Intelligent Transport System for KSRTC, Mysore – Detailed Project ...

2008

Intelligent Transport System for KSRTC,

Mysore – Detailed Project Report

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Central Institute of Road Transport, Pune

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PROJECT TEAM

Team Leader - N. Ramasaamy

Faculty & Head - ITS

Team Members - G. Subhashini

Associate Faculty

M.M. Pathak

Scientist

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CONTENT INDEX

Content index ............................................................................................................................................. 3

EEEXXXEEECCCUUUTTT IIIVVVEEE SSSUUUMMMMMM AAARRRYYY ....................................................................................................................................... 7

A. Overview of the project .................................................................................................................... 13

A-1. Why Mysore City for the ITS project............................................................................................ 15

B. Issues...................................................................................................................................................... 17

B-1. A backdrop of Mysore.................................................................................................................. 17

B-1-a. General / Historical background ............................................................................. 17

B-1-b. Location, Climate, physical setting, regional linkages ........................................ 18

B-1-c. Demographic and socio economic profile:.......................................................... 18

B-1-d. Growth, economy, spatial structure and trends................................................... 19

B-2. Summary of CIRT Findings ............................................................................................................ 20

B-2-a. Operational Characteristics of KSRTC in Mysore City .......................................... 20

B-2-b. Bus Network Density.................................................................................................... 20

B-2-c. Activities involved and role of agencies in Bus Transport in Mysore ................. 20

B-2-d. Ward-wise Population Details ................................................................................... 20

B-2-e. Modal Split.................................................................................................................... 21

B-2-f. Average Trip Length ................................................................................................... 21

B-2-g. Modal Shift.................................................................................................................... 22

B-2-h. Stated Preference Survey.......................................................................................... 22

CENTRAL INSTITUTE OF ROAD TRANSPORT............................................................................................ 23

B-3. Stakeholder analysis...................................................................................................................... 24

B-3-a. Travelers at the bus stops / stations ......................................................................... 25

B-3-b. In-vehicle services for Passengers ............................................................................ 25

B-3-c. Vehicle Drivers ............................................................................................................. 25

B-3-d. Operational Managers .............................................................................................. 25

B-3-e. KSTRC Management .................................................................................................. 26

B-3-f. Eco-system partners.................................................................................................... 26

B-4. Vision of KSRTC ............................................................................................................................... 26

B-4-a. Core Objectives of ITS ................................................................................................ 26

B-5. Existing urban transportation scenario and facilities available in the use of urban transport – issues & challenges ................................................................................................... 27

C. Options, challenges & recommended Solution ........................................................................... 31

C-1. Integrated urban land use and transport planning ............................................................... 31

C-1-a. Mysore City Urban Land Use..................................................................................... 31

C-1-b. Transport Planning integrating land use................................................................. 34

C-1-c. Objectives of Transport Policy .................................................................................. 36

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C-1-d. Modal Shift to more efficient and less polluting forms of Public Transport ...... 39

C-1-e. Provision and encouragement of non-motorized transport............................... 40

C-2. Analysis of current technology solutions ................................................................................... 41

C-2-a. Worldwide experience of Real Time Passenger Information Systems .............. 41

C-2-b. Surveys and Experience............................................................................................. 42

C-3. Analysis and Recommendation of the Solution framework ................................................. 47

C-4. Solution framework architecture & design............................................................................... 48

C-4-a. About Intelligent Transport System .......................................................................... 48

C-4-b. Overall Scope of Service ........................................................................................... 49

C-4-c. Benefits of ITS................................................................................................................ 50

C-5. New scenario with the induction of technology..................................................................... 51

C-6. User demand forecast.................................................................................................................. 52

C-7. Project Impact analysis ................................................................................................................ 56

C-7-a. ENVIRONMENTAL IMPACTS........................................................................................ 56

C-7-b. SOCIAL IMPACTS ......................................................................................................... 57

C-7-c. Measures by KSRTC for providing more efficient and less polluting Public

Transport: ................................................................................................................................... 59

C-8. Expected outcomes of the project ........................................................................................... 60

C-8-a. Service Outcomes- Socio economic benefits....................................................... 60

C-8-b. Increase in productivity ............................................................................................. 60

C-8-c. Reduction in travel time............................................................................................. 60

C-8-d. Patronage of Public Transport System .................................................................... 60

C-8-e. Reduction in Congestion........................................................................................... 60

C-8-f. Reduction in accidents.............................................................................................. 61

C-8-g. Reduction in emission levels...................................................................................... 61

C-8-h. Increase in tourist satisfaction................................................................................... 61

C-9. Measurable Outcomes for Project Evaluation ........................................................................ 61

D. Technical specifications and mapping of currently available technical solutions ............... 64

D-1. Mapping product availability and their technical features with the functional requirements................................................................................................................................... 64

D-2. Vehicle Tracking System............................................................................................................... 64

D-3. Features of Proposed Solution (CCS)......................................................................................... 69

D-4. Communication Sub-System....................................................................................................... 73

D-5. Integration of ITS Components ................................................................................................... 76

D-6. Bill of Quantities.............................................................................................................................. 79

D-7. Sample Reports .............................................................................................................................. 82

D-8. Scaling plans .................................................................................................................................. 83

E. Financials .............................................................................................................................................. 84

E-1. Budget Estimates - Capital Cost, operational cost & RoI ...................................................... 84

E-2. Summary of Budgetary Cost Estimates ..................................................................................... 88

E-3. Funding plans ................................................................................................................................. 88

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E-4. Financial Analysis of Project viability.......................................................................................... 90

F. Project implementation plan............................................................................................................ 94

F-1. Project Monitoring Committee ................................................................................................... 94

F-2. Project Management Agency ................................................................................................... 94

F-2-a. Program Management Process ............................................................................... 99

F-2-b. Project monitoring & control process...................................................................... 99

F-3. Project deliverables Management.......................................................................................... 101

F-4. Project progress measurement and control .......................................................................... 102

F-5. Project implementation vendor (PIV)...................................................................................... 103

F-5-a. Procurement Process Management.................................................................. 103

F-6. Project Plan - Schedule, Milestone & Work Breakdown....................................................... 103

F-7. Deliverables .................................................................................................................................. 105

F-8. Roles & Responsibilities of key stakeholders ........................................................................... 105

F-8-a. KSRTC........................................................................................................................... 105

F-8-b. Project Management Agency ..................................Error! Bookmark not defined.

F-8-c. Project Implementation Vendor........................................................................... 106

G. ITS Operational Plans........................................................................................................................ 107

G-1. Service Metrics ............................................................................................................................. 107

G-2. Maintenance Plan....................................................................................................................... 108

G-2-a. Hardware Maintenance Plan................................................................................. 108

G-2-b. Software Maintenance Plan..................................................................................... 99

H. Conclusions & Summary .................................................................................................................. 110

I. About CIRT, the consultants to KSRTC on the ITS Project .......................................................... 111

I-1. Brief Profile..................................................................................................................................... 111

I-2. Areas of specialization ............................................................................................................... 111

Date Version Description Authors

15-Jul-2008 1.0.0 ITS – Detailed Project

Report

Ramasaamy N, Subhashini G

CIRT

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Metadata

Title Detailed Project Report for implementing Intelligent Transportation System (ITS)

– KSRTC, Mysore for Urban commuters

Subject &

Keywords

DPR - Intelligent Transport System (ITS), Issues, options, challenges &

recommendations, project implementation Technical specifications and

solution mapping, Vehicle Mounted Unit, Passenger Information System, GPS,

Central Command Station, KSRTC, In-vehicle services, display units,

Technology roadmap and scaling plans, financial analysis, project viability,

budgets, capital and operational costs, Project implementation plan,

operational plans

Source KSRTC, CIRT

Description This document is a detailed Project Report for developing and implementing

Intelligent Transport System at Mysore.

Coverage Mysore

Type Detailed Project Report

Relation RFP documents

Creator CIRT

Contributor KSRTC

Publisher CIRT

Rights Private until published by CIRT

Language English

Format MS word 2007

Date 2008-07-15

Identifier CIRT/ITS-Mysore/2008/1.0.0

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EEEXXXEEECCCUUUTTT IIIVVVEEE SSSUUUMMMMMMAAARRRYYY

Intelligent Transport System

Implementation of Intelligent Transport Systems is a pioneering effort by KSRTC to

contribute to the first step in providing dynamic information of bus routes. On

completion of this project, it is bound to encourage use of public transport by

reducing the use of personal vehicles significantly, contribute to saving the

environment from heavy vehicle pollution and ease congestion on city roads. This is

achievable because ITS brings in benefits, which include improving the accessibility of

the system, safety of users, traffic efficiency, environmental quality, energy efficiency

and economic productivity. Also, it reduces waiting time, travel uncertainty, fuel

consumption, emissions, operational costs and traffic congestion.

The Intelligent Transport System Project to be implemented at Mysore addresses the

critical issue of road congestion by offering state-of-art technologies and attractive,

convenient, comfortable, value added services to encourage the usage of bus

services against individual personal vehicles. Mysore has been chosen since it is a

potent place given its historical background, tourist activities, high growth rate in

traffic density in the recent past, medium city size making the project affordable, trip

profile and a projected 70% increase in the land use profile. Also, Mysore city, with all

the modern infrastructural amenities, offers several opportunities to the people to

earn their livelihood thus attracting several people from other states for employment

thus increasing the population of the city manifold in the near future.

KSRTC currently operates about 4217 trips in Mysore through 282 schedules from 2

depots on 185 routes with a fleet strength of 258 resulting in 1.79 lakh passenger trips

per day with a load factor of 72.8% and 555,475 effective kilometres per day. The

modal split figures for Mysore city indicate that the share of trips performed by public

transport is only 13%, which can still be increased, as the proportion of walk and two-

wheeler trips is high.

Significant modal shift is needed to deliver national and international sustainable

development aims for a strong economy, an inclusive society and a clean

environment. A significant trend amongst many urban road users is a willingness to

use the public transport in the face of increasing traffic congestion and increasing

‘road-rage’ behaviour on the roads. With the spiralling crude prices in the

international market and the rising cost of fuel, many would shift to the public

transport on cost considerations. For some, time is of the essence and a modal shift

will occur only if the new mode offers time improvements, while for others it is mostly a

matter of costs. KSRTC aims to bring about this modal shift in the city of Mysore by

improving the perceived image of KSRTC services.

The current project aims to improve the reliability of KSRTC city services through

effective Travel Demand Management measures, Emergency Management System

and reduction in the waiting time of its passengers. Therefore given the critical

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success factors of availability, reliability, accessibility, security, low costs and comfort

(acceptance), the increase in the use of public transport is definite to occur. It is very

interesting to note that from results of the stated preference survey conducted by the

consultants, it has been found that almost 89% of the sample population is willing to

shift to public transport provided KSRTC operates reliable services through the

introduction of ITS. This further translates to 17.66% of the users of two-wheeler mode

transport shifting to the use of buses.

An Intelligent Transport System must meet the essential criteria such as Availability,

Accessibility, Assessment and Acceptance to assure KSRTC the acceptance of ITS

system by different stakeholders to increase patronage towards the public transport

system. The requirements of various stakeholders have been factored into the study

driving the recommendations contained in this report.

The core objectives of deploying Intelligent Transport System in the city of Mysore

include:

1. Providing effective, safe, environmental and commuter friendly solutions to the

travelling public who use KSRTC buses.

2. Track and monitor the movement of buses on real time basis to enable

communication of the arrival timings of buses at the bus stops through state of the art GPS/GPRS technologies

3. Inform commuters about the bus routes and arrival timings of buses at the bus

stops/terminals through LED Display systems.

4. Effective management through a Decision Support system by collecting, collating

and storing information on real time basis about the transport system and its

effectiveness using communication technology.

5. Instant access to information related to bus schedules, ETA, ETD, annunciating bus

stop names, fare details, etc at bus stops, bus terminals and within the buses and through SMS, Internet and IVRS.

6. Issuing of Passes Daily, Weekly, Monthly for commuters and e-purse facilities

through Smart Cards.

7. Facilitate timely management of Incidents/Accidents

8. Establish meaningful instant two-way interaction facility between Driver and

Central Control Station.

9. Obtaining on-line real time information on bus operations and management.

10. Effective monitoring of breakdowns and the related information.

11. Effective diversion of traffic in case of emergency.

12. Monitoring accidents and the related aspects.

The overall scope of the implementation will consist of design, development, testing,

installation, commissioning, training, operations, and management of facilities for a

period of three years by the winning bidder. This project is planned to cover 500

Buses, 80 Bus Stops and 2 Bus Terminals having the components of Vehicle Tracking

System, Central Control Station, Passenger Information Management System,

Communication Sub System, Travel Demand Management, Incident and Emergency

Management System, Operational and Maintenance Specification and Fleet

Management System.

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ITS will cover core systems such as Vehicle Tracking System, Real Time Passenger

Information System and Central Control Station. Core technologies include

Geographical Positioning System (GPS), Electronic Display Systems, and Information &

Communication Technologies. 42” LCD Display unit can be installed for displaying

details of Arrival and Departure information of the buses in Kannada and English.

Vehicle Mounted Unit(VMU) will update the location information like Latitude and

Longitude to the central server through GPRS. The next arrival bus stop information

and the current bus stop information will be displayed inside the bus for the

passengers based on the location information collected by VMU. The next arrival bus

stop information and other necessary information can also be announced inside the

bus. Driver will be given a keypad interface for the voice communication. Expected

time of arrival of the bus will be displayed at the bus stops. Communication Headset

will be provided to the driver to interact with Central Control Center. The GPS (VMU

unit), Display units and Central Control Station will be integrated with appropriate

interfaces to work in sync with each other seamlessly. Daily Reports on Bus stops

skipped, Speed violation, Driver duty performance, Daily out shedding deviation

report, Driver wise improper stopping and Details of Missed trips can be generated

through this system.

ITS Project proposed by KSRTC at Mysore does not include any activity which

contribute to negative environmental impacts such as air pollution, water pollution,

noise pollution, visual intrusion, community severance and vegetation / land

degradation. On the other hand, it has several social benefits such as improvement in

safety, reliability and punctuality, delay reduction, capacity improvements,

commuter satisfaction, reduction in the use of private vehicles, travel uncertainty and

traffic congestion.

The projected cost estimate for the deployment of ITS in KSRTC city services in Mysore

is around Rs. 19.13 crores. A survey conducted revealed that 89% of the sample

population is willing to shift to public transport of KSRTC IT buses. It is thus estimated

that the total revenue increase due to the introduction of ITS in KSRTC services in

Mysore is estimated at Rs. 6.87 crores per year. Hence, it is expected to recover the

total project cost within a span of three years. Additional revenue sources such as

Advertising on the Bus body, inside the buses, Online Advertising, Subscriptions and

Google Ad-sense have also been identified. The reduction in fuel consumption due to

the projected modal shift is to the tune of around 44000 litres of petrol per year. This

will result in a net savings of Rs. 24.17 crores per year going by the current fuel prices.

The life span of the project is expected to be around six years, which constitutes the

three-year implementation period and an additional period of three years

considering the life expectancy of the components installed.

It is necessary that KSRTC set up an apex level Project Management Committee

(PMC) to ensure the overall progress of the project. Vice-Chairman & Managing

Director, KSRTC should nominate the Chairman of the Committee. This committee

needs to have Finance, Stores, Engineering, Civil & Electrical and IT department

representatives to ensure that decisions are taken in consultation with the key

departments, which would in turn be influenced by the new system in the work

processes.

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To ensure professional management of the project it is recommended that the

Project implementation be outsourced to a professional agency identified by KSRTC

in order to manage integration, scope, time, cost, quality, human resources,

communications, risk and procurement covering the key project phases of initiating,

planning, executing, controlling, and closing applying a 6-Q framework. This is highly

essential to ensure that the tasks are carried out for a definite purpose using the best

of techniques and methodologies covering all the stakeholders’ interest in a timely

manner and at appropriate places. It is further recommended that the project

progress be monitored based on fortnightly reports covering accountability, skills,

collaboration, reporting, alerting, quality control and escalation procedures.

In addition to the Project Management Agency (PMA) being set up, the Project

Implementation Vendor also needs to set up their own project monitoring

mechanisms and report to the Project Monitoring Agency for which the PMA should

provide the necessary templates.

KSRTC will float tenders for global participation on a two-bid system that consists of

Technical bid and Commercial bid. The bid process including the Functional,

Technical, general instructions & commercial details and the legal contracts have

been detailed in the Request for Proposal (RFP). The tender procurement norms

furnished in the RFP are to be adopted for the selection of vendor for

implementation, Operations & Maintenance of the project.

An overview of the roles and responsibilities of the key stakeholders (KSRTC, Project

Implementation Vendor and the Program Management Agency) have also been

outlined in the Detailed Project Report to ensure a smooth execution of the project.

A Project Plan has been chalked out with specific details on schedule, milestones and

work breakup for the project implementation within the given time framework. The

contractor who implements the project will also be responsible for the maintenance

& operations during the post implementation period.

ITS must be effectively maintained and managed to ensure that all services are

delivered without any break. It is in this end that the basic procedures for the

Maintenance & Support and administration of computing resources of ITS Project

have been furnished. This is expected to develop a perfect synergy between the user

and the machine to define, identify, analyze, maintain, and communicate on-line

data between the end users and the decision makers.

This document is a Detailed Project Report that will facilitate KSRTC Management to

take the next steps in finalizing the Request for Proposal specifications covering the

functional, technical, operational specifications including detailed definition of

various service level metrics. This Detailed Project Report also covers the estimated

cost of implementing the system with scope for expansion as the number of buses,

routes and commuters increases.

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Innovative Environment Project

Promoting clean environment with the usage of low emission buses for Public

transport and reducing the use of fossil fuels to achieve energy savings have gained

utmost importance in the recent years. The introduction of Karnataka SRTC buses

operating on Diesel blended with ethanol fuel and fitted diesel particulate filter for

Mysore (Innovative environmental project for Mysore City) would certainly be a vital

step towards this endeavour.

Green House Gas (GHG) emissions across the globe are increasing most rapidly in the

transportation sector. A major issue of global concern at present is the increasing

contribution of the transport sector to carbon dioxide (CO2)—the main greenhouse

gas (GHG) produced from the use of fossil fuels—and its consequences on global

warming and climate change. The use of Diesel blended with ethanol fuel would not

only reduce GHG (CO2) emissions but would also significantly reduce levels of other

harmful pollutants emitted by Diesel Buses.

The technical troubles observed during the initial years with regard to ethanol-diesel

blends can now be overcome by using a solubiliser for blends and flame arrestors in

diesel tanks of buses. The blending of Ethanol and Diesel by an electronic on-site

blending equipment and innovative additive technology is now possible. This creates

a stable clear solution of ethanol and diesel ready for use in diesel engines. The

necessary infrastructure changes such as installation of Ethanol storage tanks &

Computerized Blending Equipments at Depots at Mysore and fitment of Flame

Arrestors for Diesel Tanks, fitment of diesel particulate filters in the bus are to be

carried out.

For reasons of fuel efficiency, emissions performance, and economics, a 7.7 vol% fuel

ethanol blend can be utilized for maximum benefits. The advantages of usage of

Ethanol diesel blends with solubiliser also include Enhanced lubricity, Added Cetane,

Improved corrosion resistance, Excellent response and power, Increased life of

engine and other components and Increased life of engine oil. The development of

bio fuels (Ethanol) is also likely to have significant social impacts, including job

creation (quality and permanence), social responsibility and social equity, including

issues such as wealth distribution to rural communities. The rural poor in India who are

mainly farmers involved with agricultural production are likely to gain from the

development of Ethanol fuel.

The Economic gains associated with the introduction of Ethanol-Diesel blends for

buses would also be significant. The total savings across fleet of Mysore / annum

would be to the tune Rs 1.15 crores, thus with 9 % increase in consumption levels, net

savings would amount to Rs. 3.80 crores over a project span of 3 years. This compares

favorably with the total project cost of Rs. 3.57 lakhs.

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Project Cost Summary

KSRTC plans to source funds from the MoUD, GoI under the GEF SUTP to implement ITS

and E-Diesel projects, in consistent with the GEF SUTP objectives. The total cost of the

project for the introduction of real time passenger information system, fitment of

diesel particulate filters and the use of e-diesel (Ethanol-diesel blend) for Karnataka

SRTC buses plying in Mysore is around Rs. 22.70 crores. Of the total project cost, Rs. 8

crores (35%) is to be borne by GEF Funding and Rs. 11.7 crores (52%) is to be bear by

the Government of India. The State Government of Karnataka and Karnataka State

Road Transport Corporation are to bear the balance amount of Rs. 2.94 crores (13%)

to the tune of Rs. 1.47crores each.

The fund flow statement prepared accordingly stipulates that around 73% of the total

project cost is to be released during the first year, 9% in the second year and 18% in

third year. The summarised project cost for ITS and Innovative Environment Project for

KSRTC, Mysore is tabulated below :

Project Cost

Sl.

