Mysore Intelligent Transport System For KSRTC

Intelligent Transport System for KSRTC,
Mysore – Detailed Project Report
2008
PROJECT TEAM
Team Leader - N. Ramasaamy

Faculty & Head - ITS
Team Members - G. Subhashini

Associate Faculty
M.M. Pathak
Scientist
Central Institute of Road Transport, Pune Page 2 of 112

CONTENT INDEX
Content index ............................................................................................................................................. 3
EEXXXEEEC
CU
C UTTTIIV
U VEEE SSU
IV UM
U MM
M MA
M ARRRYYY ....................................................................................................................................... 7
A
A. Overview of the project .................................................................................................................... 13

A-1. Why Mysore City for the ITS project............................................................................................ 15
B. Issues...................................................................................................................................................... 17
3
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

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
4
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

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
5
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 Ramasaamy N, Subhashini G

Report CIRT

Metadata
Title Detailed Project Report for implementing Intelligent Transportation System (ITS)
– KSRTC, Mysore for Urban commuters
Subject & DPR - Intelligent Transport System (ITS), Issues, options, challenges &
Keywords 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,
6
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

EEXXEEC VEE SSUUM
CUUTTIIV MMMA
ARRYY
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 7
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

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. 8
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.

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 9
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.

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.
10
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.

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 11
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.

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. 12
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. Project Contribution

Agency Amount (Rs. Lakhs)
No. Source
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.


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%
13
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%.

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 : 14
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.

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.
15
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.

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 16
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.

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.
17
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.

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

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 19
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.

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 20

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 CHESCOM,

Police 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

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 21
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%
Walk
33%
Car
1%
Bus
13%
Cycle & Other Auto-rickshaw

17% 14%
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

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 22
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.

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
23
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 -

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

24
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.

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). 25
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

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 26

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.

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.
27
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:

M.G. Road Dhanvantari Road Mirza Road
Vani Vilas Road Ramanuja Road Radhakrishna Avenue
Jhansi Rani Lakshmi Bai Sayyaji Rao Road Seshadri Iyer Road
Road (JLB)
Chamaraja Double Road Ashoka Road Ramavilas Road
Devaraja Urs Road New Sayyaji Rao Road Adichunchanagiri Road

28
Kantharaja Urs Road Irwin Road Sawday Road
Lokaranjan Mahal Road Karanki Tank Bund Road Lalith Mahal Road
Maharana Pratap Simhaji Dr. B.R. Ambedkar Road Chamundi Hill Road
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.

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 29
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.

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. 30

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 31
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:

Category 1995 2001 2011
Area in % Area Area in % Area Area in % Area
Hectares Hectares Hectares
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
32
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.

33

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.
34
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.

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,
35
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.

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.
36
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).

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

37
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.

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
38
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

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 39

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

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 40
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

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 41
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.

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% 42
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

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.
43
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:

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 44
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.

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
45
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

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 46
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

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
47
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

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.
48
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.

49
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

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
50

C-5. New scenario with the induction of technology
Bus Stop after introduction of ITS
51
Central Bus Terminal after introduction of ITS

Regulated Traffic after implementation of ITS
52
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

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%
53
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.

Sl Upto
Factors 2004-05 2005-06 2006-07 2007-08
No 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

54
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:
Existing- Future- Assumptions/

User Demand Particulars
2008 2011 Comments
Land Use(in Hectares) 9221 15670
Total Land Area 128.42 km²
Current Population of Mysore 9.63 Based on growth rate of 20.5%
city (In Lakhs) 9.13 lakhs lakhs 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 55475 62595 Assuming similar vehicle utilization
Km) 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 179000 361260 Based on estimated passenger
day kilometers in 2011 and passenger
lead at par with 2007-08 i.e. 8.38 kms
Based on annual growth rate
Average Load Factor (%) 72.8 76.8 observed during 2004-08 i.e. 1.78%
Growth rate 2001-2008 2.5 per
Number of Bus Stops 484 521 annum
Number of Bus Depots 2 3 Around 100 buses/depot

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 1986 1989 1996 2006 Composi % of Increase Average Expected

vehicles tion of in Vehicle growth population
Vehicles Population per year of vehicles
- 2006 between in 2011
1996-2006
4-wheeler 4829 5717 11,291 32431 9.85% 187.23 19 77392

55
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:

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 56
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.

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. 57
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.

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

58
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

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.
59
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.

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

60
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.

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 61
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. Particulars of Outcomes Evaluation plan

No
1. Increase in average passenger Obtain data on Occupancy Ratio from

occupancy in buses as a result of access CCS.
to on-line information through display
systems, improved transport management.
2. Reduction of personal vehicles use by Data from RTO on new vehicles registration.
commuters.
3. Reduction in emission from personal Data based on number of vehicles plying

vehicles due to greater usage of public on the Road multiplied by average
transport. emissions per vehicles of different
categories.
4. Enhanced Air quality due to reduction in By installing Air quality monitoring stations at
pollution levels. appropriate locations
5. Increase in Commuter/Passenger Conducting surveys with different segment

Satisfaction level. of population
6. Real-time punctuality monitoring of bus Reports generated at data center in CCS.

arrivals and departures.
7. Effective Fleet Management and Reports generated at data center in CCS.

deployment of Buses.
8. Increase in revenue for KSRTC. Balance sheet.

