quartile of the population of the city to cost of a monthly network wide public transport ticket covering all main modes in the city. The minimum and maximum values for this indicator are 35 and 3.5 respectively.

5.6.1 Data Analysis The indicator involves the collection of two data: 1. Costs of using public transport, 2. Average Monthly income of the poorest quartile of the population. The cost of using public transport and thereby to calculate the weighted average, the ridership data required to find the market share are derived from the MyBus Bhopal website. The monthly ridership data and the average fare is being provided in the below table. The average monthly income of the poorest part of the population is being derived from the public transport passenger survey for Bhopal.

Table 10: Daily Ridership Data CBS BRT Passengers (in no) 83,901 81,099 Monthly Revenue (in US $) 3,08,520 2,98,216 Fare (by average passengers) (in Cents) 12 14

Source: mybubhopal, 2019 35

5.6.2 Results Table 11: Indicator 6-Affordability - Travel costs as Share of Income

Weighted monthly cost Services Monthly average cost in Public Transport 400

Mean household income 10,000 4.0

5.7 Indicator 7: Operational costs of the public transport system The indicator 7 identifies the operational costs cum fare revenue of the public transport system and thereby deduce the fare box recovery ratio. The indicator can be derived based on the account statement or audited balance sheet for public companies. The minimum and maximum values for this indicator are 22 and 100 respectively.

5.7.1 Data Analysis The data of fare revenue and expenses were retrieved from the transit authority for the city buses and BRTS in Bhopal. The data is inputted based on the modes of public transport system available in Bhopal. The data collected is of year 2019. This indicator is a critical parameter measuring the financial stability of the public transport system. The public transport system in Bhopal operates in the Net Cost Contract (NCC) model and thereby has a fare box recover ratio calculated to be 128%.

5.7.2 Results

Table 12: Indicator 7- Operational Costs of the Public Transport Systems Services Fare Revenue (in US $) Expenses (in US $) Fare box ratio City bus 3,08,520 2,40,302 128%

BRT 2,98,216 2,32,276 128%

Total 6,06,736 4,72,578 128

5.8 Indicator 8: Investment in public transportation systems The indicator 8 analyses the share of all transport investments made by the city that is directed to public transport. Data of last 5-year investment in public transport is to be retrieved for the city. The minimum and maximum values for this indicator are 0 and 50 respectively.

5.8.1 Data Analysis

The data of public transport investments were retrieved from the Bhopal Municipal Budget, whereby of the total transport investments and the public transport investments were retrieved for the latest 3 years. Over the last 3 years it is evident that, there has been a decreasing share of budget been kept aside for the development of public transport system after the introduction of BRTS in Bhopal.

5.8.2 Results Table 13: Indicator 8 -Investment in Public Transportation Systems Investments by the City (Rs in US $) 17-18 18-19 19-20 Average 78.4 66.6 64.2 69.7 Public Transport Facilities 391.9 369.9 356.6 372.8 Total Transport

Share 18.7

5.9 Indicator 9: Air quality (PM 10) The indicator 9 defines the annual mean levels of fine particulate matter (PM10) in the air (population weighted) compared to the health threshold. The air quality data of the city is to be retrieved from environmental and human health authorities in each country. The minimum and maximum values for this indicator are 150 and 10 respectively.

5.9.1 Data Analysis In Bhopal, the air quality information values are obtained from the Central Pollution Control Board (CPCB) air quality report submitted to Rajya Sabha for 44 cities. For the indicator, PM 10 values are considered. The PM 10 value trend in Bhopal from 2010 to 2016 is shown in the figure below. It shall be observed that the PM 10 values had decreased in Bhopal after the introduction of the BRTS in 2013.The PM 10 values and the population covered within its reach were then weighted to derive the result of indicator 9.

Figure 12: PM10 values in Bhopal from 2010 to 2016

5.9.2 Results Table 14: Indicator 9 - Air Quality (PM10)

Location PM10 (yearly mean) Bhopal Planning Area 105 Total city population 2,018,000 Population weighted concentration 105

5.10 Indicator 10: Greenhouse gas emissions from transport The indicator 10 analyses the greenhouse gas emissions from the transport sector within the city. The indicator is a calculated value of emissions of Greenhouse gasses (CO2eq) from transport in a city per year, divided by the population number. The minimum and maximum values for this indicator are 2.75 and 0 respectively.

5.10.1 Data Analysis The greenhouse gas emissions were calculated for both the passenger and freight vehicles. The emission factors were retrieved from http://www.urbanemissions.info/india-apna/bhopal-india/ wherein tons/day values of different particulars are provided. The greenhouse gas emissions (CO and CO2) were then calculated based on the collected data.