No. Agency

Project Contribution

Source Amount (Rs. Lakhs)

1 GEF & GOI GEF + GOI Funding 1975.99*

2 Government of Karnataka Grant towards its share 147.01@

3 KSRTC Grant towards its share 147.01©

Total 2270.00

* GOI Contribution is Rs. 11.76 crores (i.e., 80% of Rs. 14.7crores) and GEF Contribution

is Rs. 8 crores

@ State Government = Rs. 1.47 crores ( i.e., 10% of Rs. 14.7 crores)

© KSRTC = Rs. 1.47 crores ( i.e., 10% of Rs. 14.7 crores)

Acknowledgement

CIRT thanks KSRTC officials who have furnished invaluable data and extended

valuable suggestion from time to time for this report and to a number of persons

within CIRT and outside who have helped in developing this Detailed Project Report.

��

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A. Overview of the project

Karnataka State Road Transport Corporation (KSRTC), the implementing agency, was

established in August 1961 under the provisions of the Road Transport Corporation Act

1950 with the objective of providing “adequate, efficient, economic and properly

coordinated road transport services”. Three Corporations viz., BMTC, Bangalore from

15-08-1997, NWKRTC, Hubli from 01-11-1997 and NEKRTC, Gulbarga from 01-10-2000

were formed out, on a regional basis, with KSRTC doing operations covering Southern

Karnataka and interstate areas.

KSRTC operates its services to all villages in the State, which have motorable roads. 92%

of the villages in monopoly area (6743 out of 7298) and 44% in non-monopoly area

(5158 out of 11789) have been provided with transport facility by KSRTC. At present it

has one corporate office, 11 divisional offices, 57 depots, 110 bus stations, 2 bus

bodybuilding workshops,1 printing press, 3 training Institutes and 1 hospital. It operates

5100 schedules with 5400 vehicles (including 164 hired private vehicles) covering 19.50

lakh Kms. and carries on an average 22 lakh passengers daily. About 25000 employees

are working in the Corporation.

Implementation of Intelligent Transport Systems is a pioneering effort by KSRTC to

contribute to the first step to provide dynamic information of the bus routes, ETA/ETD,

improve efficiency in transport management, and lower the pollution levels.

On completion of this project, it will encourage use of public transport and reduce the

use of personal vehicles. This significantly contributes to saving the environment from

heavy vehicle pollution and reducing congestion on city roads.

The ITS Project is proposed to be implemented at Mysore; the city located in the

southern part of Deccan Plateau is a potent place, given its historical background and

a salubrious climate for tourism. KSRTC services in Mysore cater to the population of the

city which is over 2.2 million.

The total area of Mysore city as per MUDA is expected to increase from 9221 hectares

(2001) to 15,669 hectares by 2011, representing a significant increase of around 70%. It

is observed that the number of vehicles increased almost 25 times to 145,000 in 1996

from around 6,000 in 1970.

The network of roads and streets in Mysore follows a hub and spoke mechanism with

arterial roads originating from the centre of the city. Arterial roads start from the

Palace area and run radially leading to towns and cities outside. This arrangement

also means that all commercial activities converge to the centre of the city causing

congestion.

It is estimated that about 5.7 lakh passenger trips are generated each day within the

urban limits, with home-based trips (to & fro) constituting nearly 50%, followed by home-

to-work which is 23.2% and home to educational institutions factoring 19.5%.

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The number of sub-systems covers vehicle-to-vehicle communications, collision

avoidance and crash detection system, monitoring traffic and controlling signal lights,

electronic and speed limit signs, reversible lanes and other road safety components.

ITS technology framework includes wireless communication, sensing technologies,

inductive loop detection, video vehicle detection and electronic toll collection.

KSRTC plans to source funds from the MoUD, GoI under the GEF SUTP to implement ITS

project, in consistent with the GFE SUTP objectives. As a first step, preparation of a

Detailed Project Report (DPR) on ITS for KSRTC Mysore limits its scope primarily to

Passenger Information System and including certain core components has been

assigned to CIRT, Pune, who will act as consultant to the project.

The proposed ITS project implementation will include core components such as :

Vehicle Tracking System, Real Time Passenger Information System and Central Control

Station. Core technologies include Geographical Positioning System (GPS), Electronic

Display Systems, and Information & Communication Technologies.

Benefits of introducing ITS include:

Reduce waiting time and uncertainty

Increase the accessibility of the system

Increase the safety of users

Reduce the fuel consumption and emissions

Reduce the operational costs

Improve traffic efficiency

Reduce traffic congestion

Improve environmental quality and energy efficiency

Improve economic productivity

A Detailed Project Report will facilitate KSRTC Management to take the next steps of

developing the Request for Proposal specifications covering the functional, technical,

operational specifications including detailed definition of various service level metrics.

This DPR also covers the estimated cost of implementing the system with scope for

expansion as the number of buses, routes and commuters increases.

The KSRTC plans to source funds from the MoUD, GoI under the GEF SUTP to implement

ITS project, in consistent with the GFE SUTP objectives.

KSRTC proposes to implement the system through established bid process for

identification and deployment through a system integrator.

As a first step, preparation of a Detailed Project Report (DPR) on ITS for KSRTC Mysore

limits its scope primarily to Passenger Information system and including certain core

components has been assigned to CIRT, Pune, who will act as consultant to the

project.

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A-1. Why Mysore City for the ITS project

ITS Solutions worldwide has been prominent in the development of efficient,

transparent and environmental friendly public Transport solutions resulting in growth of

economies and transport.

Sustainable transport is not just a case of increasing the infrastructure available; it is also

a question of maximizing the use of existing infrastructure and of maximizing the

efficiency and interoperability of all transport assets.

Implementing an ITS solutions gets more and more complex based on the size of the

transport network to be addressed and the size of the city and intricacies of traffic

conditions.

The cost of implementing an ITS solution is related to the size of the city and the Various

other parameters that is addressed in the solution. Hence a smaller city with a smaller

fleet of public transport is ideal for a pilot project.

In India we are just beginning to understand the need for an ITS solution and we do not

have a working model which can be used for case study.

KSRTC initiative will be one of the first in the country. Hence this project has been

undertaken as a pilot project to become a model / case study for other projects.

Changing the traditional ground transportation scheme to a fully automated and

intelligent transportation network is a substantial upgrade of the scheme. Apparently

the main problems that are hampering this upgrading to materialize are not just

technological limits, but cultural, conceptual, social, emotional, political and

economical hurdles. The bigger the city the more complex this becomes.

The inhibitions and barriers that are hampering innovative ground transportation

systems are complex, diversified and interlaced one into another. Many different

interests are entangled in the transportation world, and one factor may ruin a whole

scheme or vision. Transportation scheme can be compared to huge clockwork, in

which the component are co-dependent and integrated. Interference in this scheme

should be done delicately, incrementally, intelligently, and morally.

In an unperfected trial to epitomize the problems it may be said that upgrading ground

transportation system is a process of mediation between the anticipation of the past

and the fears and prospects of the future. Hence it is in the best interest of all

stakeholders to:

Be a modest step to impel the complicated evolutionary process of transportation

metamorphosis.

Concretize an abstract vision to a basic platform plan.

Provoke awareness, negotiations or debates.

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Implement a project that is world class in its concept, design, implementation and

management of automatic intelligent ground transportation system.

Bring in superior standards in passenger information, and transparent reporting and

MIS systems

Considering various factors highlighted above, Mysore city offers us the best option for

the following reasons:

Mysore is a tourist centre and needs to be a model city to provide international

standard facilities for local public transport. This will improve the inflow of tourist and

also give a good image of our state.

The city is a medium sized city thereby making the investments to be made for pilot

project affordable. The city is experiencing a high rate of growth in traffic density.

The city located in the southern part of Deccan Plateau is potent place, given its

historical background and a salubrious climate. KSRTC services in Mysore cater to

the population of the city which is over 2.2 million.

It is estimated that about 5.7 Lakhs passenger trips are generated each day within

the urban limits, with home-based trips (to & fro) constituting nearly 50% , followed

by Home-to-work which is 23.2% and home to educational institutions factoring in

19.5%.

It is observed that the number of vehicles increased almost 25 times to 145,000 in

1996 from around 6,000 in 1970.

The total area for Mysore city as per MUDA is expected to increase from 9221

hectares (2001) to 15,669 hectares by 2011, representing a significant increase of

around 70 %.

It is easier to evaluate a project of smaller size city due to lesser complexities in the

project parameters.

Other cities like Bangalore are very large in size with a lot of limitations and will

require networking with many agencies which will render the project unviable for

the time being. The cost of implementing ITS project in Bangalore will be

substantially higher. It is assumed to be wiser to implement a project at Mysore and

learn lessons coming out of the project successfully implemented.

There is a lot of other concurrent projects being undertaken /proposed for Mysore

city in terms of road up-gradation, new road networks, ring roads etc which will

necessitate new Public Transport Support thereby increasing the Transport network

and schedules.

The funds available for the project will match the project cost for implementation in

a city of the size and infrastructure availability such as Mysore.

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B. Issues

B-1. A backdrop of Mysore

B-1-a. General / Historical background

Cultural capital of Karnataka, Mysore is a majestic, mysterious and mesmerising city. It

has inherited all Indian traditions with modernity. Mysore has a number of historical and

heritage buildings.

The earliest mention of Mysore can be traced back to the days of King Ashok, back in

time around 245 B.C. However, it is only from the 10th Century that a proper and

consistent line of history of Mysore can be traced. History of Mysore points out that it

was in 1399 A.D that the Yadu dynasty came to power in Mysore. From the year 1761 to

1799 Mysore was ruled by Hyder Ali and his son Tippu Sultan. Mysore remained the

second most important city till the death of Tippu Sultan. As Mysore went under the

control of the Britishers, they placed a Prince Krishnaraja Wodeyar on the throne of

Mysore and Mysore was once again made the capital in the year 1881. The city

started to grow from time to time. Chamarajendra Wodeyar was the next king who

ruled for 13 long years.

The civic administration of the city is managed by the Mysore City Corporation, which

was established as a municipality in 1888 and later converted into a corporation in

1977. The corporation oversees the engineering works, health, sanitation, water supply,

administration and taxation in the city. It is headed by a mayor who is assisted by

commissioners and council members. The city is divided into 65 wards and the council

members (Corporations) are elected by the citizens of Mysore every five years. The

council members in turn elect the mayor.

The growth and expansion of the city is managed by the Mysore Urban Development

Authority (MUDA), which is headed by a commissioner. Its activities include developing

new layouts and roads, town planning and land acquisition. One of the major projects

recently undertaken by MUDA is the creation of an Outer Ring Road in Mysore, which is

expected to ease traffic congestion.

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B-1-b. Location, Climate, physical setting, regional l inkages

Mysore city is geographically located between 12° 18'' 26 North Latitude and 76° 38'

59'' East Longitude. It is located at an altitude of 2,427 feet. It encompasses an area of

6,268 sq. km. It enjoys a pleasant climate, the temperature varying between 19º C and

30º C. The weather of Mysore is pleasant throughout the year. As Mysore city is located

in the tropics, it enjoys a moderate climate.

Mysore city is located in the southern part of the Deccan Plateau. It is a beautiful land

bordered by luxuriant forests. It is located 140 Kms from the city of gardens, Bangalore.

Mysore is an important railway junction for the district. It is connected to Bangalore,

which lies to its northeast via Mandya, the rail junction at Hassan is situated to the

northwest, and Chamarajanagar via Nanjangud to the southeast. Infrastructure of

Mysore comprises of a wide gamut of civic amenities such as sanitation, solid waste

management, water supply as well as transport network. The governing authorities of

Mysore are taking major initiatives to further develop the state of infrastructural facilities

in the city.

Bangalore is the nearest airport of Mysore. Mandakalli is the proposed place where

the airport with two runways is to be built in Mysore. As per the government

declaration, the airport of Mysore will start functioning by the year 2009. The road

infrastructure of Mysore is quite developed and links the place with Bangalore. Since

Bangalore is one of the popular and easily reachable cities of India one can

conveniently reach Mysore. The frequency of buses that ply from Bangalore to Mysore

is quite good and tourists can also enjoy the scenic pleasures of the surroundings while

taking a bus ride.

The railway infrastructure of Mysore provides regular train services from Bangalore to

the place and vice versa. The closest airport to Mysore is in Bangalore which is at a

distance of around 140 km. In recent times Mysore has been transformed into a

pioneer of wireless communication technology through the Wi-Fi system. Today, not

only tourists but also IT professionals visit Mysore in large numbers. The advent of Wi-Fi

in Mysore has literally transformed the city into one of the advanced IT zones of the

world. As a result of the Wi-Fi revolution in Mysore, the city gained a complete

infrastructure of wireless communication system. A company called WiFi Net installed

three towers in Mysore city with a total investment of 60 Lakhs. This in turn led to the

activation of the wireless process in Mysore. Ever since the Wi-Fi technology came into

Mysore various corporate organizations and individuals are opting for its facilities. There

is no denying the fact that Wi-Fi in Mysore has provided a major boost to the complete

IT industry of Karnataka as a whole.

B-1-c. Demographic and socio economic profile:

The total population of Mysore is about 2.28 million. There are people from various

cultural backgrounds gathering in the city due to the recent development of flourishing

IT industry. Thus the population of Mysore is a combination of traditional locals and

modern tech savvy youth gathering here for work from different corners of India. Most

commonly, the people of Mysore speak both Kannada and English. Tamil and Hindi are

the other two popular languages in Mysore.

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The Population of Mysore city comprises of 7.8 lakh urbanites. One of the prominent

cities of Karnataka, Mysore is a burgeoning industrial center and tourism hub of South

India. Mysore has a total male population of 399,904 and female population of 385,896

as per the census data of 2001. The gender ratio of Mysore is 965 females per 1000

males. The urban population of Mysore comprises of mostly literates who are engaged

in important government and private commercial establishments and administrative

offices.

The population density of Mysore is 6223.55 persons per square kilometre. The literacy

rate of the city is 82.8%, which is much higher than the state's average of 67%.

Nineteen percent of the population in Mysore live below the poverty line and 8.95% of

the population live in slums. Though 35.7% of the population living in urban areas of

Karnataka are workers, only 33.3% of the population in Mysore city belong to the

working class. People belonging to Scheduled Castes and Scheduled tribes contribute

to 15.1% of the population.

Mysore city is with all the modern infrastructural amenities, and it offers several

opportunities to the people to earn their livelihood. The city of Mysore is sub divided

into Mysore South and Mysore North for the convenience of administration. Being an

important industrial centre of the state of Karnataka, Mysore attracts several people

from other states for employment thus increasing the population of the city.

B-1-d. Growth, economy, spatial structure and trends

Traditionally, Mysore has been home to industries such as weaving, sandalwood

carving, bronze work and production of lime and salt. The planned industrial growth of

the city was first envisaged in the Mysore economic conference, held in 1911. This led

to the establishment of industries such as the Mysore Sandalwood Oil Factory in 1917

and the Sri Krishnarajendra Mills in 1920.

In a survey conducted by Business Today in 2001, the business arm of India Today,

Mysore was ranked as the 5th best city in India for business. Mysore has emerged as the

hub of tourism industry in Karnataka, attracting about 2.5 million tourists in 2006. For the

industrial development of the city, the Karnataka Industrial Areas Development Board

(KIADB) has established four industrial areas in and around Mysore, located in Belagola,

Belawadi, Hebbal (Electronic City) and Hootagalli areas. The major industries in Mysore

include BEML, J. K. Tyres, Wipro, Falcon Tyres, L & T and Infosys.

Since 2003, information technology companies have been creating bases in Mysore,

with the city contributing Rs. 760 crores (US$190 million) to Karnataka's Rs. 48,700 crores

($12.175 billion) IT exports in the financial year 2006–2007. Infosys has established one of

the largest technical training centres in the world and Wipro has established its Global

Service Management Center (GSMC) at Mysore. Non-IT related services have been

outsourced from other countries to companies in Mysore.

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B-2. Summary of CIRT Findings

B-2-a. Operational Characteristics of KSRTC in Mysore City

As on 31st March 2008, KSRTC operated 237 schedules under the city services with a

fleet strength of 258. The city services were running with a load factor of 72.8% and

555,475 effective kilometres per day.

B-2-b. Bus Network Density

KSRTC operates about 4217 trips through 282 schedules from 2 depots on 185 routes

making around 1.79 lakh passenger trips per day. The total number of bus stops in the

city is about 484. The average revenue per passenger is about Rs. 8.20 through a fare

of 34.76 paise per kilometre and an average distance of 8.38 kilometres per passenger.

The average waiting at the bus stops is found to be around 15 minutes.

B-2-c. Activities involved and role of agencies in Bus Transport in

Mysore

The main activities involved in transport management and the role of various agencies

is presented in the table below:

Roles MCC MUDA PWD KSRTC Mysore

Police

CHESCOM,

KUWSDS

Transport Planning �

Road Construction � � �

Road Maintenance � � �

Traffic Enforcement �

Traffic Devices – Signs, Signals, etc. � �

Parking �

Road Safety � �

Bus Operations, including route

planning

�

Utilities �

B-2-d. Ward-wise Population Details

The entire city of Mysore has been sub-divided into 65 Municipal Wards for the purpose

of municipal functions. According to the 2001 Census, a population of 757,379 resides

in the 65 wards of Mysore city under the Municipal Corporation limits. The DPR for BRTS

in Mysore City prepared by RITES in 2008 identifies four important corridors for public

transport services. Two corridors cut across the city in the North-South direction and two

in the East-West direction. These four corridors pass through 38 wards of the 65 wards in

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the city catering to around 57.56% of the total population. A list of the wards that the

individual corridors cater to is given below.

Corridor Ward Numbers

C1 : 56, 57, 58, 63, 62, 64, 65, 1, 2, 36, 19, 20, 23, 24

C2 : 12, 11, 5, 4, 1, 36, 37, 41, 42, 44, 45, 35

C3 : 22, 24, 23, 20, 19, 36, 2, 1, 64, 37, 41, 51, 61, 52, 54, 53

C4 : 45, 46, 44, 42, 41, 37, 1, 2, 3, 6, 7, 9, 10, 11, 12, 13, 14

B-2-e. Modal Split

The distribution of passenger trips by mode is presented in the following figure. It may

be observed that 22% of trips are performed by two-wheelers followed by 33% by walk.

IPT and Cycles too have considerable share as nearly 14% and 17% of the trips are

performed by these modes respectively. The share of trips performed by public

transport is 13%, which can still be increased, as the portion of walk and two-wheeler

trips is high.

Modal Split

2 Wheeler

22%

Car

1%

Bus

13%

Auto-rickshaw

14%

Cycle & Other

17%

Walk

33%

B-2-f. Average Trip Length

Trip pattern of the urban area residents reveals a considerable proportion 33% of the

overall trips made within study area to be walk trips. Average trip length works out to

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be 3.36 km. per capita trip rate. The average trip length of individual modes of

transport is given in the following table.

Mode Average Trip Length(km)

2 Wheeler 3.7

Car 6

Bus 4.5

Cycle & Other 1.9

Walk 0.7

B-2-g. Modal Shift

Significant modal shift is needed to deliver national and international sustainable

development aims for a strong economy, an inclusive society and a clean

environment.

A modal shift occurs when one mode has a comparative advantage in a similar

market over the other. Comparative advantages can take various forms, such as costs,

capacity, time, flexibility and reliability.

A significant trend amongst many urban road users is a willingness to use the public

transport in the face of increasing traffic congestion and increasing ‘road-rage’

behaviour on the roads. With the spiralling crude prices in the international market and

the rising cost of fuel, many would shift to the public transport on cost considerations.

For some, time is of the essence and a modal shift will occur only if the new mode offers

time improvements, while for others it is mostly a matter of costs.

KSRTC aims to bring about this modal shift in the city of Mysore by improving the

perceived image of KSRTC services. The current project aims to improve the reliability of

KSRTC city services through effective Travel Demand Management measures and

Emergency Management System and reduction in the waiting time of its passengers.

Therefore given the critical success factors of availability, reliability, accessibility,

security, low costs and comfort (acceptance), the increase in the use of public

transport is definite to occur. ITS with its state-of-art technology and convergence of

different technologies such as the network, GPS, display systems and Information

systems will contribute to meeting the critical success factors in the Intelligent Transport

system.

B-2-h. Stated Preference Survey

The consultants conducted a survey on the 04th July 2008 to assess the impact and

predict the modal shift to public transport system after the introduction of Real Time

Passenger Information Systems through Intelligent Transportation Systems. The survey

format is given in the figure below.

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CENTRAL INSTITUTE OF ROAD TRANSPORT

Pune 411 026

1. Mode of transport currently being used:

Please tick wherever applicable

Walk Cycle 2 Wheeler 3 Wheeler Car / Jeep

2. Would you be shifting to Public Transport if reliable services are provided

through Intelligent Transportation System (ITS)

Yes No

3. Would you like to have Arrival / Departure information displayed

Yes No

4. Number of trips made in a day: __________________

5. Average distance traveled in a day: __________________

6. Expenditure on petrol / diesel: Rs. ___________ per day / week / month

Date of survey: Signature:

It is very interesting to note that from the stated preference survey conducted by the

consultants, it has been found that almost 89% of the sample population is willing to

shift to public transport provided KSRTC operates reliable services through the

introduction of ITS.

Mode of Transport Sample size Willingness to shift % Share

Cars 160 150 93.75

3 Wheeler 110 110 100.00

2 Wheeler 1290 1160 89.92

Cycle 300 240 80.00

Total 1860 1660 -

% of Total Sample 1000 89.25 -

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Though this is the perceived opinion of the general public, the proportion of people

actually shifting to public transport could be much lesser in reality. On having focus

group discussion with the experts in the public transport domain it was concluded that

the modal shift would be to the tune of 30% for cars, 50% for 3 wheelers, 10% for cycles

and 70% for 2 wheelers.

This actually translates to 24.4% of the users of other modes of transport shifting to the

use of buses. At a conservative year on year growth of 10%, this could reach 35% in the

next five years.

B-3. Stakeholder analysis

An Intelligent Transport System must meet the different needs of stakeholders to

increase their patronage towards the public transport system. The system must meet

the essential criteria such as: (a) Availability; (b) Accessibility; (c) Assessment; and (d)

Acceptance to assure KSRTC the acceptance of ITS system by different stakeholders.

The key stakeholders are the travelling public, the operative staff of KSRTC involved in

efficiently running the buses as per schedule with well maintained buses and meeting

the quality of international standards, the management of KSRTC and various eco-

system partners such as suppliers of various resources and components required for

efficient running of the KSRTC services, insurance companies, environmentalists and

other transport users in the city as two-wheeler / four wheeler users etc.

Amongst the citizens, special provisions must be made for the physically challenged,

senior persons, women and children who may have difficulties in accessing the services

of KSRTC easily.

The range of interventions to meet the stakeholders’ expectations could cover:

Redesigning bus stops on-line display of bus arrivals

Creation of suitable infrastructure at bus stops and bus stations for on-line real-time

passenger information system.

Fitment of onward electronic devices in the bus to support GPS and GPRS/GSM

systems.

Special seat allocation for old-aged, physically challenged, women and children

and prioritizing their entry into and Exit from the buses before others.

Instant access to real time update of the status of the bus schedules.

Electronic ticket sale machine and fare collection system.

Analytical data (both video and text based) for the top management to support

effective management of the services of KSRTC.

Real time communication with the drivers for incident / emergency management.

Schedule and bus stop announcements through visual displays and voice based.

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B-3-a. Travelers at the bus stops / stations

Information availability on Bus routes (Bus Numbers: Starting – Destination Point –

enroute stops), Schedule of the buses – ETA / ETD, Seat availability, approximate

travel time in at least two languages – English and Kannada , point to point bus

fares, types of buses – AC / Non-AC / Non-stop routes etc; accessibility to such

information should be both visual and audio enabled.

Redesigning bus stops for easy boarding at the bus stops (such as elevated bus

stops, where the floor of the bus stand is at the same level as the entrance to the

bus).

B-3-b. In-vehicle services for Passengers

In-vehicle announcements through visual displays and audio system regarding next

bus stop arrival and other related information.

Special seat allocation for old-aged, physically challenged, women and children

and prioritizing their entry into and exit from the buses before others.

B-3-c. Vehicle Drivers

Two-way communication system between the driver and central control station for

emergency /incident management.

Passenger announcement system inside the bus.

Vehicle Information System to keep the drivers informed of the quality of various

components and timely servicing / repairs of the vehicle components.

B-3-d. Operational Managers

Facilitate operation managers to manage the entire fleet operations more

efficiently through on-line remote access to vehicle positions, speed, breakdown,

accident/ incident, etc

Preparation of standard reports and charts to support all level of management in

decision making.

Two-way communication facility for instant contact with drivers in case of

emergency incident /accident management/ diversions / traffic jams and warning

of any traffic violations in real-time.

Instant access to information such as: missed trips, late trips on different routes,

break downs and its duration, vehicles offline, accidents – types, impact, losses etc,

route-wise stop times for different trips at bus stops, average speed point to point,

travel time analysis, improper stops at bus stops, driver behavior, deviation in routes,

speed violations, at different locations and at different points of time

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B-3-e. KSTRC Management

Analytical data (video, text and numerical data) for the top management to

support effective management of the services of KSRTC

Cater to requirements of dynamic and context based specific reports graphs and

charts and other standard Management Information System reports to give a

snapshot view to the KSRTC management on daily, monthly, quarterly, half-yearly

and yearly performance.

B-3-f. Eco-system partners

Recorded / immediate access to information on various incidents and accidents to

process insurance claims on buses / passengers; keeping track of the extent of

pollution caused by KSRTC buses and initiate action on progressively bringing in less

polluting fuel into the system; encouragement of two wheelers and car users to

start using the public transport system to bring down traffic congestion and to keep

the environment green and healthy

B-4. Vision of KSRTC

B-4-a. Core Objectives of ITS

KSRTC proposes to improve its capability in managing the entire public transport system

in Mysore more efficiently, safely and be more Commuter and environmental friendly.

This can be achieved by introducing real time communication interlinked with buses,

passengers (in-vehicle, bus stations and bus-stands) and KSRTC Management by

implementing intelligent transport system.

The core objectives of deploying Intelligent Transport System in the city of Mysore

include:

1. Providing effective, safe, environmental and commuter friendly solutions to the

travelling public who use KSRTC buses.

2. Track and monitor the movement of buses on real time basis to enable

communication of the arrival timings of buses at the bus stops through state of the

art GPS/GPRS technologies.

3. Inform commuters about the bus routes and arrival timings of buses at the bus

stops/terminals through LED Display systems.

4. Effective management through a Decision Support system by collecting,

collating and storing information on real time basis about the transport system

and its effectiveness using communication technology.

5. Instant access to information related to bus schedules, ETA, ETD, annunciating

bust stop names, fare details, etc at bus stops, bus terminals and within the buses

and through SMS, Internet and IVRS.

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6. Issuing of Passes Daily, Weekly, Monthly for commuters and e-purse facilities

through Smart Cards.

7. Facilitate timely management of Incidents/Accidents

8. Establish meaningful instant two-way interaction facility between Driver – and

central control station.

9. Obtaining on-line real time information on bus operations and management.

10. Effective monitoring of break downs and the related information.

11. Effective diversion of traffic in case of emergency.

12. Monitoring accidents and the related aspects.

B-5. Existing urban transportation scenario and facilities

available in the use of urban transport – issues & challenges

EXISTING SCENARIO

The road pattern in Mysore is a combination of radial and grid pattern with arterial

roads originating from the city centre. The Palace is the focal point from where the

roads run radially leading to outer areas of the city. State Highways 17, 33, 86 & 88 pass

through the city.

SH-17 connects Mysore to Bangalore

SH-33 to Manantavady

SH-86 to Bangalore via Kanakapura

SH-88 to Bantwal.

In addition to these, the city has a number of arterial roads (within the jurisdiction of

Mysore City Corporation (MCC), Mysore Urban Development Authority (MUDA) and

Public Works Department (PWD)).

The main radial roads, which originate from the Palace are Hunsur Road, KRS Road,

Bangalore Road, Mahadevapura Road, Bannur Road, Ooty Road, H.D. Kote Road and

Bogadi Road. The other major roads in Mysore include:

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M.G. Road Dhanvantari Road Mirza Road

Vani Vilas Road Ramanuja Road Radhakrishna Avenue

Jhansi Rani Lakshmi Bai

Road (JLB)

Sayyaji Rao Road Seshadri Iyer Road

Chamaraja Double Road Ashoka Road Ramavilas Road

Devaraja Urs Road New Sayyaji Rao Road Adichunchanagiri Road

Kantharaja Urs Road Irwin Road Sawday Road

Lokaranjan Mahal Road Karanki Tank Bund Road Lalith Mahal Road

Maharana Pratap Simhaji

Road

Dr. B.R. Ambedkar Road Chamundi Hill Road

T. Narasipura Road Race Course Road Madhavachari Road

Vinoba Road A.V. Road

In addition to the above roads, Outer Ring Road (ORR) on the periphery of the city has

been constructed by MUDA. At present, 42 kms of the ORR has been completed and

the balance length of road connecting Bannur Road to H.D.Kote Road is yet to be

taken up.

Details about the existing features of some of the important roads are highlighted in the

subsequent paragraphs:

HUNSUR ROAD

This is one of the major radial roads located on the North-West side of the city. The road

is mainly undivided carriageway. The carriageway width varies from 7m at intersection

of ORR to 9m at CFTRI. The land use is mainly commercial with some stretches being

residential. The terrain is mostly flat and at some location, it is rolling. There are no

service roads along this stretch. Footpaths are not available. Hunsur road intersects

ORR near Vijayanagar area, which is at present four lane divided carriageway. The

road from intersection of ORR extends upto CFTRI campus near Jaladarshini. Along this

entire stretch, there are two major junctions’ viz., Paduvarahalli Junction and Hunsur

Road – Temple Road Junction. Near Paduvarahalli Junction, Manasagangotri campus

is located Kukkarahalli Tank.

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BANNUR ROAD

Bannur Road is one of the main arterial roads of Mysore city which is an undivided

carriageway. The carriageway width varies from 4.5 m to 9.3 m. The land use is mainly

commercial. Bannur Road intersects ORR near Alanahalli layout. Beyond ORR towards

Bannur side, Vidya Vikas Engineering College is located. Towards the city from

intersection of ORR and Bannur Road, Teresian College is located near Siddartha

Layout. Beyond Siddartha Layout, T. Narasipura Road extends upto Nazarbad Circle

and reaches Hardinge Circle via Nazarbad Road. The carriageway width between T.

Narasipura Road and Nazarbad Road varies between 5.5m and 9m. Karanji Tank is

located near Siddartha Layout adjacent to T. Narasipura Road. Foothpath is unpaved.

From the intersection with ORR, there is one major junction viz., Nazarbad Circle,

Nazarbad to Hardinge Circle, the road is one way.

K R S ROAD

This is an arterial cum radial road of Mysore city which connects the city to KRS dam.

The road is two lane undivided carriageway, with varying carriageway width. The land

use is a combination of residential and government offices/buildings. The road is not

characterized with the presence of footpath. KRS Road intersects ORR near Metagalli.

The existing road width is proposed to be widened to 30m. The road intersects the

railway line (going towards Arasikere at grade.

BANGALORE ROAD

This is an important radial road of Mysore city attracting heavy traffic, both

personalized, buses a well as HTVs. The road is two lane undivided carriageway.

Footpath is partly paved and partly unpaved. The land use is semi commercial and

partly residential. The New Bangalore – Mysore Road insects the old Bangalore –

Mysore road near old check post junction, from where there is the deviation of

Bangalore road. Beyond old check post junction, the road towards the city is

characterized by the presence of two junctions, viz., Millennium circle and Tippu circle.

MAHADEVAPURA ROAD

The road is a main arterial road, which is four lane-divided carriageways. Footpath is

about 1m and is unpaved. The land use along the road is either residential or

commercial on one side while on other side, it is open space / Agricultural land. The

road intersects ORR near Sathgally II stage. Along this road, near K.N. Pura, Udayagiri

Circle exists. The road is proposed to be widened to 30m.

This road connects Mysore city to the famous pilgrimage Town centre of Nanjangud.

The road is a two lane undivided carriageway. The land use is residential upto city limits

and beyond that, it is open and agricultural land.

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Foothpath is unpaved and width of foothpath is only 0.9m. On one side of the road,

beyond JSS College, Sri Ganapathi Sachidananda Ashram is located, which attracts

tourist population. The road is two lane undivided. The land use around this road is

either residential or commercial.

The road runs almost parallel to the Mysore – Chamarajanagar meter gauge railway

line upto certain distance and near Nachanahalli Palya the railway line passes over the

road.

CSTRI campus is located near Srirampuram village on the outskirts of the city and close

to ORR.

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C. Options, challenges & recommended Solution

C-1. Integrated urban land use and transport planning

C-1-a. Mysore City Urban Land Use

The total area for Mysore city as per MUDA has shown an increase to 9221 hectares in

2001 from 7569 hectares in 1995, representing a growth of 22%. As per MUDA, the total

area is further expected to increase to 15669 hectares by 2011, representing a

significant increase

of around 70 % over

the total area in

2001. The city’s

growth in the recent

years has been

skewed towards

southern Mysore i.e

the industrial areas

located in

Nanjangud. MUDA/

private developers

have developed

new layouts in the

areas of

Vijayanagar and

J.P. Nagar. Besides,

the residential

layouts, private

developers also

have lined up an

array of proposals to

develop malls, convention centres and golf course. MUDA has also proposed to

develop few residential layouts in the north east part of Mysore towards Bannur /

T.Narsipura like Shastri Nagar. The following table illustrates the land use pattern of

Mysore city from 1995 to 2011:

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Category 1995 2001 2011

Area in

Hectares

% Area Area in

Hectares

% Area Area in

Hectares

% Area

Residential 3,057.30 40.4 2,849.91 39.9 6,097.87 43.45

Commercial 182.23 2.41 215.95 3.02 344.07 2.45

Industrial 1,021.01 13.4 962.61 13.48 1855.05 13.22

Parks & Open Spaces 415.77 5.49 981.7 13.74 1055.05 7.52

Public & Semi-public 856.45 11.32 639.69 8.96 1,180.78 8.41

Traffic & Transportation 1,530.73 20.22 1,150.27 16.1 2,380.56 16.96

Public Utility 285.34 3.73 36.48 0.51 43.35 0.31

Water Sheet 182.68 2.41 143.99 2.02 178.95 1.27

Agricultural 285.34 3.73 162.33 2.27 898.99 6.41

Nehru Loka 2,078.14 1,634.82 -

Total 7,568.77 100 9,221.07 100 15,669.49 100

The total area demarcated for parks, open spaces and Nehru Loka (green spaces) is

expected to decrease marginally to 2690 hectares (2011) as per the proposed land

use pattern for the year 2011. Currently, this is around 3060 hectares (2001). The area

allocated to Nehru Loka is expected to help preserve the green spaces around the

Chamundi Hills area. The total area demarcated for residential purpose is expected to

increase as new residential layouts are coming up. The residential area is estimated to

be 6098 hectares in the proposed land use pattern for 2011. This would represent an

increase of almost 114% over the area of 2850 hectares in the land use pattern for

2001.

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The percentage of land for agricultural purpose is also expected to increase from

2.27% (162 hectares) in 2001 to 6.41% (899 hectares) in 2011. However, the percentage

of area for commercial, industrial and traffic/transportation purpose has not varied

over the three periods, as illustrated in the land use table above.

C-1-b. Transport Planning integrating land use

INTRODUCTION

There is a need to clearly define transportation policy for a city, especially one which

has been showing tremendous increase in its population as well as vehicle growth. The

conventional way of dealing with transportation problems will have to be dispensed

and a comprehensive policy is required to frame a vision. The catastrophic failures of

transport policies on many fronts have led the cities to revolutionalise their current

positions and adopt radically new policies.

This re-orientation in thinking has not gained momentum in India while the same is

being duly advocated abroad by traffic and transportation planners, with spectacular

results. Hence, there is a need to formulate “TRANSPORTATION POLICY” for Mysore to

ensure an effective and efficient transportation system in the city.

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NEED

Over the next few years, Mysore city which has been a centre of tourist attraction is

likely to develop into a major IT hub of the State. With such growth and development of

the city, Mysoreans should be able to enjoy a good quality of life. Towards this end, the

city should be planned and the challenges and problems faces the city should be met

with utmost care. Although, some measures have been initiated by MUDA with the

construction of Outer Ring Road (ORR) in the city, there is a need to provide more road

infrastructure facilities. The time is now ripe for planners to become visionaries. The

ideas or proposals should not be brushed aside as invalid or impractical. There will be

many obstacles and difficulties - fiscal, political and practical but instead of excuses,

the planners need to face reality and become more solution centred. This may lead to

making decisions which may not be acceptable initially.

Planners and decision makers of the city must ensure that the public do not spend

hours in traffic snarls. It is necessary to preserve the heritage, culture, history and

landmarks of the city. The science of traffic and transportation underlies social,

economic and environmental issues concerning every citizen. The vision for the city is

directly related to the issue of mobility and the manner in which it is addressed.

PROBLEM IDENTIFICATION

The most visible problems Mysore faces are:

Congestion, with ever increasing commuting times and delay

Degraded air quality which threatens the health of citizens

Lack of proper parking facilities

Lack of proper pedestrian facilities to ensure safety of pedestrians.

It is also observed that the vehicles in the city have grown from 6000 in 1970 to 3.55

lakhs during 2006. This has happened due to the lack of efficient public transport

system in the city. The increase in vehicle population has also given rise to high

accident rate in the city. It is thus clearly evident that the ever increasing number of

vehicles not only accelerates pollution but also leads to increased frustration and

traffic violations by the road users.

FRAMEWORK FOR SOLUTION

For urban areas to be able to support the required level of economic activity, facilities

must be provided for easy and sustainable flow of goods and people. Unfortunately,

such a flow of goods and people has been facing several problems, most prominent

among them being:

Billions of man hours lost with people struck in traffic. The primary reason for this

being the explosive growth of vehicular traffic coupled with limitation on road

space availability.

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Cost of travel has increased considerably. This is largely because of the use of non-

motorized vehicles like cycles and walking has become extremely risky as these

modes have to share the same ROW with motorized vehicles.

Travel in city has become risky with more accidents.

Rapid motor vehicle growth has led to severe air pollution, adversely affecting the

health of people and quality of life.

Unless the above problems are tackled in the right earnest, poor mobility can become

a major dampener to the economic growth and deteriorate the quality of life. Thus, a

policy is needed to deal with this rapidly growing problem and also offer a clear

direction and framework for future action.

Thus, the vision of the Transportation Policy should be able to make the city liveable

and enable them to become the “ENGINES OF ECONOMIC GROWTH” allowing our

cities to evolve into an urban form that is best suited for the unique geography and

support the main social and economic activities that take place in the city.

C-1-c. Objectives of Transport Policy

The objective of transport policy is to ensure safe, affordable, quick, comfortable,

reliable and sustainable access for the growing number of city residents to jobs,

education, recreation and other needs within the city. This is to be achieved by:

Incorporating urban transportation as an important parameter at the planning

stage

Encouraging integrated land use and transport planning so that travel distances

are minimized.

Bringing about an equitable allocation of road space with people and vehicles, as

its main focus

Investing in transport systems that encourage greater use of public transport and

non-motorized vehicles rather than personalized motor vehicles

Establishing regulatory mechanism to allow a level playing field for all operators of

transport services

Introducing Intelligent Transport System for traffic management and increasing

effectiveness of regulatory and enforcement mechanisms

Addressing concern for road safety and reducing pollution levels through changes

in travelling practices, better enforcement, stricter norms, technological

improvements etc.

Promoting use of cleaner technologies

Associating private sector in activities where their strengths can be tapped

beneficially

Thus, the responsibility for management of urban areas and urban transport rests with

the State Government. The transport policies to be formulated being compliant with

the National Urban Transport Policy (NUTP).

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REALIZING POLICY OBJECTIVES

The objectives of the transport policy should be achieved through multi-pronged

approach. This can be achieved by:

Integrating land use and transport planning

Equitable allocation of road space

Priority to use of public transport

Priority to non-motorized transport

Discouraging use of personalized motor vehicles

Providing parking facilities

Providing facilities for freight traffic

Coordinating planning and management of city transport

Using cleaner technologies

Innovative financing mechanism using land as a resource

Association of private sector

Creating public awareness and co-operation

INTEGRATING LAND USE AND TRANSPORT PLANNING

The transport system of the city depends on population, area, urban form, topography,

economic activities, income levels, growth constraints etc. Transport planning is

intrinsically linked to land use planning and both need to be developed together to

serve the entire population and minimize travel needs. Due attention need to be paid

to channel the future growth of the city around pre-planned network rather than

developing a transport system after uncontrolled growth. Hence, transport plans should

enable the city to take an urban form that best suits the geographical constraints of its

location. It is therefore imperative to promote development of integrated land use

transport plans. Thus, MUDA in association with MCC and other transport authorities

should set up a “TRANSPORT AUTHORITY”, which would exclusively look after the

transport requirements of the city. The authority shall develop the land use and

transport planning parameters.

To this effect, assistance up to 50% would be provided by the central government.

Hence, the city should be encouraged to identify potential corridors for future

development and then establish a transport system that would encourage growth

around itself. Radial corridors emerging from the city and extending up to 20 – 30 Km

count be reserved for future development. To this effect, MUDA has initiated action by

constructing Outer Ring Road (ORR) on the periphery of Mysore city, which is about 6

Km (avg.) from the city centre. In the next few years, the areas around ORR would

develop and transport authorities can plan to provide services to these areas. It is

however very essential for MUDA to ensure that these areas are protected from

encroachment by putting up physical barriers.