5.10.2 Results

Table 15: Indicator 10 – Particulate Matter Emissions for the total vehicles in Bhopal

ton/day Results Year 2015 Total (tons/day)

Modes PM2.5 PM10 Nox CO CO2

Total Vehicles (Passenger + 4.79 5.07 8.49 109.59 2301.37 Freight) Table 16: Indicator 10 - Total Greenhouse gas emissions GHG Emissions (CO+Co2) Total Vehicle (Passenger + Freight) Tons/day 2410.96 Tons/year (per capita) 0.44

6 OVERALL RESULTS SUTI index provides a quantitative analysis on existing transportation situation. The SUTI indicators articulate the following for the city of Bhopal.

1. City’s vision towards sustainability mobility is very well articulated in its Comprehensive Mobility Plan - 2031.

2. Increasing Public Transport Ridership - Current efforts of transit authorities in Bhopal are to promote public transport by increasing the efficiency of city bus system by route rationalization and increasing the network of BRTS together with sustained active mobility in Bhopal.

3. The initiatives to increase the public transport ridership have resulted in increased coverage and rapid increase in ridership.

4. People of Bhopal, in general, find the public transport system to be moderately convenient and reliable.

5. The fatality rates are higher and plans are to bring down the rates through management and educational measures.

6. The fares are set at an affordable level.

7. Operational Cost Recovery – Bhopal has taken the Net Cost Contract (NCC) model of bus operation and has been observed to be successful.

8. The public transport investments has seen to be on a decreasing trend over the past 3 years after the introduction of the BRTS in Bhopal. The city government will thereby be ensuring a consistent investment in the development of public transport and active mobility.

9. With the manufacturing as economic base, high levels of PM10 is on the expected line. Efforts are underway to increase the public transport mode share and thereby reducing the dependency on the motorized modes.

10. GHG emissions from the transport sector is low, because of shorter motorized trips and higher share of active mobility trips. This is likely to be maintained with the present initiatives to increase the public transport mode share.

Table 17: Overall Result as per Indicator

INDICATOR SUTI Value Extent to which transport plans cover public 1 transport, intermodal facilities and infrastructure 75.00 for active modes Modal share of active and public transport in 2 75.00 commuting

3 Convenient access to public transport service 65.00

4 Public transport quality and reliability 80.68

5 Traffic fatalities per 100.000 inhabitants 6.34

6 Affordability – travel costs as part of income 98.41

7 Operational costs of the public transport system 100.00

8 Investment in public transportation systems 37.40

9 Air quality (PM 10) 32.14

10 Greenhouse gas emissions from transport 84.14

T Geometric Mean - Total 53.33

1. Extent to which transport plans cover public transport, intermodal facilities… 10. Greenhouse gas 100.00 2. Modal share of active 90.00 emissions from 80.00 and public transport in transport 70.00 commuting 60.00 50.00 40.00 3. Convenient access to 9. Air quality (pm10) 30.00 public transport service 20.00 10.00 0.00

8. Investment in public 4. Public transport transportation systems quality and reliability

7. Operational costs of 5. Traffic fatalities per the public transport 100.000 inhabitants system 6. Affordability – travel costs as part of income

Figure 13: SUTI SPIDER DIAGRAM 41

7 PERSPECTIVES SUTI provided new insights into the areas of focus for Bhopal. These include:

• Measures to reduce the fatality rate and ensure safe and convenient mobility options for the people of Bhopal. • Promotional activities and initiatives to increase the public transport and active mobility shares. • Work with the state government for wider geographical spread for PM 10/PM 2.5 monitoring and also actions for better air quality management. • Induct cleaner vehicles both for public transport and intermediate public transport systems (IPTS) in coherence to the Central Government vision towards electric mobility.

8 REFERENCES

Ministry of Housing and Urban Affairs (2017). User Satisfaction Report. Uttar Pradesh: Ministry of Housing and Urban Affairs (MoHUA).

Ministry of Housing and Urban Affairs (2019, February 21). Smart City. Retrieved from Public Transport Accessibility: Bhopal: https://smartcities.data.gov.in/catalog/public-transport-accessibility- bhopal?filters%5Bfield_catalog_reference%5D=2909098&format=json&offset=0&limit=9&sort% 5Bcreated%5D=desc

Bhopal Municipal Corporation (2011). Comprehensive Mobility Plan for Bhopal. Bhopal: Bhopal Municipal Corporation.

Bhopal Municipal Corporation. (2016-2020). Bhopal Municipal Budget. Bhopal: Bhopal Municipal Corporation (BMC).

Emissions Information (2016). Retrieved from City - Bhopal, India: http://www.urbanemissions.info/india-apna/bhopal-india/

Ministry of Road Transport and Highways. (2017). Road Accidents in India - 2017. New Delhi: Ministry of Road Transport and Highways (MoRTH).

BCL Limited (2017, September 04). sutpindia. Retrieved from Intelligent Transport System and Management Information Systems for BCLL: http://www.sutpindia.com/skin/pdf/BCLL%20Presentation-04092017_1.pdf

BCL Limited (2019, October 22). BCLL. Retrieved from BCLL built for Bhopal - An Urban Transit Company: http://mybusbhopal.in/