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Central Government provides partial financial support for traffic and transport studies in

such cities. Mysore can utilize the facilities under this scheme of central government so

that broad based studies could be undertaken to integrate transport planning with

land use planning, keeping projected populations in mind.

COMMERCIAL DEVELOPMENTS

The city has been witnessing a spate of commercial developments. This has resulted in

generation of high volume of traffic, especially during peak hours. Access from and to

these commercial establishments is creating traffic snarls with impact on other traffic. It

is important that the local administration viz., MCC & MUDA take an active role while

sanctioning construction of commercial establishments.

TRAFFIC DEMAND MANAGEMENT MEASURES

It is a known fact that with the growth in economy people tend to become more

affluent resulting in an increase in ownership of personalized vehicles. To cope with the

increase in personalized vehicle, efforts should be made by the concerned local

administration to improve the road infrastructure facility. This is the general tendency

witnessed in almost all cities in India and Mysore is no exception to this rule. The growth

in the vehicular population outstrips the advantage from the improved infrastructure.

Hence, it is very essential and critical to limit the number of vehicles on roads. The only

prerogative to achieve this is to improve the public transport system thereby attracting

more people to use the services.

PARKING

Land is a valuable asset in urban areas. Parking lots occupy large portion of such land.

Hence, such land should be recognized in determining the principles for allocation of

parking space. As the number of vehicles in the city explode, the demand for parking

lots increases resulting in utilisation of available spaces meant for other road users as

well as creating a demand for all available open spaces to be turned into parking lots.

This trend has already begun in most of the cities in our country.

There is an urgent need to formulate policy for parking. Rather than having a reactive

parking policy which constantly changes with ever increasing number of vehicles, the

policy should aim at reduction in the need for parking.

FORMULATION OF PARKING POLICY

The following guidelines are recommended for creating a comprehensive parking

policy for Mysore City.

Limit availability of parking space and levy high parking fee in order to curb the use

of personalized vehicles.

Preference in allocation of parking space for public transport vehicles

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Introduction of graded scale of parking fee that covers the economic cost of land

used in such parking lots. This would help in persuading people to use public

transport to reach city centres and restrict the use of personalized vehicles to city

centres.

Multi-level parking complexes should be made mandatory in city centres that have

high-rise commercial complexes.

Parking complexes should come up with PPP so as to limit the impact on public

budget.

Parking complexes should also go in for electronic metering so that there is better

realization of parking fee.

Provisions should be made by appropriate legislation to prevent use of ROW on

road systems for parking purposes.

When large share of trips are met by public transport system, the IPT modes become

important to fill the gaps left by public transport. No space is earmarked for parking of

these modes resulting in parking of these vehicles on roads creating major obstruction

to traffic. Hence, necessary measures should be taken to ensure that sufficient space is

allocated to the IPT mode, especially at railway stations and bus terminals.

FREIGHT TRAFFIC

With the city’s expansion and population growth, substantial amount of freight traffic

would be generated. The timely and smooth movement of freight is crucial for the

economic activities undertaken by the residents of the city. With limited road capacity

available, it is essential that passenger and freight traffic are so staggered to make

optimum use of transport infrastructure. Thus the off-peak passenger travel time can

be used for freight movement. The entry of HTV should be banned during daytime.

Already a truck terminal has been constructed on Ooty Road near RMC yard. On

completion of the ORR, arrangements should be made to construct more terminals

along the ORR so that the entry of freight traffic to the city can be minimised.

C-1-d. Modal Shift to more efficient and less polluting forms of Public

Transport

PRIORITY TO PUBLIC TRANSPORT SERVICES

Public transport generally occupies less road space and causes less pollution per

passenger-km than personalized vehicles. Public transport is a more sustainable form of

transport. Hence, local authorities should promote investments in public transport and

make its use more attractive than personalized vehicles. Towards this end, the central

government also encourages each city with a population of more than 4 million to

plan for Mass Transit System that would best suit the city requirements in the next 20 to

30 years.

TECHNOLOGIES FOR PUBLIC TRANSPORT

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There is a wide spectrum of public transport technologies. High capacity, high cost

technologies like metro systems and low capacity bus systems running on shared ROW

are the two extreme options available as of now. Within these two extremes, there is a

range of intermediate possibilities like buses on dedicated ROW, elevated sky bus,

monorail, Electrical Trolley buses etc.

Improvement to existing bus system in the city is achieved by:

Improving / enhancing the current fleet. This means more buses and better-

maintained buses, well-maintained bus terminals.

Providing better training and management to staff so as to improve their ability and

morale

Introducing hierarchical system, which consists of buses with different levels like

express buses, peak hour service buses (akin to the system prevailing in Bangalore),

limited stops buses.

The improvement to bus fleet will improve commute time, comfort and reliability for

current users. This will reduce the pollution risk to commuters and non-commuters.

Hence, these measures must be undertaken immediately.

USE OF CLEANER TECHNOLOGY

Petroleum based fuels are the most commonly used products for vehicular traffic. New

Delhi has adopted CNG while some other cities have also switched over to CNG.

However, the pollution level at Mysore has still not reached alarming proportion.

“Prevention is better than cure” is the famous adage and the same principle can be

applied to Mysore in the current scenario.

Rather than taking action after sufficient damage is done to the environment, it is

always better to take preventive measures before the situation goes out of control.

Towards this effect, cleaner technologies need to be encouraged so that the problem

of vehicular pollution can be more effectively tackled. Thus, the public transport system

in Mysore should be augmented in the right earnest so that the usage of personalized

vehicles can be minimized.

C-1-e. Provision and encouragement of non-motorized transport

PRIORITY TO NON-MOTORIZED TRANSPORT

Non-motorized transport has lost its importance due to the increasing sprawl and rising

income levels. It is seen that the share of bicycles on an average in Mysore is about

11% (average) of the total volume of traffic. Longer trip lengths and sharing of a

common ROW with motorized vehicles have made the usage of bicycles more risky

and difficult. However, the non-motorized vehicles are environment friendly and have

to be given their due share in the transport system of Mysore city

DISCOURAGE USE OF PERSONALIZED VEHICLES

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The measures to be taken to discourage use of personalized vehicles should go hand in

hand with the measures that seek to encourage use of public transport. Towards this

end, the State Government / MCC / MUDA should encourage people to use public

transport or non-motorized transport (for shorter trip lengths) and limit the use of

personalized vehicles.

This could be achieved by:

Providing efficient and effective public transport services covering all the areas and

localities of the city.

Improving road infrastructure like widening roads, strengthening the pavements

Providing facilities at bus terminals and bus stops which would encourage more

usage of public transport system

Reducing the waiting time for public transport

C-2. Analysis of current technology solutions

C-2-a. Worldwide experience of Real Time Passenger Information

Systems

Real time at-stop information is probably the one, which best meets user expectations.

At-stop displays usually display waiting times. Also, the location of the arriving vehicle

can be shown. The knowledge of waiting time greatly improves the conditions of the

trip in two main ways: (i) by removing uncertainty (When will the bus arrive & Has the

bus already passed) (ii) by minimising waiting time (passenger is enabled to do

shopping, etc).

REVIEW OF INFORMATION SERVICES

Most of the at-stop displays surveyed here were bus stop displays. In addition, there

were some metro platform and train station display systems surveyed, but the

conclusions mostly concentrate on bus stop displays.

Existing at-stop displays provide real-time information on the arrival of the next vehicles.

The content of the given information is usually the same: route number, destination of

the arriving vehicle and waiting time. Some displays show the location of the arriving

vehicle on a linear map. About half the systems give information on service disruptions.

The Metro platform displays in Helsinki give information about the vehicle: they use a

symbol to display the length of the train. The most common additional information is

current time, some displays can give free text messages.

REVIEW OF ERGONOMIC ASPECTS

Almost all the bus stop displays are situated in the direction of the arriving vehicle. In

those cases the vertical position of displays varies between 170 and 250 cm above

ground. The vertical position is limited by the height of the bus shelter.

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The way to give the same information (on waiting time) varies among systems. Most

bus stop displays show the next 1 - 5 lines / vehicles at a time one below the other. The

number of lines shown can be varied: the bottom row can scroll or all text can scroll on

the display. On some displays the route number is static information and so all the lines

passing a certain stop are displayed continuously. VIDEOBUS in Le Havre, France, has a

diagrammatic representation: the waiting time can be seen in the same screen as the

progress of the arriving bus.

The use of LED and LCD displays is about the same. The height of text in the different

systems varies from 2.9 to 7.5 cm. Font type is usually undefined (though in some

systems it is arial.)

The needs of elderly and disabled people have been taken into account in about 25%

of the systems surveyed. The most common way of catering for the needs of elderly

people is to transform the text information into audio information. This can be done, for

example, with key fobs that have been issued to blind persons. With a key fob, audio

messages giving the same information as the sign, can be activated. At some stops

there is also a button that a blind person can push to request information from the

Control Centre by radio. Other features used are larger letters and contrasting colours

for the signs.

Two portable information devices for blind or partially-sighted people are currently

under test in the UK, which offer the potential for improving the specificity of

information provision in-trip for disabled or elderly people. One is the REACT wayfinder

system, currently under test at Golders Green Undergound station, London. The user

carries a small device that triggers speech from a beacon when the user comes into

range, and the system is automatic and does not need to be activated by the user: it

uses radio technology.

The second experimental system is Pathfinder, using infra-red technology. This requires

the user to point the device at the receiving beacon, and it then triggers a message to

the user through an earpiece. A trial of the Pathfinder system is currently being

undertaken at Hammersmith Underground and Bus Interchange, in London.

All the displays have been protected against vandalism somehow: with strong metal

cases, poly-carbonate fronts and anti-graffiti coatings.

DATA TECHNOLOGY

Data communication between the vehicles and the control centre is handled by radio

in all the systems on which the information was available, except in STOPWATCH (UK)

where a radio paging system is used. Data communication between the control

centre and the signs mostly uses radio, although pager, wire and telephone are also

used. Vehicle positioning uses beacons, GPS, DGPS, dead-reckoning, track circuits,

odometer and different combinations of these technologies.

C-2-b. Surveys and Experience

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Surveys have been carried out, among other places, in Brussels, Glasgow, Birmingham,

London, Bologna and Paris. Feedback has also been received in other cities, and the

overall customer response has been very positive.

Surveys in Brussels show user satisfaction on PHOEBUS to be 90 %; the systems are

regarded as being very user-friendly, and display readability is felt to be excellent. The

Brussels experience is that the use of public transport on the lines equipped with these

displays has increased by 6 %.

In Glasgow (BUSTIME) user feedback in surveys has been extremely positive. There is

98% acceptance, and 46% of users say that they would be encouraged to use the bus

service more often because of the system.

In Birmingham (CENTRO) household surveys asked what measures were required to get

people on to buses and out of cars. Real-time information on PT was considered the

best, more important than, say, improved bus shelters or low floor vehicles. Passenger

numbers have gone up 30 % after the introduction of combination of measures on a

demonstration route (including CENTRO displays).

In London a pilot survey has been carried out on one COUNTDOWN route, and gave

very positive results. The main findings were that:

Waiting itself is more acceptable (89% of passengers)

Passengers found that time seemed to pass more quickly when they knew how

long their wait would be (83% of passengers)

Passengers perceive a shorter waiting time (65% felt this was so)

The service is perceived as more reliable

Of those passengers travelling, waiting at night is perceived as safer

General feelings improve towards bus travel (68%), the particular operator (54%)

and London Transport (45%)

96% of passengers say that Countdown information is clear and easy to see, and

have no problem of any kind with the system

About 70% of passengers refer to the display when they arrive at the stop, and

about 90% look at the sign while they wait. About 60% say they look at the sign at

least once a minute.

Passengers approve of the 3 essential pieces of information provided (route

number, destination and waiting time). However, some base-line messages sent out

by Countdown controllers were not so well understood.

There is strong overall customer support for the system

Countdown has been found to generate a minimum of 1.5% new revenue.

A survey was also carried out on the Time-checker system in Liverpool (where the

system itself has been funded under the European THERMIE and DRIVE II projects). The

results, which were very positive, are as follows:

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The Time-checker system has led to a 5% increase in patronage on routes where

Time-checker had been installed.

68% of passengers use Time-checker consistently

The system claims a 90% accuracy

85% of users believe that the use of Time-checker makes waiting more acceptable

87% feel that Time-checker gives a feeling of reassurance

92% of respondents perceived real-time information to be either 'very accurate' or

'accurate'

89% of respondents wanted to see an expansion in the provision of real-time

information, with electronic displays provided at all bus stops �

73% of respondents found that the availability of real-time information enhanced

their feeling of personal security when waiting for a bus after dark.

71.5% of users believed that, in general, the SMART services improved when the

electronic displays were installed.

57% of respondents thought that the installation of real-time displays resulted in

decreased waiting times at bus stops.

In Espoo (Finland) a passenger survey has been carried out before and just after the

installation of the displays. Passengers' views on the system are mainly positive and the

system is more widely accepted after than before the implementation. The main

findings from the survey made soon after the implementation are:

78 % of the passengers interviewed consider the system good or very good, just 5 %

are of opposite opinion. A total of 78 % support the expansion of the system, 22 %

object to it.

The displays are already now used more than paper schedules. Fewer people find

out the departure time of the bus beforehand (compared with the study made

before implementation).

Critical feedback on the system was mainly focused on unreliable waiting times

shown on the displays. The result was expected at this stage, because 90 % of the

waiting times shown on displays are based on driving times from 1995.

91 % of the passengers interviewed understood correctly the times shown in display.

The bus symbol was understood by 62 % of the passengers. The square symbol was

understood by 38 % of passengers. (There are posters at the stops to explain the

display characters.).

OTHER EXPERIENCE

The general experience of the systems is that they work very well and are very useful

and successful. However the implementation stages of some systems have had

difficulties. There have been problems with installations and deliveries have been

delayed.

Installation of COUNTDOWN (London) has been dependent on installation of AVL

(Automatic Vehicle Location), which has been delayed due to, e.g.

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Longer-than-anticipated integration of the various AVL system elements

Bus fleet 'churn' (moving buses between depots)

The change in scale required from project to programme working.

The one major operational problem with the AVL system is bus drivers not registering

their vehicle onto the system properly. This is a major challenge to the perceived

accuracy of COUNTDOWN, with up to 15% of vehicles not showing on the signs.

Several developments are being considered to enhance Countdown: e.g.

Linking the buses' radio to the Electronic Ticket Machine, to assist driver logging-in

Evaluating ISDN for landline communication to and from the stops

Initiatives to allow third-party dissemination of Countdown information.

In Southampton (STOPWATCH) there have been operational problems with waiting time

predictions, while in London (COUNTDOWN) the accuracy of predictions is high:

forecast errors in 1997 surveys were within + or - 30 seconds for 40% of the time. On

average, over all predictions, 75% of the time forecast errors are within + or - 2 minutes.

On average 65% of 'clear downs' from the stop display are within + or - 30 seconds of

the bus being at the stop, and 83% are within + or - 1 minute.

Mersey travel (the co-ordinating agency in Liverpool) found that with high demand for

radio channels from other users, obtaining suitable radio channels to operate the

system was one of the biggest barriers to implementation of the Time checker system.

Whilst it is relatively easy to make changes to the database of timetables and running

boards, a major problem has been that with the system Time checker uses, each

morning the bus operator must enter the fleet number and running board for each bus

into the system, otherwise the system does not know what buses are on the route. It has

not always been possible to obtain the manpower to do this, so that at times this has

had a detrimental effect on the reliability of the system.

In Hong Kong (PIDS) the stop display system (in use on the Metro network) is considered

to enhance the safety of the underground environment by providing information

efficiently and to be an effective tool in assisting crowd control.

In Gothenburg there is a lot of experience on at stop displays. The GoTiC project has

produced research reports on requirements and recommendations for real-time

displays and design of information about disturbances in public transport. Some

findings concerning the display type (GoTiC News 2/97, Research report of GoTiC

project: Recommendations for real-time information on monitors and displays, 1995):

LED technology is especially well suited for locations where shelter roofs shield the

displays from excessive sunlight. LCD technology provides good legibility, even in

sunlight.

Binotype, a special binary typeface, has been developed to make message texts

on binary interfaces (LED; LCD, bi-stable) as legible as possible. In the study the

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majority were of the opinion that the sign with red text on a black background was

easiest to read. In order for a LED display in a shelter to function properly as a

carrier of real time information, it must be able to display at least four lines of 35

characters per line.

An advantage of the monitor is that it has space to provide a good overview of

available alternatives of the various lines passing the stop. The disadvantage is that

the monitors are very light-sensitive. Outdoor monitors for real time information

should be avoided.

Users of monitors may have problems related to readability and outdoor positioning.

Finnish Railways and display supplier have found a new solution to replace monitors

with displays with a developed LCD technique. They are easy to place (the depth of

the device is only 10-20 cm) and the readability is much better than with monitors in a

daylight. They are also cheaper than outdoors monitors. Experience on use is however

not yet available.

SIMILAR PROJECT EXECUTED IN ROME.

The ITS Project in Mysore is modelled on many similar projects in operation world wide.

Mysore project can be linked to its similarity to the ITS Solution for public transport in

Rome.

The latest system for Public Transport management implemented in the city of Rome is

called the ‘Automatic vehicle monitoring’. This system serves the fundamental tool for

managing all the processes in Public Transport Service, planning, control, passenger

information and production control.

The components of the System Architecture are the on board system, the depot

system, electronic display system, communication system and central control system.

All the data & information collected by the system can be used to support the different

stages of the Service supply chain:

Planning

Estimated route journey time Vs real route journey time.

Monitoring

Real time mapping of buses on routes and information on the status of the vehicle.

Real time information on vehicle’s Service details, location, speed etc

Real time information on bus stop details such as missed bus stops.

Passenger Information System

Real time location of the buses with respect to bus stops and delays estimated on

the arrival time at bus stops.

Control room functions

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Linear representation of bus routes and bus stop details.

Visualization at the control center of the information delivered on the electronic

displays.

Automatic record and reporting of data for operation and management

personnel.

C-3. Analysis and Recommendation of the Solution framework

Mysore as location for ITS implementation “Enhancing the glory of Mysore, and

enabling it to forge ahead as the cultural, tourism, educational, and wellness hub” is

the vision of Mysore. The Principal Secretary, Department of Industries and Commerce,

has said that Mysore is all set to witness rapid industrialization with the Government

sanctioning 55 medium- and large-scale industries, which will create 60,000 jobs over

the next few years.

The Government of Karnataka is promoting Mysore as an alternative destination for the

Information Technology (IT) industry and developing it as a counter magnet city to

Bangalore. As a result the city has become a new haven for the IT and Information

Technology Enabled Services (ITeS) industry and is poised to play bigger role in the

economy of the city. This is apparent from the fact that the software exports from the

city grew at 26.8% to reach Rs.392 crores, in the year 2005-06. As the divisional

headquarters of Mysore Division and as the Railway Junction, railways are the other

major employer in Mysore.

The Government has cleared 55 industries under the single-window agency scheme for

Mysore. This envisages an investment of Rs. 9,462 crores.

With the State Government marketing Mysore as a potential destination for investment

in the manufacturing and services sector, the Karnataka Industrial Area Development

Board (KIADB) is in the process of acquiring 3,872 acres of land to open 1,000 industrial

units in and around Mysore.

Besides, the 154 acres of land being acquired for the airport at Mandakalli near here,

KIADB is also acquiring 257 acres of land for a textile park at Kadakola, 658 acres of

land at Hootagalli, 500 acres of land at Anchya, besides 1,500 acres of land at

Thandya in Nanjangud.

Improvements in infrastructure, like doubling of Railway tracks, completion of the four

lane State-highway, the Bangalore - Mysore Infrastructure Corridor (BMIC) between

Mysore and Bangalore, up gradation and expansion of the Mysore Airport will bring

significant growth to the economy of Mysore. The congestion in Bangalore, as well as

its proximity, is having a ‘push effect’ on IT/ITeS industry to Mysore. The city’s share in the

State GDP at 7.09% (1996-97), has exhibited a marginal increase over the figure of 6.63

% (1980- 81). However, with the IT companies establishing their bases in Mysore in the

recent years, the city’s share in the state GDP is expected to improve. The population

of Mysore, which was around 8 Lakhs in 2000, is projected to touch 25 Lakh by 2030.

Learning from the examples of other cities where traffic congestion has been a major

factor, Mysore proposes to build on these learning, while the economy is poised to

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grow significantly, through proactive planning and providing state of the art

infrastructure that would attract citizens to adopt the public transport system as the first

choice of travel, helping to reduce the use of personal vehicles commuting to work,

pleasure, social visit, or for commerce.

One of the most daunting problems faced by the cities in the country is that urban

transport failed to provide facilities thus increasing travel time and cost both for

passenger and goods traffic.

It is now well accepted that lack of adequate public transport offering comfort and

convenience, has resulted in steep increase in the ownership of private vehicles

particularly two wheelers with subsequent effects on pollution, both noise and air. In

most cities two wheelers comprise more than 70% of total motor vehicles.

C-4. Solution framework architecture & design

C-4-a. About Intelligent Transport System

Intelligent Transport Systems (ITS) is an umbrella term for advanced automation in

moving vehicles. It includes internal and vehicle-to-vehicle communication systems as

well as collision avoidance and crash detection systems. ITS also covers systems that

monitor traffic in order to control signal lights, electronic speed limit signs, reversible

lanes and other highway safety components. One of the ultimate and futuristic

manifestations of ITS is automatic vehicular guidance, which steers a car by sensors in

the road.

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C-4-b. Overall Scope of Service

The overall scope of the implementation will consist of design, development, testing,

installation, commissioning, training, operations, and management of facilities for a

period of three years by the winning bidder.

This project is planned to cover 500 Buses, 80 Bus Stops and 2 Bus Terminals. ITS is divided

into the following eight components:

1. Vehicle Tracking System

2. Central Control Station

3. Passenger Information Management System

4. Communication Sub System

5. Travel Demand Management

6. Incident and Emergency Management System

7. Operational and Maintenance Specification Fleet Management System

8. Demolition and Construction of Bus Stops

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C-4-c. Benefits of ITS

1. Increase the accessibility of the system

2. Reduce travel time

3. Improve traffic efficiency

4. Reduce traffic congestion

5. Reduce the fuel consumption and emissions

6. Reduce the operation cost

7. Improve environmental quality and energy efficiency

8. Increase the safety of users

9. Improve economic productivity

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C-5. New scenario with the induction of technology

Bus Stop after introduction of ITS

Central Bus Terminal after introduction of ITS

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Regulated Traffic after implementation of ITS

C-6. User demand forecast

A survey by Transport Operation Planning and Informatics Centre, Bangalore has the

following findings on Mysore city travel characteristics :

The vehicular and passenger traffic volumes are very heavy on the following roads

during peak hours:

o Visweswaraya circle in Sayyaji Road

o Corporation Circle in Sayyaji Road

o Srinivasa Circle in Mananthody Road

About 25% of households have no vehicles, 28% cycles, 48% have two wheelers

and cars are limited to 4%.

The mobility of household members increased with the ownership of motorized

vehicles. The household trip rates increased to 9.4 per day among the households

which have all the three modes of transport.

The per capita trip per day

Age group (yrs) Up to 15 15-24 24-58 Above 58

Males 1.53 1.66 1.87 0.87

Females 1.48 0.81 0.36 0.09

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It is estimated that about 5.7 Lakh passenger trips are generated each day within

urban limits.

Nature of trips:

Home to work 23.2%

Home to Educational institutions 19.5%

Home to Shopping 2%

Home based trips – to & fro 49.9%

Non-home based trips 5.4%

Survey indicates that 21.72% of intercity trips are conducted by motorized two

wheelers followed by 16.42% by cycle and other slow vehicle owners and 12.72% by

bus. Intercity passenger trips indicate nearly two thirds of travellers on a work trip,

while tourist and recreation trips constitute 12%. Nearly 36, 000 tourists travel in and

out of the city each day.

KSRTC has conducted various kinds of study and surveys to determine the demand for

existing facilities and forecast the likely demand in future. The table below illustrates the

operational performance of KSRTC during 2004-08.

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Sl

No Factors 2004-05 2005-06 2006-07 2007-08

Upto

Jun-08

1 Schedules 211 216 232 237 249

2 Fleet held 219 223 254 258 278

3 Effective Kilometers/Day 51643 52687 53974 55475 69327

4 Load Factor(%) 69.1 69.5 70.4 72.8 81.0

5 Traffic Revenue (In lakhs) 8.13 8.45 9.14 9.56 14.94

6 Total Cost (In lakhs) 9.70 9.92 10.20 10.55 13.30

7 Margin on Gross Revenue (In lakhs) -1.37 -1.27 -0.21 0.70 11.30

8 EPKM on Traffic Revenue (In Ps) 1586.6 1603.8 1693.4 1723.3 2155.0

9 EPKM on Gross Revenue (In Ps) 1625.6 1634.2 1850.9 2027.9 2201.2

10 CPKM (In Ps) 1878.3 1882.3 1890.0 1901.1 1918.4

11 Average Carrying Capacity 63 63 63 63 63

12 Average Seating Capacity 43 43 43 43 43

The table below illustrates the data as on 2008 and the likely demand in 2011:

User Demand Particulars Existing-

2008

Future-

2011

Assumptions/

Comments

Land Use(in Hectares) 9221 15670

Total Land Area 128.42 km²

Current Population of Mysore city (In Lakhs) 9.13 lakhs

9.63 lakhs

Based on growth rate of 20.5% observed during 1991 to 2001

City Depot / Terminals 2 3

Bus Schedules 237 267 Based on trend observed during

2004-08 data

Distance Operated per Day (In

Km)

55475 62595 Assuming similar vehicle utilization

observed in 2007-08

Total Trips Per Day 4217 4751 Trip per day is 17.71 times the Bus schedules in 2008 data. Same is

applied to 2011

No. of passengers carried per

day

179000 361260 Based on estimated passenger

kilometers in 2011 and passenger lead at par with 2007-08 i.e. 8.38 kms

Average Load Factor (%) 72.8 76.8

Based on annual growth rate

observed during 2004-08 i.e. 1.78%

Number of Bus Stops 484 521 Growth rate 2001-2008 2.5 per annum

Number of Bus Depots 2 3 Around 100 buses/depot

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Statistics on vehicular growth

The time series data from 1986 to 2006 for Mysore city on various categories of vehicle is

given below in the Table :

Type of vehicles

1986 1989 1996 2006 Composition of

Vehicles

- 2006

% of Increase in Vehicle

Population

between

1996-2006

Average growth

per year

Expected population

of vehicles

in 2011

4-wheeler 4829 5717 11,291 32431 9.85% 187.23 19 77392

2-wheeler 2,602 8,219 128,336 286079 86.92% 122.91 12 504169

Truck 866 1,161 3,712 5937 1.80% 59.94 6 7945

Bus 499 651 955 2693 0.82% 181.99 18 6161

Total 10782 15748 146,290 329146 99.39% 125.00 12 595667

Table : Projection of Vehicle Population as on 2011

An approximate estimate of the likely number of vehicles in 2011 has been calculated

in the above table on the basis of the incremental average growth for different

categories of vehicles between 1996 & 2006.

Based on this calculation, the total vehicles plying on the roads of Mysore is around

sixty lakhs. However this figure may be controlled by improving public transport system

and attracting private vehicle users to embrace public transport.

Future plans for Roads

Road and related infrastructure (including storm water drainage) include the following

components:

Artery Roads, Rings Roads and other important roads,

Foot-paths,

Street lighting,

Traffic management, including signaling.

A feasibility study would be conducted on MRTS, Metro, and extension of chord surface

rail for commuters travelling within the city. The study would also include feasibility of

providing MRTS/Metro along the alignment of Peripheral road, outer ring road and

radial roads. MCC/ MUDA have identified corridors for road improvement along with

related infrastructure. These corridors and the remaining roads would be improved in

coordination with other utility operators to provide comfortable pedestrian and

vehicular movement. The proposed activities include the following:

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Completion and expansion of ring road in phases:

Completing the two lanes, expansion to four lanes, and more

As the City grows in the Vision horizon, more outer rings may need to be developed

Strengthening/ improvement of the roads including resurfacing

Maintaining the roads and related infrastructure to prescribed standards

Construction and/or widening of road bridges/ culverts etc

Construction and maintenance of radial roads & inner ring road

Construction and maintenance of footpaths

Construction and maintenance of storm water drains

Maintenance (erection of streetlights as required) of street lights to prescribed

specifications

Junction improvements and installation of road markings and signage Provision of

vehicle parking facilities at bus stand and railway station and provision for auto

stands etc.

MCC/ MUDA would endeavor to:

Select the road stretches for prioritization on a clear basis, and focus on a life-cycle

maintenance, rather than mere expansion/ repair;

Cause minimum delay or inconvenience to users of the road facility;

Ensure that all roads are maintained to the prescribed standards;

Ensure that drains, lane marking, street lighting, and signage are maintained at

prescribed standards;

While most of the financing of the capital and recurring expenses are proposed to

be met out of city or government agency budgets and grants, the activities would

be implemented, where feasible, with private sector participation. The modes of

implementation could be in various formats, but would focus on asset

maintenance over the life-cycle.

C-7. Project Impact analysis

C-7-a. ENVIRONMENTAL IMPACTS

The ITS Project proposed by KSRTC at Mysore does not include any major construction

work, widening of roads, felling of trees or other activities which contribute negative

environmental impacts such as air pollution, water pollution, noise pollution, visual

intrusion, community severance and impacts on vegetation / land degradation by the

implementation of the ITS Project.

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In most cases, environmental benefits from a given project can only be estimated by

analysis and simulation. The problems related to regional measurement include the

small impact of individual projects and large numbers of exogenous variables including

weather, contributions from non-mobile sources and the time evolving nature of ozone

pollution. Small-scale studies, so far, generally show positive impacts for ITS on the

environment. ITS will result smoother and more efficient flows in the traffic system.

However, the environmental impact of travelers in the long term is not a cause for

concern.

With the implementation of ITS projects there will be only improvement in various

environmental parameters. In view of the above, there will be no need to undertake

mitigation measures to minimize negative impacts. Consequently detailed EIA/EMP,

SIA and RAP have not be carried out as they are not applicable for this project.

C-7-b. SOCIAL IMPACTS

The implementation of the ITS Project has several social benefits as described below:

– Safety improvements

– Delay reduction,

– Effective capacity improvements,

– Greater commuter satisfaction

– Energy and Environment-Positive and Negative Impacts:

– Use of public transport by people instead of using own private vehicles.

– Reducing Travel Uncertainty

– Reliability and Punctuality

– Reduction in Traffic Congestion

SAFETY IMPROVEMENTS

The objective of the transportation system is to improve seamless trip with safety of

travel. Crashes and fatalities are undesirable occurrence of the transportation system.

But ITS helps to minimize the risk of accident occurrence. Monitoring vehicle speed

and its location will reduce the number of crashes and the probability of controlling

number of fatality.

DELAY REDUCTION

Delay reduction and travel time savings is a major goal of the ITS project. Benefits of

this measure also include reducing the variability of time in transit and increasing the

reliability of vehicle arrival time.

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EFFECTIVE CAPACITY IMPROVEMENTS

Many ITS services seek to optimize use of existing facilities and reducing the need for

new investments. This is accomplished by increasing the effective capacity of the

transportation system. Effective capacity is the maximum potential rate at which

vehicles may traverse a network under a representative composite of roadway

conditions. Increases in throughput are sometimes realizations of increases in effective

capacity. Throughput is typically measured in terms of vehicles per unit time traversing

a segment of roadway.

GREATER COMMUTER SATISFACTION

Commuter satisfaction indicates the degree to which transportation consumers are

accommodated by ITS service offerings. Although satisfaction is difficult to measure

directly, measures related to satisfaction can be observed including the amount of

travel in various modes, mode options, and the quality of service as well as the number

of complaints and/or compliments. Customer satisfaction is often measured by using

surveys, questionnaires, or focus group interviews.

ENERGY AND ENVIRONMENT-POSITIVE AND NEGATIVE IMPACTS

The majority of available references demonstrate positive benefits for ITS. This is true

both for actual deployments and for analytical studies predicting future benefits. The

number of cases reporting negative results has been very small. However, most of the

systems that produce negative impacts are carried out primarily to obtain broader

societal benefits, or contain other benefits or intangible effects that may not be

measurable. It is also recognized that negative impacts of ITS project may be under-

reported in the literature. Since ITS project enables to reduce vehicle congestion on

roads, the per capita energy consumption for travel will be reduced and thereby

reduction of vehicular pollution on city roads.

USE OF PUBLIC TRANSPORT VS PRIVATE VEHICLES

With the introduction of ITS Technology it has been made possible to provide real-time

passenger information to the traveling public inside buses, at bus stops and at bus

terminals. The information displayed informs the passengers about the details of the

next arriving bus stop, route no, destination expected time of arrival/departure, which

brings in lot of comfort to the traveling public. The ITS also helps in reducing travel time

and reduction of congestion of roads. This increases the confidence of public to reach

their destination on-time and also reduce travel uncertainty. Hence ITS will contribute

for shifting people from using private vehicles to public transport.

REDUCING TRAVEL UNCERTAINTY

One of the interesting insights realized by transportation planners in recent years is to

provide greater reliability and predictability in transport, and not just to move people to

their destinations faster. An unfortunate aspect of most current transportation systems is

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that the travel time varies widely from day to day. This can be due to weather,

congestion, traffic incidents, or a large number of other external factors. This

uncertainty means that travelers must allow extra time for their travel. ITS can help to

reduce travel uncertainty by smoothing traffic and informing exact arrival of vehicles.

ITS can also provide improved real-time and predictive information that allows travelers

to plan their trips better. Public transport agencies can stay on schedule better and

provide information about travel times and connections. In-vehicle navigation systems

can incorporate real-time traffic information to dynamically adjust driving routes to

optimize trips based on current information

RELIABILITY AND PUNCTUALITY

ITS generates real time data about vehicle performance, exceptional reports of MIS.

These data are useful for the management to make informed decisions which will in

turn lead to better management of the existing fleet, transport schedules and the

number of trips and passengers carried. These management capabilities will result in

better reliability and punctuality of vehicle operation.

REDUCTION IN TRAFFIC CONGESTION

Traffic congestion is a serious problem in all urban areas. The problem is growing faster

in developing countries where urbanization and the use of motorized vehicles are

increasing rapidly. Congestion causes delays and uncertainty, wastes fuel, results in

greater air pollution, and produces a larger number of crashes. ITS can help to

mitigate congestion by helping people plan travel better, by suggesting alternate

routes and keeping travelers well informed. Reduction in traffic congestion enhances

mobility at lesser per capita fuel.

C-7-c. Measures by KSRTC for providing more efficient and less polluting

Public Transport:

The Karnataka State Road Transport Corporation (KSRTC) has 6,250 buses, of which 700

are old vehicles. The old buses will be scrapped in a phased manner. The KSRTC will

add 1,639 new buses to its fleet during the fiscal year 2007-08. Fifty of these buses will

be Volvo B7R vehicles. The age of buses in the KSRTC fleet by the end of 2007-08 will be

between one and five years.

The KSRTC has taken up a drive to improve passenger facilities in its bus stands. Tenders

have been floated in respect of 80 bus stops with provision for Passenger Information

Display Systems. KSRTC has initiated stringent measures to control air pollution. Every

bus is periodically subjected to emission check. KSRTC would pay Rs. 1,000 to anybody

who spots one of its buses emitting smoke from its exhaust pipe. The KSRTC was the first

State transport undertaking in the country to successfully experiment with the blending

of ethanol and other forms of bio-fuels with diesel. Further advance emission control

system and pollution measurement equipment will be installed at the terminals to

constantly monitor emission levels and take remedial steps to meet Norms for clean air.

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By upgrading bus stops and implementing ITS, the efficiency of KSRTC will improve

substantially and more number of buses can be operated with better punctuality of

arrivals and departures of buses at terminals and bus stops. It will encourage more

personalized transport users to embrace public transport resulting in lesser number of

vehicles on the road and thereby lesser emissions.

C-8. Expected outcomes of the project

C-8-a. Service Outcomes- Socio economic benefits

With the introduction of Intelligent Transport System in Mysore City, the following clear

factors would get established:

C-8-b. Increase in productivity

With intelligent display units inside the vehicle and at bus-stations / stands providing

information on bus schedules and estimated time of arrival, citizens enhance their

productive time without having to waste their time at bus stops / stands not knowing

when the next bus would be arriving.

C-8-c. Reduction in travel time

With well established communication lines between the vehicle, central command

control centre (64) and the bus stations, the C4 will be able to redirect the vehicles in

the event of any emergencies Enroute saving the property of KSRTC (in such events

riots Enroute) and help to reach the destination in pre-determined time. When Traffic

Management System gets implemented across the city, these vehicles would get to

have information on the traffic density and probable courses of action to reach the

destination in time.

C-8-d. Patronage of Public Transport System

The introduction of ITS will result in more efficient and cleaner transport management,

real-time dissemination of information to passengers regarding bus services at bus

stops, bus terminals and inside Buses. This will enhance reliability of public transport

services and encourage people using personal transport to use public transport system.

This will result in minimizing traffic congestion and pollution levels. A modal shift of up to

5% to public transport is expected.

C-8-e. Reduction in Congestion

With state of the art and real time information dissemination of information possible for

all stakeholders immediate corrective steps can be taken to avoid areas of accidents,

high density of traffic and help ease congestion. Also, with increased modal shift from

other personnel modes, the system is expected to ease traffic congestion on roads.

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C-8-f. Reduction in accidents

With ITS improving the efficiency and management of transport across city, improved

training and two way communication capability between driver and operations staff it

is expected to reduce accidents with the use of incident management facility in ITS, it

will be possible to ensure quick relief in case of accidents, hold ups, breakdowns etc.

This will also minimize fatalities with immediate help coming from the right quarters.

C-8-g. Reduction in emission levels

While the transport network becomes highly efficient, punctual, passenger friendly it is

bound to translate to citizens using own vehicles patronizing public transport. This will

result in reduction of emission levels, as less number of vehicles will be using the roads.

C-8-h. Increase in tourist satisfaction

With various systems installed in the vehicle, bus-stations / stands, command and

Control Centers, integration and coordination becomes a key factor for providing

different experience to the citizens of Mysore. This is expected to increase the tourism

flow into the city and their patronage.

C-9. Measurable Outcomes for Project Evaluation

The outcome of ITS implementation could be translated into measurable parameters

such as:

S. No

Particulars of Outcomes Evaluation plan

1. Increase in average passenger occupancy in buses as a result of access

to on-line information through display

systems, improved transport management.

Obtain data on Occupancy Ratio from

CCS.

2. Reduction of personal vehicles use by

commuters.

Data from RTO on new vehicles registration.

3. Reduction in emission from personal vehicles due to greater usage of public

transport.

Data based on number of vehicles plying on the Road multiplied by average

emissions per vehicles of different

categories.

4. Enhanced Air quality due to reduction in

pollution levels.

By installing Air quality monitoring stations at

appropriate locations

5. Increase in Commuter/Passenger

Satisfaction level.

Conducting surveys with different segment

of population

6. Real-time punctuality monitoring of bus

arrivals and departures.

Reports generated at data center in CCS.

7. Effective Fleet Management and deployment of Buses.

Reports generated at data center in CCS.

8. Increase in revenue for KSRTC. Balance sheet.

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The thresholds on these parameters will have to be determined by KSRTC and the

targets set with the participation of different stakeholders of KSRTC. The parameters

need to be monitored on a regular basis. The results will have to be made public that

would provide scope for continuous improvement of the services of KSRTC.

Specific Evaluation Reports are designed to assess, define goals described above and

document how the goals were (or were not) achieved. The reports would be

generated at the data center in CCS.

Each of ITS goal areas can be associated with outcomes of deployment that lend

themselves to measurement. These outcomes resulting from project deployment are

identified as measures. The association of goal areas and measures is depicted as

follows:

Measures of Effectiveness within Each Goal Area

Goal Area Measure

Safety

• Reduction in the overall Rate of Crashes

• Reduction in the Rate of Crashes Resulting in Fatalities

• Reduction in the Rate of Crashes Resulting in Injuries

Mobility

• Reduction in uncertainity of waiting passengers

• Reduction in Delay

• Reduction in Transit Time Variability

• Improvement in Customer Satisfaction

Efficiency • Increases in Highway and Arterial Throughput or Effective Capacity

Productivity • Travel Time Savings

• Increase in Economic Productivity

Energy and

Environment

• Decrease in Emissions Levels

• Decrease in Energy Consumption

The "few good measures" in the preceding table constitute the framework of benefits

expected to result from deploying and integrating ITS technologies. Other projects may

have goals that fall outside the traditional "few good measures", and may include the

following:

Deployment of infrastructure required to support ITS

Creation of a regional architecture

Creation of a system to archive data

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Goals need to be identified for each individual project based on the type of project

being deployed. In cases where the traditional "few good measures" are not

applicable, the evaluation should document how well the project met the goals.

Potential areas for evaluation include the following:

Implications of achieving consistency with the National ITS Architecture

Standards implementation

Consumer acceptance

Others as appropriate to local considerations

Institutional issues

An area of special emphasis should be the non-technical factors influencing project

performance. ITS projects have been profoundly influenced by considerations such as

procurement practices, contracting policy, organizational structure, and relationships

among major participants such as prime contractors and their subcontractors. The

transportation community stands to reap significant benefit from understanding how

the varied range of non-technical factors impacts directly on traditional project

performance parameters, such as, cost, schedule, and final functionality.

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D. Technical specifications and mapping of currently available

technical solutions

D-1. Mapping product availability and their technical features

with the functional requirements

This project is planned to cover 500 Buses, 80 Bus Stops and 2 Bus Terminals. ITS is

divided into the following eight components:









D-2. Vehicle Tracking System

GSM / GPRS Specifications

1 GSM Normal MS-SMS data

2 Frequency 900/1800/1900 (dual band) Class 4 (2W) at 900 MHz

(EGSM) Class 1 (1W) at 1800 MHz

3 GPRS Type B class 10

4 SIM 1.8V/3V

5 Antenna Built in Antenna

GPS Specifications

1 Frequency L1 (1575.42 MHz) frequency

2 C/A code Standard Positioning Service

3 Channels Minimum 16-Channels

4 Sensitivity Minimum –158 dBm Acquisition without external

assistance

5 Accuracy Horizontal: <6 meters (50%)

Altitude: <11 meters (50%)

Velocity: 0.06 m/sec

6 Antenna Built In active antenna

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Environmental Specifications

1 Temperature Operating -20°C to +70°C

2 Humidity 5% to 95% RH non-condensing at +40°C

3 Enclosure UL fire retardant enclosure

4 Vibration to meet SAE standards

5 Shock to meet SAE standards

Physical Specifications

1. Assembly : Injection molded plastic with integrated battery pack

Electrical Characteristics

1. Primary Power : Vehicle Battery 12/24 volts

2. Battery Life : 8 Hours normal operation

Firmware:

1. Over the Air Download of firmware as well as configuration parameters

2. Store and Forward features for network dark zone

The high-level logical architecture of the solution is described below. Some of the key

services that have been included are:

1. Application Services

2. GPS/GSM Services

3. GIS Services

4. Reporting services

5. Database Services

6. Archival Services

7. Streaming Services

8. Integration Services

The following diagram denotes various logical components, which synthesized

together will perform the task of servicing the requirements of ITS.

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The proposed architecture comprises of following broad technology components:

Client Layer- The Client layer contains the devices that would interact with application

layer.

Browser – This is a traditional Internet browser that initiates requests to the Web Server

and displays the results of requests. Users will be accessing the applications using

Internet browsers.

DMZ Zone Layer - This is the layer hosting the Load balancer, front-end Web Servers &

Presentation Services.

Load Balancer – This is the hardware/software load balancer that ensures that load is

distributed evenly across all of the web server instances.

Web Server - This is a traditional web server that serves the content or forwards requests

to the Application Server. Web Server takes the request and recognizes that the

requested resource is on the application server and, using the Web server plug-in,

redirects the request to the Application Server Serve let and EJB container.

Directory Services – The Directory services will be provided through Directory Server.

Directory Server will hold the user credentials for all users including the internal authors

& content publishers.

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Content Management - Content Manager manages all types of digitized content

including HTML and XML Web content, document images, electronic office documents,

printed output, audio and video. It supports replication to store and manage objects in

multiple locations. It supports Linux and other Operating Systems. This will be used to

store the audio/video content for streaming advertisements in buses/bus terminals/bus

depots for KSRTC Mysore. A simple level sequential workflow can be set up for approval

of the data to be streamed.

Streaming Services – These would be the streaming servers, which will help stream the

data stored in the content repository.

Integration Services - The application integration services will provide a composite

platform optimized for building service-oriented applications that extend and integrate

the various applications like GPS, GIS, and PIS.

Backup & Restore of Data: The infrastructure will use structured backup & restore

solution to provide resilience to the entire infrastructure. It is a Web-based

management, intelligent data move-and-store techniques and comprehensive policy-

based automation working together to help increase data protection and potentially

decrease time and administration costs. It operates on a progressive incremental

methodology that backs up only new or changed versions of files, thereby greatly

reducing data redundancy, network bandwidth and storage pool consumption as

compared to traditional methodologies based on periodic full backups.

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Schematic Model

The above diagram illustrates possible component population.

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D-3. Features of Proposed Solution (CCS)

Standards based solution

Can be installed on multiple operating systems

Support latest J2EE Standards

Unified Portal Framework

The proposed architecture provides access to different functional components

and different applications via single unified portal framework.

Provides componentized solutions that are designed for scalability and future

growth

Secure and reliable

Using LDAP, the security is provided at the infrastructure layer, application layer

and at the user authentication layer

It also provides controlled access to portal based on privileges stored in LDAP.

Web and Application servers can run on Linux which is an open-source and offers

security features same as standard Linux platform

Floor Plan for Central Control Station I.T.S Mysore (Typical)

Server Room

28 Feet

A/c

Door

A/c Plant

Servers Distribution Bay Communication I/F

12 Feet

D

A/c Power

Sup

Work Stations

Printer

UPS

Access Control

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Servers and Accessories in CTCS

Edge Server 2 nos

Web Server 2 nos

Database Servers 2 nos

Application Server 2 nos

Directory Server 1 no

GSM/GPRS Server 1 no

Reporting Server 1 no

Integration Server 1 no

Streaming Server 1 no

GIS Server 1 no

SAN Array – 2 Tb 1 no

Storage Manager Server 2 nos

Total no of Boxes 17 Nos

Power Supply for Data Centre

o UPS Configuration 2 x 10 KVA

o Parallel redundant based advanced digital technology

o UPS system with 0.9 leading power factor loads with 15 Minutes backup.

LCD Display Units

Brief details of LCD

Display unit is

furnished below

(LCD Display Panel-

42” Typical)

A 42” LCD Display

unit can be installed

for displaying details

of Arrival and

Departure

information of the

buses in Kannada

and English. The

information of the

buses Such as Route Number, Bus Number, Terminal, Platform, Bay, Origin, Destination

and Estimated Time of Arrival (ETA) & Estimated Time of Departure (ETD) will be

displayed in both Kannada and English. The LCD unit operates in windows

environment. The LCD units should be network capable with capability to configure the

system remotely. LED based GPS enabled destination board can be fitted in the bus to

inform the destination of the bus to the enroute waiting passengers. The size of the

destination board can be 160 x 19 mm.

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Specifications for LED Display Units

1. Display Type : LED, 5mm; diffused

2. Color : RED or AMBER

3. View Distance : 30 Meters

4. Language : English & Local Language

Functional Specifications

1. Protocol : HTTP

2. Wireless Interface : GPRS

3. Data Format : Bit Map or Unicode

4. Memory : Non Volatile to store 200 Display Frames

5. Display Format : Fixed and Scrolling

GPRS Interface

1. Type : GSM & GPRS Class 10

2. Air Interface : Dual Band; 900 MHz & 1800 MHz

3. Max. Output Power : 2W @900 MHz & 1W @1800 MHz

4. Antenna : Passive with 5M cable length

Environmental Specifications

1. Power Requirement : 90-240VAC; 50VA

2. Operating Temperature : 0-55 DEG C

3. Humidity : 95 % RH non-Condensing

4. Enclosure : GI

5. Mounting : Wall or Ceiling

6. SIM CARD Holder : provided inside

Online Updates available on Internet

List of bus stops in city and urban areas

Number. of schedules

Vehicle positions of city services

Route maps of Buses

Bus timetable

Details of city and sub urban routes

Passenger Information regarding arrival times at bus stops

Destination in Multilingual format

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D-4. Communication Sub-System

Communication sub-System consists of the following:

1. General Packet Radio Service (GPRS)

2. Communication and Data Exchange

3. Two-way Communication system

General Packet Radio Service (GPRS)

GPRS is a packet oriented Mobile Data Service available to users of Global System for

Mobile Communications (GSM) and IS-136 mobile phones. It provides data rates from

56 up to 114 Kbit/s.

GPRS can be used for services such as Wireless Application Protocol (WAP) access,

Short Message Service (SMS), Multimedia Messaging Service (MMS), and for Internet

communication services such as email and World Wide Web access. GPRS is a best-

effort packet switched service, as opposed to circuit switching, where a certain Quality

of Service (QoS) is guaranteed during the connection for non-mobile users

The information captured by the VMU is transmitted to the control station server through

GPRS/GSM network creating a communication network between Bus drivers, Bus stops

along the road route, and passengers through passenger information system. The

communication network is connected to the internet for accessing information

regarding bus arrival, routes etc.

The requirements of the communication system are:

a) The data communication channel requires exchanging data between the KSRTC

Control Room and the bus fleet.

b) Communication of data will be reliable without any loss of data.

c) Each Base Transceiver Station (BTS) of offered service provider should have

configuration to ensure required 10 Sec. update time for the vehicle position at all

times in all BTS area.

d) Identify specific areas of existing GPRS/GSM blackout zones and Police critical

locations in Mysore and enhance number of BTS towers and their capacities, if

required.

e) The GPRS/GSM data connectivity would be seamless while moving from one BTS site

to other BTS site in Mysore.

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f) Redundancy provided in VMU to ensure if GPRS fails due to unforeseen reason and

then SMS facility is activated as a fall back mode.

g) 24*7*365 system operation would require proactive monitoring, fault detection and

management for reduced downtime and regular fine tuning of the communication

links for best response time

Communication and Data Exchange

VMU:

VMU will update the location information like Latitude and Longitude to the central

server through GPRS.

Central Control room

SrverVMU

Driver Voice Communication

Keypad for driver

In Bus Voice System

Speaker

In Bus Display System

Bus Stop LED Display

Bus Stop LCD streaming video

GSM Voice

GPRS

Tracking data

GSM audio

Serial Po rtSerial

Port

GPRS

ETA

WIMAX

Central Control room

SrverVMU


Keypad for driver

In Bus Voice System

Speaker


Bus Stop LED Display

Bus Stop LCD streaming video

GSM Voice

GPRS

Tracking data

GSM audio

Serial Po rtSerial

Port

GPRS

ETA

WIMAX Bus Destinatio

n Board

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The next arrival bus stop information and the current bus stop information will be

displayed inside the bus for the passengers based on the location information

collected by VMU. This information is sent via serial port to display system. The proposed

approximate dimension of the In-Vehicle Display Unit is 220mm X 820mm X 150mm.


Driver will be given a keypad interface for the voice communication.

In Bus Voice System

The next arrival bus stop information and other necessary information can be

announced inside the bus. The data for the announcement will be sent from VMU to

Voice system through serial port. This in bus voice system will be in turn connected to a

speaker.

Bus Stop LED display

Expected time of arrival of the bus will be displayed in the bus stops. This information will

be updated by central server through GPRS.

Two-way Communication system

Communication Headset will be provided to the driver to interact with Central Control

Center. The driver will use the two-way communication facility made available to

communicate with the central control center. The central control center can also

contact any of bus drivers instantly to communicate messages. The driver can also use

the audio system for announcing information regarding arrival of bus stations and

incident management.

Display System Standards Requirements

Each of the Bus Stops will be fitted with electronic display systems measuring

approximately 20 x 100 cms (minimum size)

Fitment provision will have to be provided in the Bus Stops along with necessary power

supply made available. The Display Unit will source power from here for its operation.

Display will be located at a convenient height to have a clear view of the message of

next arrival bus.

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D-5. Integration of ITS Components

The following components of the ITS system will be integrated with appropriate

interfaces to work in sync with each other seamlessly.

GPS (VMU unit)

The tracking system /VMU (Vehicle mounted unit) fitted in the buses will calculate the

positions from the GPS receiver and transfer the data to the Control Centre Server

through GPRS interface for processing /prediction of arrival time of buses at different

bus stops. The GPRS tracking unit fitted in the bus will also transfer the current LON/LAT

data to the bus mounted display unit through RS 232 I/F for display /audio

announcement of Bus Stops.

Display units

The Tracking system fitted in the buses will acquire the positional information (LON/LAT)

from the GPS receiver and transfer the same to the Central Server (CS) through the

GPRS interface.

The BUS STOP DISPLAYS will periodically query the CS through HTTP request.

The CS, which receives the current position of all the buses from the Tracking Unit, will

disseminate the data received and transfer the relevant information like the Route No,

Destination of the bus and the Expected Time of Arrival at that bus stop, to the bus stop

display, which has requested for the data.

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The BUS STOP DISPLAY, which receives all such information, will display continuously until

the next set of data is received.

The Destination will be displayed in different languages at least in three languages i.e.

English, Hindi and Kannada.

The tracking units fitted in the bus will also transfer the current LON& LAT information to

the BUS MOUNTED DISPLAY through the serial RS 232 C interface.

Each BUS Mounted Display will have a database of 100 bus routes and 200 bus stops.

This information would be acquired earlier and stored in the database.

When this unit receives the current positional information from the tracking unit, it will

then check with the nearest bus stop and displays the name of the bus stop, which is

likely to arrive. This displayed information will be in English and Kannada.

This unit will also have an inbuilt audio port with amplifier and connected to two

powerful speakers mounted in the front and rear of the bus.

Along with the visual display, the next bus stop will also be announced in English and

Kannada.

The BUS TERMINAL DISPLAYS, unlike the BUS STOP Displays will be connected through

wired cable with the CS.

The communication will use TCP/IP and HTTP protocol.

This display will receive the details of the buses, which are about to leave the Bus

terminal and display the Route Number, Destination and the Expected Time of Arrival

and Departure.

There will be at least four lines to indicate the status of different buses leaving the

terminal.

The destination will be displayed in English and Kannada one after the other.

Central Control Station

The Central Control station will be equipped with a cluster of servers. Servers process

the data received from buses and compares the actual location of the bus at a given

time with its scheduled location from the data received from the buses. Also the server

calculates the time for the bus to reach all subsequent stops along the route taking into

consideration bus speed & any deviations from the schedule. On processing, the

Central Control Server transmits the data to the relevant bus stops for displaying

predicted arrival time of the bus.

1. The users (Passengers, Drivers, Depot Officials, and KSRTC Mysore Employees) visit

the site from the internet and land on the front-end web server running HTTP Server

which takes the request and recognizes that the requested resource is on the

application server, and using the Web server plug-in, redirects the request to the

Application Server.

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2. The Directory services running Directory Server holds the user credentials for all

users. The authentication and authorization is done using the LDAP server for all

services, like Website access, content publishing, content management access,

database access etc.

3. The Application Server will host all the applications to be developed for KSRTC

Mysore like Passenger Information System, Reporting applications etc.

4. The GPS and GIS system will be integrated so as to pass the inputs from the GPS

system into the GIS application which will be accessed via website by the

passengers to see the bus route maps etc.

5. The VMU will fetch the bus position data from the GPS satellite and sends it to the

central server. The application software will process and integrate with GIS data to

display it on the map on a real time basis

6. There will be third-party streaming servers used to stream advertisements onto the

buses/bus stops etc. The ad files will be stored in the content management system.

7. There will be local databases at the bus stops/terminals, which will be

synchronized.

8. The Backup & Restore service will be provided using Storage Manager.

Service Metrics

The Quality of service metrics in respect of various sub-systems are indicated below:

ITS Applications

ITS Application Availability 99.00%

Functional requirements upgrade < 60 days

Computing accuracy 100%

Customer Satisfaction level >80%

DIT user satisfaction level >80%

Hosting Centre

Minimum concurrent connects to the Command Centre 500

Availability of systems at Data Centre 99.00%

Resumption of online ITS services 1 hr

Data availability 100%

Data accuracy 100%

Capacity of the database server Handle 6000 service transactions /hr

Capacity of the Application Server Handle 6000 service

transactions /hr

Availability of agreed services over the internet 100%

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Local Area Network at the Command centre

Network availability 99%

Network Latency Average of > 75

milliseconds per month

Uptime of Back Office Servers > 99%

Time to restore back office servers from failure < 1 hr

Client Access

Grievance and Complaints settlement < 7 days

Customer Satisfaction measure > 75%

support response < 10 Sec

Average time for service at the customer premises <12 hrs

Business Development

Percentage of increase in the transactions every quarter 10%

D-6. Bill of Quantities

Central Control Station

Sl.

No.

Description Qty

Servers 17 boxes, Software License and Network costs described below:

1 Edge Server 2

2 Web Server 2

3 Database Server 2

4 Application Sever 2

5 Directory Server 1

6 GSM/GPRS Server 1

7 Reporting Server 1

8 Integration Server 1

9 GIS Server 1

10 SAN Array 2 Tb 1

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80

Sl.

No.

Description Qty

11 Storage Manager 2

12 Access control facilities at server rooms 2

13 Application Software for ITS 1

14 Workstations/Computers 4

15 Dot-matrix Printer 2

16 Ink jet Printer/Scanner 1

17 Plotter 1

18 UPS (servers and computers)-20KVA with 15 minutes backup 1

19 System software for Computers 4

20 Generators(30KVA) 1

21 Window A/C -capacity 4 tons 4

22 Power supply distribution (on actual ) 1

23 Cost of Project Management, Installation, Integration and testing 1

GPS Vehicle Mounted Unit

Sl. No. Description Qty

1 Supply and of Vehicle Mounted Unit 500

2 Installation of Vehicle Mounted Unit 500

3 Supply, Installation and commissioning of Vehicle Tracking

Software Application (License for a fleet size of 500 units)

1

4 Integration with Application software of GIS road network dataset 1

5 GPRS enabled Activated SIM cards for a GSM Service Provider 500

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Display System


1 Bus Destination Board 500

2 Bus Mounted Display Panel 500

3 Bus Stop Display Unit 80

4 Bus Terminal Display Unit 10

Communication & Connectivity

Sl. No. Description Licenses

1 4 Mbps dedicated bandwidth (License

Cost per year)

2 4 Mbps Redundant Line

GIS Software

Sl.

No.

Description Licenses

1 Integration of application software with GIS road network dataset of Mysore

1

2 MapXtreme Java Version 4.7.0

3 Geo fencing of routes by physical survey and

integration with the Geo Fencing module.

At

Actuals

Central Control Station Facility Management (Operations)


1 Manpower

(i) Computer/ Data entry Operator 4

(ii) Database Administrator 2

(iii) Software Programmer 2

(iv) System Administrator 2

(v) Project Manager 1

(vi) Provision of Spares for all above equipments

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D-7. Sample Reports

Daily Reports

1 Bus stops skipped

2 Speed violation

3 Driver duty performance daily/weekly/monthly

4 Daily out shedding deviation report

5 Driver wise improper stopping

6 Details of Missed trips

I) Daily Bus Stops Skipped Report

Date Bus Stop Type :

Sr. No. Time Bus

No

Route

No.

Bus Stop

No.

Stage

Name

Depot

Code

Driver

ID.

Conductor

ID

Total No. of

stops skipped

II) Daily Speed Violation Report

Date : Duration mare than …… seconds

Duty No: Bus registration No

Sr. No Time Route No Location Driver

No

Duration

(Sec)

Speed

(kmh)

1

2

III) Daily Driver Duty Performance

Date:

Sr. No Driver Name: Driver ID: MOR/EV Outshedded (Y/N) DUTY STATUS

1

2

IV) Daily Out shedding deviation report

Daily Out shedding deviation report

Date: Shift:

Sr.

No.

Duty

No.

Bus Reg.

No.

Scheduled

Outshed Time

Actual

Outshed Time

Deviation

time(min)

Reason

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V) Daily Improper Stopping Report

Date:

Sr. No. Time Route

No

Driver

No

Driver

Name

Bus Reg.

No

Conductor

No

Stage

Name

1

2

VI) Daily Missed Trips Report

Date : Misse

d Trips

Break

Down

Bus

No

Staff

No

Late Out

Shedding

Late

Running

Route

Deviation

Total Missed

Trips

Terminal

Terminal Total

Grand Total

D-8. Scaling plans

Technology Road map with Mysore as a pilot across other cities for KSRTC

“Universal currency” – Smart Cards – ticketing – expanding to interact with its eco-

system – smart card usage for services in commercial stalls inside KSRTC bus stations /

bus stops

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E. Financials

E-1. Budget Estimates - Capital Cost, operational cost & RoI

Central Control Station Cost

Description Unit Cost Qty Total (Rs.)

1 Servers 17 boxes, Software License and Network costs :

(i) Edge Server 175000 2 350000

(ii) Web Server 175000 2 350000

(iii) Database Server 1700000 2 3400000

(iv) Application Sever 720000 2 1440000

(v) Directory Server 175000 1 175000

(vi) GSM/GPRS Server 385000 1 385000

(vii) Reporting Server 175000 1 175000

(viii) Integration Server 720000 1 720000

(ix) GIS Server 385000 1 385000

(x) SAN Array 2 Tb 650000 1 650000

(xi) Storage Manager 385000 2 770000

(xii) VAT 4% on the above 352000

(xiii) Packaging & delivery charges 10000

(xiv) Software licenses 20000000

(xv) Network components 1650000

(xvi) Network Installation 67000

(xvii) Cost of design, sizing, system architecture installation, commissioning, testing

13616000

(xviii) GPRS/GSM communication cost

(xix) Data communication between GSM VMU &

Central control station for 500 buses at Rs.200/- per month per bus for 3 years

3600000

(xx) Two way voice communication between 500 buses

and CCS at Rs.150/- month per bus for 3 years

2700000

(xxi) GPRS data communication for 584 display units at RS.200/- per unit per month for 3 yrs

4205000

2 Access control facilities at server rooms 100000 2 200000

3 Application Software for ITS 5000000 1 5000000

4 Workstations/Computers 50000 4 200000

5 Dot-matrix Printer 10000 2 20000

6 Ink jet Printer/Scanner 30000 1 30000

7 Plotter 40000 1 40000

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Description Unit Cost Qty Total (Rs.)

8 UPS (servers and computers)-20KVA with 15 minutes

backup

1000000 1 1000000

9 System software for Computers 20000 4 80000

10 Generators(30KVA) 900000 1 900000

11 Window A/C -capacity 4 tons 75000 4 300000

12 Power supply distribution (on actual ) 1000000 1 1000000

13 Cost of Project Management, Installation,

Integration and testing

5000000 1 5000000

Total Central Control Station Cost ( B ) 68770000

GPS Vehicle Mounted Unit

Description Unit

Cost(Rs.)

Qty Total

(Rs.)

1 Supply and of Vehicle Mounted Unit 13,000 500 6,500,000

2 Installation of Vehicle Mounted Unit 500 500 250,000

3 Supply, Installation and commissioning of Vehicle Tracking Software Application

(License for a fleet size of 500 units)

100,000 1 100,000

4 Integration with Application software of GIS road network dataset

100,000 1 100,000

5 GPRS enabled Activated SIM cards for a

GSM Service Provider

200 500 100,000

Total GPS System Cost ( A) 7,050,000

Display System

Sl.

No.

Description Unit Cost

(Rs.)

Qty Total

(Rs.)

1 Bus Mounted Display Panel 50000 500 25,000,000

2 Bus Stop Display Unit 200000 80 16,000,000

3 Bus Terminal Display Unit 350000 10 3,500,000

Total Display System Cost ( C ) 44,500,000

Communication and Connectivity Cost

Sl.

No.

Description Unit

Price

Licenses Total (Rs.)

1 4 Mbps dedicated bandwidth (License

Cost)

1500000 1,500,000

2 4 Mbps Redundant Line 1500000 1,500,000

Total Communication Cost ( E ) 3,000,000

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GIS Software

Sl.

No.

Description Unit

Price

Licenses Total (Rs.)

1 Integration of application software with GIS

road network dataset of Mysore

NA Built into GPS

System

2 MapXtreme Java Version 4.7.0 800000 1000,000

3 Geo fencing of routes by physical survey and integration with the Geo Fencing module.

400000 At actuals 500,000

Total GIS Software Cost ( D ) 1,500,000

Central Control Station - Facility Management (Operations)

Sl.

No.


(Rs.) p.a.

Qty Total (Rs.)

1 Manpower Cost

(i) Computer/ Data entry Operator 120000 4 480000

(ii) Database Administrator 300000 2 600000

(iii) Software Programmer 480000 2 960000

(iv) System Administrator 300000 2 600000

(v) Project Manager 720000 1 720000

Total Manpower Cost 3360000

2 Consumables Cost

(i) Computer Stationary 48000 1 48000

(ii) Printer Cartridges (assuming two cartridge per

month)

38400 1 38400

Total Consumable Cost 86400

3 Maintenance Cost (AMC)

(i) Maintenance cost of CCS H/w, S/w and N/w Components

750000 1 750000

(ii) Maintenance cost of computers including service and spares (per year charges assuming AMC)

5400 4 21600

(iii) Maintenance cost of VMU including spares per year 1000 500 500000

(iv) Maintenance cost of generators including Diesel,

per year

175000 1 175000

(v) Maintenance cost of AC Units 7500 4 30000

(vi) Maintenance cost of UPS 5000 1 5000

(vii) Provision of Spares for all above equipments 1112500

Total Maintenance Cost 2594100

4 Sub Total (1 + 2 + 3) 6040500

(i) Operational Overheads 3775313

Total CCS Facility Management Cost (F) Per Year 9815813

Total Cost of facility management for 3 yrs (F x 3) 29447439

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Depot Infrastructure (Two Locations) (KSRTC Scope & Expenses)

Sl.

No.


(Rs.)

Qty Total

1 Computers/ Workstation with 17 inches monitor 45000 2 90000

2 Printer 15000 2 30000

3 UPS 30000 2 60000

4 A/C- capacity 25000 2 50000

5 Application Software for Computers 100000 2 200000

6 Man Power for a period of 3 years (2 Operators

- 2 Shift)

625000 4 2500000

7 Maintenance Cost 25000

Total cost for 2 depots ( G )

2955000

Preliminary & Preoperative costs at 2% of following costs

1 Cost of setting up IT Infrastructure, Data Centre, networking

and components 68770000

2

Supply and Installation of Vehicle Tracking GPS devices with

application software and associated hardware. (GPRS

Enabled Active SIM Cards) 7050000

3 Display System 44500000

4 Communication and Connectivity Cost 3000000

5 GIS Software Cost 1500000

6 Facility Management Charges( 3 Years) 29447438

7 Depot Infrastructure (KSRTC Scope) 2955000

Sub Total 157222438

Preliminary & Preoperative costs at 2% of sub-total Cost of vendor development, tendering costs, cost of related

surveys, cost of testing, etc.

3144448.8

Project Management Consultancy Charges @ 6%

1 Central Control Station Cost 68770000

2 GPS Vehicle Mounted Unit 7050000

3 Display System 102223750

4 Communication and Connectivity Cost 3000000

5 GIS Software Cost 1500000

6 Facility Management Charges (3 Years) 29447438

7 Depot Infrastructure (KSRTC Scope) 2955000

Sub Total 157222438

Project Management Consultancy Charges @ 6% (CIRT) of above costs 9433346.28

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E-2. Summary of Budgetary Cost Estimates

S.

No.

Description Total Price

(in Lakhs)

1 Central Control Station Cost 687.70

2 GPS Vehicle Mounted Unit 70.50

3 Display System 445.00

4 Communication and Connectivity Cost 30.00

5 GIS Software Cost 15.00

6 Facility Management Charges( 3 Years) 294.47

7 Depot Infrastructure (KSRTC Scope) 29.55

8 Project Preliminary and Pre operative Charges 2% 31.44

9 Project Management Consultancy Charges @ 6% 94.33

10 Consultancy Charges for DPR, RFI and Tender Evaluation 15.00

11 Project Evaluation Study 200.00

Total Cost of Project 1913.00

E-3. Funding Plan

Fund Flow Pattern

The overall project cost can be broadly divided into two categories. These categories

include the material costs (procurement of material including software procurement)

and service costs (deployment, installation and integration). The fund flow pattern

identifies the necessary funds required at every stage of the project with respect to the

activities identified in the Gantt chart. All the material costs have to be incurred against

the purchase order raised. The service costs will be met according to the flow of

activities identified in every quarter of the Gantt chart. Incase the procurement and

installation of an item occur simultaneously, the expenditure procedure will be similar to

material costs. The cost of project monitoring and evaluation study will be met during

the 3rd year of the project. The Project Management consulting charges will be paid at

80% during the first year, 10% during the second year and the balance 10% during the

third year.

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Capital Flow for the Project

Sl. No. Agency Project Contribution Source Amount

(Rs.

Lakhs)

% Share by

Specific Source

1 GEF & GOI GEF + GOI Funding 1665.23 87.05

2 Government of

Karnataka

Grant towards its share 123.89 6.48

3 KSRTC Grant towards its share 123.89 6.48

Total 1913.00 100.00

Statement of Fund Flow Schedule for Financial Contribution and Sources (in Rs. Lakhs)

Year 1 Sl.

No

.

Source

Q 1 Q 2 Q 3 Q 4

Year

2

Year

3

Total

1 GEF & GOI

1011.55 159.77 21.36 111.15 93.66

267.7

5

1665.2

3

2 Government of Karnataka 75.25 11.89 1.59 8.27 6.97 19.92 123.89

3 KSRTC 75.25 11.89 1.59 8.27 6.97 19.92 123.89

Total

1162.06 183.54 24.54 127.68

107.5

9

307.5

9

1913.0

0

Schedule for Financial Contribution and Sources (in percentage basis)

Year 1 Sl. No. Source

Q 1 Q 2 Q 3 Q 4 Total

Year

2

Year

3

Total

1 GEF & GOI 60.7 9.6 1.3 6.7 78.3 5.6 16.1 100

2 Government of

Karnataka 60.7 9.6 1.3 6.7

78.3 5.6 16.1 100

3 KSRTC 60.7 9.6 1.3 6.7 78.3 5.6 16.1 100

Total 60.7 9.6 1.3 6.7 78.3 5.6 16.1 100

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E-4. Financial Analysis of Project viability

General Assumptions

Transportation needs of the city will depend on the city’s population and population

growth; population growth of the city is assumed to be 2.5% p.a.

In case the proposed ITS system is not implemented, existing (and prospective) users will

gradually shift to personal transportation. There is no fare increase in the immediate

term soon after the ITS is introduced. Fare increase over the longer term is taken as

aggregated figure of about 10%.

Two wheeler riders traveling beyond 10 kms distance per day are potential customers

for KSRTC ITS buses.

At least 25% of these potential customers will definitely switch over to KSRTC buses after

implementation of the ITS project.

The present two wheeler riders will use the ITS bus at lest for 200 days in a year. The rate

of trips per day is estimated as 2.01.

Revenue Increase

1. Rise in customers using ITS bus

The CIRT survey conducted on 4th July 2008 revealed that 89% of the sample

population is willing to shift to public transport of KSRTC IT buses. However, on having

focus group discussion with the experts in the public transport domain, it is assumed

that out of 89% of the preferred two wheeler riders, only 25% of them will actually shift

towards the public transport system. There are 2.8 lakh two

wheeler owners in Mysore city. The following is the trip

pattern and travel distance pattern of the two wheeler

riders in Mysore city:

Generally, the two wheeler riders prefer to use their two

wheelers for short distance travel. Considering this, it is

assumed that in Mysore city, the two wheeler riders prefer

to use two wheelers up to a

travel distance of 10 kms

per day. Based on these

assumptions, it is estimated

that 70.64% of the two

wheeler riders are the

prospective customers

shifting towards ITS bus transport. As already indicated, 25%

of 70.64% of the two wheeler riders are pessimistically

considered as the probable customers shifting towards the ITS bus. It is further assumed

that they will travel in the bus for at least 200 days in a year. It is worked out that 1977.9

lakh kilometers of two wheeler travel will be reduced per year after the potential two

wheeler riders shift to the ITS buses. It is estimated that the above mode shift will

Distance(km) % Share

0 - 5 17.43

6 - 10 11.93

11 - 15 15.60

16 - 20 19.27

21 - 25 7.34

26 - 30 9.17

31 - 35 0.92

36 - 40 4.59

41 - 45 0.92

46 - 50 3.67

> 50 9.17

No. of Trips % Share

1 6.42

2 58.72

3 5.50

> 4 29.36

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increase 49448 passengers to KSRTC. This will increase the revenue of KSRTC to Rs.

3,43,762 per day. The total revenue increase due to the introduction of ITS in KSRTC

services in Mysore is estimated at Rs. 6.87 crores per year. Thus the total project cost will

be recovered within a span of 3 years even without a fare hike in KSRTC’s city services.

From the above analysis, it is found that the revenue increase due to ITS

implementation will be sufficient to sustain the ITS project in Mysore.

Cost Assumptions

Risk of cost inflation during the time of ITS implementation is already built into the

estimates of the capital costs.

There is a significant cost advantage arising out of purchase of high quality material for

ITS project. In essence it is expected to decelerate the growth of cost of maintenance

and operations.

Project O & M IRR

The project operations and maintenance (O&M) IRR considers the returns on the O&M

part of the project. That is, it does not consider the capital costs incurred in getting the

project up and running. Assuming that the capital costs are funded by grant/aid, the

project O&M IRR reveals the overall sustainability of the project.

2. Revenue from different sources

In addition to the primary source of income, there are always possibilities to utilize other

sources of income in any business model. Many models can easily add one or two

additional revenue streams without the need for extensive development, but merely by

exploring existing possibilities from a fresh perspective. A large number of innovative

and successful Businesses can be explored for the possibility of additional income from

advertising or from merchandising. KSRTC, Mysore has multiple revenue sources, which

comprises of not just regular tickets and passes, but also other sources such as

advertisements. A few possibilities of additional revenue streams for KSRTC, Mysore

have been explained below:

Advertising on the Bus body

KSRTC can earn additional revenue through advertising on the bus body. City buses

generate advertising revenue by carrying advertisement banners or hoardings. A

company hires a particular bus for displaying an advertisement for a specific period of

time. Advertising rates are based upon the advertisement banner, time period of

advertising, brand of bus being chosen and route quality. It is seen that BMTC

generates an additional income of Rs. 62,000 per month per bus through this scheme

on its VOLVO services.

Advertising inside the buses

Another source of revenue for KSRTC is through advertisements by carrying small sized

banners behind the seats. Also the in-vehicle display units inside the buses can be used

to scroll advertisements for a pre-determined time period in between the bus-stops. The

audio announcement system can also be used to announce products along a specific

route and can be charges accordingly.

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Revenue from Online Advertising

Advertising online offers impressive value compared to traditional media, and the

possibilities for accurately tracking and measuring the response to a campaign is

superb. Online advertising is certain to continue to provide an important source of

income, and a potent revenue stream for all sorts of eCommerce ventures. Advertising

Networks are an excellent source of website revenue generation, allowing the

webmaster display and earn revenue from many different ads. Another service can be

providing links to paid sites.

Revenue from Subscriptions

Subscription-based revenue stream is very vital to any eCommerce. Companies with all

business models often seek to add a subscription based element to their offerings since

subscriptions can be the most lucrative of all forms of revenue. People will only

subscribe to something where they see the value and can find no suitable free

alternative. This software typically comes with subscription-style licensing, information

sites seek to offer subscription-only content, and Search Engine Optimisation

companies asking clients to subscribe. Since KSRTC will be catering to the needs a wide

range of end-users, subscription-based income sources can prove to be lucrative.

Google Ad-sense

This is the largest and most popular online advertising network, which allows us to

display ads relevant to our site's content. Text and graphics ads of various sizes and

shapes are available. Ad-sense for Search also allows the website holders to generate

revenue from Google searches conducted on their site. KSRTC can earn money from

its site every time a visitor completes a Search through a Google search box placed on

the site.

3. Reduction in Fuel Consumption

In the earlier section, it has been estimated that around 1977.9 lakh kilometers of two

wheeler travel will be reduced as a result of the modal shift due to the introduction of

ITS in Mysore City. Assuming an average mileage of 45kmpl for two wheeler vehicles,

the estimated reduction in fuel consumption is to the tune of 43977.8 litres of petrol per

year. This will result in a net savings of Rs. 241,745,777 per year going by the current fuel

prices.

Economic IRR

The economic IRR (EIRR) takes a much broader perspective of the fallouts of the

proposed project. It considers several indirect benefits which are not readily

quantifiable or reducible to financial measures. These fallouts which are measured in

this category are classified as “economic returns”. A societal perspective is taken

when calculating costs and benefits: that is, all the costs and benefits are considered

without considering that who is the payer or the beneficiary.

A bus system with ITS can provide a number of benefits to a diverse set of local and

global stakeholders, from reduced greenhouse gas (CHG) emissions to increasing

social cohesion to providing more sustainable urban transport alternative.

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Social Benefits

• Reduced uncertainty while waiting for bus

• Reduced travel times / waiting time

• Enhanced reliability of bus system

• Increased economic productivity

• Increased mobility at reduced travel cost

• Improved traveling conditions

• Overall reduction in adverse selection

• More equitable access throughout the city

• Reduced accidents and injuries

• Increased civic pride and sense of community

• Reduced emissions of air pollutants

• Reduced noise

• More sustainable urban form, including densification along major corridors

• Reduced cost of urban travel

Social Acceptance

• Needless to say that the project should be accepted by the citizens of the city as

they are the intended users and patrons of ITS. Their acceptance of the ITS is

critical.

• Citizens should be educated about what they expect from the project and what

are the end benefits of ITS. This should be done in earnest line educating public

and quashing rumors is a time consuming task.

Life Span of the Project

The life span of the project is expected to be around 6 years. This period constitutes the

3 year implementation period and an additional period of 3 years considering the life

expectancy of LED display boards, vehicle mounted units (GPS) and computer

hardware. According to Written Down Value (WDV) method, 16.25% of the goods

procured for the project is the depreciation amount per year for replacing the assets.

This will be achieved by the additional revenue (traffic and non-traffic) generated

through the implementation of this project.

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F. Project implementation plan

F-1. Project Monitoring Committee(PMC)

The ITS project is planned to cover 500 Buses, 80 Bus Stops and 2 Bus Terminals. The

overall program would contain the following eight components:









KSRTC needs to set up immediately an apex level Project management Committee

(PMC) to ensure the overall progress of the project and to consider and approve

funding and from various resources such as JNNURM, GEF, State Government, . The

committee needs to represent the key stakeholders within KSRTC to ensure that

decisions are taken in consultation with the key departments which would be

influenced by the new Intelligent Transportation system in the work processes. The

Chairman of the Committee will be nominated by the MD of KSRTC. This committee will

have Finance, Stores, Engineering, Civil & Electrical and IT department representatives.

The Project Management Committee will be delegated the necessary authority to take

final decisions on any of the issues referred to the committee. The RFP of this DPR will be

scrutinized by the PMC and approved before being released to the public. The

committee’s decision will be on majority-based and in the event of a tie, the decision

of the Chairman of the Committee will be final. The committee will be established to

last the tenure of project execution and monitoring of operations for a minimum period

of three years.

The Chairman of PMC, a senior officer of KSRTC be the one-point contact for KSRTC on

all matters relating to the successful execution of the project. The Chairman, being the

nodal officer will liaison with various funding agencies - JNNURM, GEF, and State

Government to follow up compliance and flow of funds as required during the

execution of the project and operation of the system.

F-2. Project Management Agency (PMA)

To ensure professional management of the project it is recommended that the Project

implementation be outsourced to a professional agency identified by KSRTC. KSRTC

entrusted Central Institute of Road Transport (CIRT) the task of preparing detailed

project report of this project since CIRT being the expert professional transport

consulting arm of the Association of State Road Transport Undertakings, and Ministry of

Shipping, Road Transport and Highways, Government of India. It is recommended to

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engage CIRT for identifying and selecting a suitable Project Management Agency. As

per the procedure prescribed at ‘Phase-I PMA appointment’, the expenditure in this

regard will be booked under the budget head ‘Project Management Consultancy

Charges’ (Ref : E-2 Summary of Budgetary Cost Estimates).

The Project management agency needs to address the following key functional

dimensions:

Integration Management

Scope Management

Time Management

Cost Management

Quality Management

HRM

Communications Management

Risk Management

Procurement Management

The project management needs to cover the key project phases – (a) initiating, (b)

planning, (c) executing, (d) controlling, and (e) closing as represented in the following

figure:

In each of the project phases covering – initiating, planning, executing, controlling and

closing, application of the 6-Q framework will ensure that the tasks under each of the

phases are carried out for a definite purpose using the best of techniques and

methodologies covering all the stakeholders’ interest in a timely manner and at

appropriate places. This is detailed in the following table:

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6-Q Framework

Project

Phases Why What How When Where Who / Which Whom

Initiating

Define Project outcomes

Identify

steps /

activities for Project

approval

Committing

the

organization

Identify

timelines for

project completion

Identify

locations for

project completion

Resources –

(4M) Men,

machines, materials &

money required

Identify

decision

authorities whose

approval is internally

required

Planning

Establish goals

Scope Planning

Scope

Definition

Scope

limitations (boundaries

)

Organization Planning

Tools &

techniques

Cost

estimating & budgeting

Resource

Planning

Quality Planning

Communicati

on Planning

Risk Planning –

Identification,

Quantification

Legal implications

Activity duration

estimating

Schedule Development

Milestones definition

Identify locations

where action

is to happen

Identify the broad areas

of

responsibility

and roles

Identify resource

requirements

Procurement

Planning

Identify stakeholders

who are

affected by

the project

Executing

Identify optimal activities

Activity Definition

Activity

Sequencing

Risk Response Development

Dependency

relationships

Schedule Management

Manage events at identified

locations

Source selection

Resource

acquisition

Feedback from identified stakeholders

Controlling

Verify with quality

benchmarks

,

parameters

Scope verification

Risk Response Control system

Cost Control system

Performance

Reporting system

Contract

Change

Control System

Procurement

audit

Schedule Control

Site inspections

Who are authorized to

inspect / test

intermediate

outputs?

Authorized Decision

points

Feedback questionnaire

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Closing

Contract Administration

Contract

Work Results

Change

Requests

Seller

invoices

Manage interfaces amongst

various

providers

Contract change

control system

Performance

Reporting

Payment

System

Quality audit Where would the payment be made, the

bankers and

the form of payment

Establish authorized signatories of

the Contract

Admin

Contract close-out

Identify authorized signatories to

the contract

closing – formal

acceptance

and closure

The selection of the Project Management Agency (Consultant) and the key roles to be

played by the PMA are indicated in the following diagrams which are illustrative of the

overall scope and responsibility of the consultant appointed by CIRT on behalf of

KSRTC.

Clearance received from funding agency

on the DPR & RFP

Preparation of

EOI Notices

Approval of

EOI Notices

Release of

Advertisement

in national newspapers

Last Date for

bid submission

/ profiles by

interested agencies

Bid opening &

short-listing

Preparation of

evaluation reports

Approval of bids by PMC

Phase – 1 PMA appointment

Mobilization by

the Consultant

Kick-off meetings

- PMC

Review by the

PMC

Submission of

inception report

PMC workshop State-1: n –

Review by the PMC

Approval of the

Consultant’s reports

Phase – 2 Project preparation

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In brief there will be three key processes in the overall implementation of the ITS Project:

Information

Distribution

Team

Development

Quality

Assurance

Scope

verification

Solicitation Source Selection Contract

Administration

Project Plan Execution

Facilitating Processes

Scope

Planning

Scope

Definition

Activity

Definition

Resource

Planning

Activity

Sequencing

Activity Duration

Estimating

Cost

Estimating

Schedule

Development

Cost

Budgeting

Project Plan

Development

Quality

Planning

Communication

Planning

Risk

Identification

Risk

Quantification

Risk

Development

Organizational

Planning Staff acquisition Procurement

planning

Solicitation

Planning

Core Processes


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F-2-a. Program Management Process

The processes related artifacts identified under this category include:

Communication Matrix: The communication matrix defines the information

requirements, distribution patterns, ownership of transmission, frequency of the event

and format and media through which the information needs to be communicated.

The matrix is comprehensive and encompasses all the project contacts to take care of

inter project dependencies which are vital in this program. The template for

Communication Matrix is enclosed as Appendix ‘A’.

Issue Management: Every project and the program as a whole shall have issues

propping up that directly affect schedule and indirectly cost. The issues are

categorized depending on their likely impact and the resolution path is pre defined

rather than evolve a path during the manifestation of an issue. An issue tracker is

provisioned on the PMT website. Issues can be posted by any of the project

stakeholders and the same would be tracked until resolution.

Risk Management: The program as a whole and the projects there in would have

associated with them a set of elements that would be perceived as a risk towards

program/project failure. The idea here is to capture these risks and find mitigation

avenues. This section does not yet provide a framework (where there are quite a few

well known ones and one could be chosen or customized at a later stage) for risk

mitigation but provides a template for capturing risks, a sort of a risk list.

Project Dependency Matrix: All the projects under the current eGovernance initiative

ambit have many dependencies, on external agencies as well as on each other. This

matrix is targeted towards capturing these dependencies and documenting them,

such that a uniform execution of the projects can be ensured and risk related to

integration is mitigated.

F-2-b. Project monitoring & control process

The processes related artifacts identified under this category include:

Change Management Plan: A typical project always encounters a need for change.

This change could be in terms of scope, cost, quality and schedule. A Change

Management Plan shall ensure that all changes to the project are reviewed and

approved in advance; coordinated across the entire project and all stakeholders are

notified of approved changes to the project. The Change Management Plan and the

Change Request Format need to be furnished by the PMA to CIRT before commencing

the project management activities.

Project Fortnightly Status Reports: The projects have extensive interdependencies on

each other in the form of application and data standards, deployment environment,

and interlinked schedules. This situation demands the projects be reviewed as

frequently as possible. A period of fifteen days has been decided with an assumption

that an incremental change which would need appraisal as well as intervention at this

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periodicity. Once again to maintain consistency across the projects, the Fortnightly

status report template need to be furnished by the PMA to CIRT before commencing

the project management activities.

Minutes of Meeting: Minutes of meetings are an important part of any project as well as

the program as a whole. Major decisions and future directions are evolved from this.

They are revisited often to compare and cross check. The MOMs are recorded in their

simplest form highlighting the discussion points and decision and ownership for

actionables (for individual project and program level).

Procurement Forecast Plan: However, under this category, one process assumes

significance. The development and deployment environment needs of each of the

projects. Considering the fact that the procurement cycles are time consuming and

also the delivery timelines for vendors, a process is defined to help accelerate decision

making and support project schedules.

Project Plan: By the time a project team arrives at the first milestone of delivering the

Inception report, it is expected that the high level project plan has been evolved and

included in the report. The project plan should conform to the following:

It is mandatory that the project plan be in MS Project

The project phases planned out should conform to the deliverables (high and

medium level) committed to in the description of services to contract and the

inception report submitted

The project plan should be revised every fortnight in line with the status report

submitted and reviewed. The conformance of milestones and activities should not

be at variance for a period of more than one fortnightly review. Revision history

should be strictly maintained

The project plan should be uploaded onto the PMT website for access to all those

authorized stakeholders. The responsibility to do so shall rest with the concerned

project manager.

Project Phase Plan in Detail: At the exit of each phase, the plan for next phase should

be available in detail. It may be noted here that the project plan submitted as part of

the inception report is a high level plan. Progressive elaboration of various factors is

expected as the project moves into different phases. The phase plan should conform

to the following requirements:

Should be in MS Project

Should be detailed, with clear breakdown of activities

Activity notes should contain the resource assignment details

The plan should be revised every fortnight similar to the master project plan

Project manager shall ensure the availability of the plan on the PMT Website.

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F-3. Project Deliverables Management

The high level deliverables common across projects have generally been identified as

follows:

Project Inception Report

Software Requirements Specifications

Architecture Document (Conceptual and Physical Architecture)

High Level Design

Detailed Design Document

Application Development Plan, Pilot, Scope, Test Data required, Security,

deployment and other infrastructure services for the project)

Integration with existing Systems document

User Acceptance Test Plan

User Acceptance Test Report

Pilot Implementation Plan

Pilot Feedback Report

Implementation Readiness Report

Training Plan

Training report

Deployment Plan

Deployment Readiness Report

While the list is indicative, each of the deliverable comprises of components that

include physical and electronic artifacts. Each of these deliverables will be submitted

by the vendors.

Program management involves a large variety of activities across different projects

and varied stakeholders. The aim of putting in place a well defined process

framework ensures conformity across the project and stakeholders. While the

framework takes care of regular processes, clarity of approach and expectations, the

project managers can dedicate their time better to ensuring the realization of the

objectives and vision of KSRTC.

As part of the overall program management, the Project management agency will

also undertake validation tests of the implementation, quality audit on the system and

coordinate with the implementing vendor to ensure that the system operating

procedures are established, documented, tested, manpower trained, processes

modified if necessary, obtaining acceptance for a period of six months from the date

of the successful launch of the pilot.

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F-4. Project progress measurement and control

Project Performance will be measured regularly to identify variances from the plan. A

control mechanism will be set in place that would include taking preventive action in

anticipation of possible problems. The controlling process will include the following

elements:

In addition, the project management

process would set up the following

management mechanism:

Interdependency Management:

Identification and management of

interdependent items and variables

across the different components of the

project – communication, power, civil

infrastructure, ITS components inside

buses, bus stations and at bus stops

Issue Management: Interactive and

collaborative identification,

management and disposition of issues

(delays, failures, change in plan, change

in specifications, etc) across the different

project elements, including definitive issue resolution closeout, documenting issue

history etc

Plan version control: documenting history files reflecting prior state and baseline plan

Document Management: Full document storage and management including

collaboration and document version control accessible to Project management team

members

Cascading: automated flow-through of project and task changes through inter-related

and interdependent projects to determine the potential effect of delays and failures;

effects of schedule changes and resource allocations in one component on other

components of the project helping trace the original causes

Metrics: Full array of management, financial and resources allocation / utilization

indices.

The project progress will be monitored based on fortnightly reports covering the

following parameters: Accountability, skills, collaboration, reporting, alerting, quality

control, escalation procedures

Scope

Change Control

Schedule

Control Cost

Control

Quality

Control

Risk

Response control

Project Controlling


Performance

Reporting

Overall Change

Control

Resource

Control

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F-5. Project Implementation Vendor (PIV)

In addition to the Project management unit being set up, the implementation vendor

will have to set up their own project monitoring mechanisms and will report to the

Project Monitoring Agency for which the PMA will provide the necessary templates.

The implementation of the project will be undertaken by the winning bidder which can

be individual bidder or a consortium. KSRTC will award the contract which will include

implementation of the project meeting the requirements of the RFP. The contract

awarded to winning bidder will also include the “Operation & Management of the ITS

facilities setup for the project for a period of three years. Hence the same contractor

who implement the project will also be responsible for the maintenance & operations

of post implementation.

Procurement Process Management

KSRTC will float tenders for global participation on a two-bid system that consists of

Technical bid and Commercial bid. The cost of bid document will be announced

along with the last date of purchase of tender document/RFP and date and time of

opening of bids. The bid process including the Functional, Technical, general

instructions & commercial details and the legal contracts are detailed in the Request

for Proposal (RFP). The tender procurement norms furnished in the RFP will be adopted

for the selection of vendor for implementation of the project and as well as Operations

& Maintenance of the project.

F-6. Project Plan - Schedule, Milestone & Work Breakdown

No. Delivery Areas Start Date

(T0 +

weeks)

End Date

(T0 +

weeks)

1. Date of Award of Contract T0 T0+1

2. Procurement of hardware, Software licenses T0+1 T0+16

3. Development of Application Software T0+1 T0+21

4. System Integration T0+21 T0+25

5. Procurement & Integration of GPS System T0+10 T0 + 16

6. Development & Testing of Display System Prototype T0 + 4 T0 + 16

7. Procurement & Installation of Display Systems for 300 Buses T0 + 16 T0 + 24

8. Procurement & Installation of Display Systems for Bus Terminals T0 + 5 T0 + 23

9. GPS/GPRS integration with all modules of ITS and Data Centre. T0 + 16 T0 + 26

10. Integration of all modules T0 + 26 T0 + 30

11. Acceptance Testing T0 + 30 T0 + 34

12. Pilot run on 10 Buses and Performance testing, Acceptance T0 + 34 T0 + 38

13. Deployment on 100 Buses T0 + 38 T0 + 46

14. Deployment on another 190 Buses T0 + 46 T0 + 56

15. Deployment in another 100 buses T0 + 56 T0 + 108

16. Deployment on Remaining 100 buses T0 + 108 T0 + 160

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Gantt Chart (For first year)

Quarter 1 Quarter 2 Quarter 3 Quarter 4 Sl

No

Track Name Durati

on Month

1

Month

2

Month

3

Month

4

Month

5

Month

6

Month

7

Month

8

Month

9

Month

10

Month

11

1 Date of award of contract

1 wk

2 Delivery of

hardware to Data

Centre

15 wks

3 Application

Development 20 wks

4 System integration 4 wks

5 Procurement and integration of GPS/

6 wks

6

Development and testing of prototype

display systems of

bus and stops

12 wks

7

Procurement and installation of

display systems for 300 buses initially

8 wks

8

Procurement and

installation of display systems in bus terminals

18 wks

9

GPRG/GPG integration with all

modules and Data Centre

10 wks

10 Integration of all

modules 4 wks

11 Aceptance Testing 4 wks

12 Pilot run on 10 buses 4 wks

13 Deployment on 190

buses 8 wks

14 Deployment onremaining 100 buses

10 wks

15 Training 2 wks

Important Note: This project schedule does not account for delays that are not

controllable directly. The above Schedule is subject to change depending upon the

complexities of the project and variations in the requirements during the development

and implementation phase.

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F-7. Deliverables

Software Requirement Specification

Project Plan

User Acceptance Test Plan

Test Plan

System Architecture

Information Architecture

Visual Design

System Design

Test Case

Coding standards

Source code

Test cases

Test reports

Release note

User manual and Training Plan

Support plan.

F-8. Roles & Responsibilities of key stakeholders

An overview of the roles and responsibilities of the four key stakeholders – KSRTC, CIRT,

Implementation vendor and the Program Management Agency (Consultant) are

outlined below. However during the finalization of the contract with the external

agencies, the roles and responsibilities will be detailed out with corresponding liability

clauses.

F-8-a. KSRTC

Provide timely approvals at various stages of the progress of the project and

release the funds in a phased manner based on the progress of the project and in

terms of the commercial contract with the implementation vendor based on

clearances and certifications by the Project Management Agency (Consultant)

appointed by KSRTC.

Arrange for necessary permissions for entry and exit of authorized personnel of the

implementation vendor and their consortium partners if any, the Project

management agency (Consultants)

Provide an independent office suite to the PMA for the period of project execution

at Mysore with communication facilities and other basic essentials

Arrange for meetings with key officials of KSRTC as needed and to have the

internal IT team of KSRTC for any integration of ITS with existing applications

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Provide necessary assistance as and when required for the implementation

vendors and the Project Management Agency during the project execution

phases

Undertake effective strategies for brand building of the new Intelligent Transport

system to encourage use of the KSRTC services in Mysore.

Arrange for transfer of knowledge to a team of training instructors from the three

training institutes of KSRTC to help ongoing training in the use of new ITS for Drivers,

Conductors and other users within KSRTC

F-8-b. Project management agency

Provide adequate support and assistance to KSRTC in the vendor selection process

including bid process management, vendor evaluation, providing clarifications on

various terms of reference

Closely coordinate with the Project monitoring committee during various stages of

the Project management phases as detailed below:

o Ensure that the scope, time, cost, quality, people, communication,

procurement, integration and risks are effectively managed to deliver the

project as per the terms and conditions

o Effectively liaison with the implementation vendor, various key stakeholders

within KSRTC officials

o Provide for adequate manpower to cater to various activities of the

project management

o Monitoring the project progress as per the project schedule and submit

periodical reports to KSRTC.

o Raise timely averts to critical events and slippages and coordinate with

KSRTC for timely course corrections and approvals.

o Develop appropriate templates for project monitoring and obtain

clearance of the same from Project monitoring committee.

F-8-c. Project Implementation Vendor

Responsible for complete implementation of the ITS project as stipulated under the

terms and conditions on awarding the contract including meeting the project

milestones, delivering the assured quality in the supply of products and services

and effective integration of various components for a seamless interface.

Ensure provisioning adequate staff during the operations phase to deliver quality

services as per the contract and terms of reference

Ensure that the service level metrics are adhered to and in the event of

unforeseen events provide quick and necessary alerts to the nominated official of

KSRTC.

Offer training to selected set of users in KSRTC in the use of various devices and

information in the Intelligent Transport System of KSRTC.

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G. ITS Operational Plans

Maintenance, upgrade, replenishments, Operations & financial monitoring

mechanisms, roles and responsibilities, managing warranties and claims, review of

business models.

ITS must be effectively maintained and managed to ensure that all services are

delivered without any break. The system needs to be covered with Service Level

Guarantees as part of the Service Level Agreements (SLA) to be signed with the System

implementation and integration vendor.

G-1. Service Metrics

The Quality of service metrics in respect of various sub-systems are indicated below:

ITS Applications Bench marks

ITS Application Availability 99.00%

Functional requirements upgrade < 60 days

Computing accuracy 100%

Customer Satisfaction level >80%

DIT user satisfaction level >80%

Hosting Centre

Minimum concurrent connects to the Command

Centre

500

Availability of systems at Data Centre 99.00%

Resumption of online ITS services 1 hr

Data availability 100%

Data accuracy 100%

Capacity of the database server Handle 6000 service

transactions /hr

Capacity of the Application Server Handle 6000 service

transactions /hr

Availability of agreed services over the internet 100%

Local Area Network at the Command centre

Network availability 99%

Network Latency Average of > 75

milliseconds per month

Uptime of Back Office Servers > 99%

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Time to restore back office servers from failure < 1 hr

Client Access

Grievance and Complaints settlement < 7 days

Customer Satisfaction measure > 75%

support response < 10 Sec

Average time for service at the customer premises <12 hrs

Business Development

Percentage of increase in the transactions every

quarter

10%

The basic procedures for the Maintenance & Support and administration of computing

resources of ITS Project are furnished below.

It is expected to develop a perfect synergy between the user and the machine to

Define, Identify, Analyze, Maintain, and communicate on-line data between the end

users and the decision makers. The Project Organization hierarchy provides delegation

of responsibility at all levels and end-to-end Role-Definition of the personnel.

G-2. Maintenance Plan

The maintenance team will work for providing a robust system without any down time

by applying a comprehensive maintenance policy incorporating both Hardware and

Software maintenance.

G-2-a. Hardware Maintenance Plan

All the necessary hardware required for the project like Servers and Network

Components, Computers, peripherals and other associated components would be

sourced from reputed and pre-approved Vendors. The implementing agency will have

agreements with such vendors. VMUs shall be maintained in good condition and

defective units shall be replaced at any of the designated locations.

Maintenance is broadly classified as Preventive and Reactive.

PREVENTIVE MAINTENANCE

The user shall be responsible for doing routine maintenance like virus scan and update,

UPS / Generator/ A/C maintenance as per the User Manual supplied. The maintenance

activities are followed to prevent any breakdown. Standard/genuine spares would be

maintained for any urgent replacement.

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REACTIVE MAINTENANCE:

If a breakdown occurs, the user shall report the nature of breakdown to the

administrator.

The administrator will generate the complaint number and dispatch the

maintenance team immediately to the concerned location.

The maintenance team will attend and sort out the problem. They will generate a

service report and submit to the administrator.

The administrator closes the complaint number and files it in the breakdown

register.

G-2-b. Software Maintenance Plan

The vendor shall provide Software Updates, patches/fixes, new versions/releases of all

the Application software and System software as and when it takes place. The Vendor

on its own will also install and set these updates on all the components of the System.

Troubleshooting and Customization of all the Application software will be part of this

activity. The Vendor will provide a comprehensive maintenance support to the user for

all the Hardware, Software and material taken by operator.

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H. Conclusions & Summary

Information Services remain fundamental to passenger satisfaction, which will

encourage use of public transport and reduce the use of personal vehicles. This

significantly contributes to saving the environment from heavy vehicle pollution and

reducing congestion on city roads. Intelligent Transport Systems is a pioneering effort by

KSRTC Mysore to contribute to the first step of providing dynamic information of the bus

routes, ETA/ETD at Bus Stops & terminals.

The number of sub-systems in an ITS is an umbrella term for advance automation in

mobile vehicles. Its wide range covers vehicle-to-vehicle communications, collision

avoidance and crash detection system, monitoring traffic and controlling signal lights,

electronic and speed limit signs, reversible lanes and other road safety components. ITS

technology framework includes wireless communication, sensing technologies,

inductive loop detection, video vehicle detection, and electronic toll collection.

However, this Detailed Project Report on ITS for KSRTC Mysore limits its scope primarily to

Passenger Information system and examines certain core components required to

meet the objectives of KSRTC. These components cover: Vehicle Tracking System,

common data centre, in-vehicle service, enroute bus stop services, and central bus

terminal services. Core technologies include Geographical Positioning system (SPS),

electronic Display systems, Information and Communication Technologies.

Benefits of introducing ITS include:

Reduce the time of travel

Increase the accessibility of the system

Increase the safety of users

Reduce the fuel consumption and emissions

Reduce the operation cost

Improved traffic efficiency

Reduced traffic congestion

Improved environmental quality and energy efficiency

Improved economic productivity

This Detailed Project Report will facilitate the KSRTC Management to take the next steps

of developing the Request for Proposal specifications covering the functional,

technical, operational specifications including detailed definition of various service

level metrics. This DPR also covers the estimated cost of implementing the system with

scope for expansion as the number of buses, routes and commuters increases.

KSRTC proposes to implement the system through established bid process for

identification and deployment through a system integrator.

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I. About CIRT, the consultants to KSRTC on the ITS Project

Having obtained the grant, KSRTC zeroed on Central Institute of Road Transport (CIRT)

for preparing a detailed project report and appointed them as consultants for the

project with the responsibility to prepare:

Detailed Project Report

Tender documents,

Prequalification documents

Bill of Materials/System requirement specifications

Floating of tenders and tender evaluation, selection of the contractor and award

of contract will be under taken by the technical staff of KSRTC.

I-1. Brief Profile

CIRT was established in the year 1967 as a joint initiative of the then Ministry of Shipping

and Transport, Government of India and Association of State Road Transport

Undertakings, (ASRTU).

CIRT campus occupies 84 acres of land and around 216 employees work here. The

Faculty is composed of Doctorates, pursuing Doctorates and Post Graduate Engineers.

I-2. Areas of specialization

Traffic & Transportation Engineering

Transportation Planning & Management

Public Transportation

Road Safety

Transport Policy

Intelligent Transportation Systems

Mechanical Engineering

Freight Transportation Futuristic Technologies

Environmental Pollution

Alternative Fuels

International and National project assignments

Petroleum India International, India for Al Mansoor Enterprises, Abu Dhabi

Transport Research Laboratories (TRL), UK

National Transport Corporation, Mauritius

Council of Scientific & Industrial Research, South Africa

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Traffic Police (Bangalore, Pune, Mumbai, etc.)

Ministry of Road Transport & Highways

Motor Vehicle Department of various States

State Transport Undertakings

Urban Development Authorities, Municipal Corporations

*****

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Creating globally

competitive

technologies and

managerial solutions to

serve public road transport industry

Bhosari, Pune – 411 026

Phone: +91 20 2712 5177

www.cirtindia.com

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