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 62
identified as measures. The association of goal areas and measures is depicted as
follows:
Measures of Effectiveness within Each Goal Area
Goal Area Measure
• Reduction in the overall Rate of Crashes

Safety • Reduction in the Rate of Crashes Resulting in Fatalities
• Reduction in the Rate of Crashes Resulting in Injuries
• Reduction in uncertainity of waiting passengers

• Reduction in Delay
Mobility
• Reduction in Transit Time Variability
• Improvement in Customer Satisfaction
Efficiency • Increases in Highway and Arterial Throughput or Effective Capacity
• Travel Time Savings

Productivity
• Increase in Economic Productivity
Energy and • Decrease in Emissions Levels

Environment • 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

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 63
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.

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:

64
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

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
65
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.

66
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.

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 67

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.

Schematic Model
68
The above diagram illustrates possible component population.

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
69
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
Server Room A/c Plant
A/c
12 Feet
Communication Servers Distribution Bay

Door I/F
Work Stations
Access Control Printer
28 Feet
UPS
A/c
Power
Sup
Floor Plan for Central Control Station I.T.S Mysore (Typical)

70

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 71
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.

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
72
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

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) 73

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.

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
74
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VMU will update the location information like Latitude and Longitude to the central
server through GPRS.

In Bus Display System
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 Voice Communication

75
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.

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.
76
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.

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 77
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.

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 78
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%

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 79
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. Description Qty

No.
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

Sl. Description Qty
No.
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 80
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 1
Software Application (License for a fleet size of 500 units)
4 Integration with Application software of GIS road network dataset 1

5 GPRS enabled Activated SIM cards for a GSM Service Provider 500

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
81
Communication & Connectivity
Sl. No. Description Licenses
1 4 Mbps dedicated bandwidth (License

Cost per year)
2 4 Mbps Redundant Line
GIS Software
Sl. Description Licenses

No.
1 Integration of application software with GIS 1

road network dataset of Mysore
2 MapXtreme Java Version 4.7.0
3 Geo fencing of routes by physical survey and At
integration with the Geo Fencing module. 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

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
82
I) Daily Bus Stops Skipped Report
Date Bus Stop Type :
Sr. No. Time Bus Route Bus Stop Stage Depot Driver Conductor
No No. No. Name Code ID. 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 Duration Speed
No (Sec) (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. Duty Bus Reg. Scheduled Actual Deviation Reason

No. No. No. Outshed Time Outshed Time time(min)

V) Daily Improper Stopping Report
Date:
Sr. No. Time Route Driver Driver Bus Reg. Conductor Stage
No No Name No No Name
1
2
VI) Daily Missed Trips Report

Date : Misse Break Bus Staff Late Out Late Route Total Missed 83
d Trips Down No No Shedding Running Deviation 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

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
84
(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 13616000
installation, commissioning, testing
(xviii) GPRS/GSM communication cost
(xix) Data communication between GSM VMU & 3600000
Central control station for 500 buses at Rs.200/- per
month per bus for 3 years
(xx) Two way voice communication between 500 buses 2700000
and CCS at Rs.150/- month per bus for 3 years
(xxi) GPRS data communication for 584 display units at 4205000
RS.200/- per unit per month for 3 yrs
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

Description Unit Cost Qty Total (Rs.)
8 UPS (servers and computers)-20KVA with 15 minutes 1000000 1 1000000
backup
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, 5000000 1 5000000
Integration and testing
Total Central Control Station Cost ( B ) 68770000 85
GPS Vehicle Mounted Unit

Description Unit Qty Total
Cost(Rs.) (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 100,000 1 100,000
Vehicle Tracking Software Application
(License for a fleet size of 500 units)
4 Integration with Application software of 100,000 1 100,000
GIS road network dataset
5 GPRS enabled Activated SIM cards for a 200 500 100,000
GSM Service Provider
Total GPS System Cost ( A) 7,050,000
Display System
Sl. Description Unit Cost Qty Total
No. (Rs.) (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. Description Unit Licenses Total (Rs.)
No. Price
1 4 Mbps dedicated bandwidth (License 1500000 1,500,000
Cost)
2 4 Mbps Redundant Line 1500000 1,500,000
Total Communication Cost ( E ) 3,000,000

GIS Software
Sl. Description Unit Licenses Total (Rs.)
No. Price
1 Integration of application software with GIS NA Built into GPS
road network dataset of Mysore System
2 MapXtreme Java Version 4.7.0 800000 1000,000
3 Geo fencing of routes by physical survey and 400000 At actuals 500,000
integration with the Geo Fencing module.
Total GIS Software Cost ( D ) 1,500,000

86
Central Control Station - Facility Management (Operations)
Sl. Description Unit Cost Qty Total (Rs.)
No. (Rs.) p.a.
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 38400 1 38400
month)
Total Consumable Cost 86400
3 Maintenance Cost (AMC)
(i) Maintenance cost of CCS H/w, S/w and N/w 750000 1 750000
Components
(ii) Maintenance cost of computers including service 5400 4 21600
and spares (per year charges assuming AMC)
(iii) Maintenance cost of VMU including spares per year 1000 500 500000
(iv) Maintenance cost of generators including Diesel, 175000 1 175000
per year
(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

Depot Infrastructure (Two Locations) (KSRTC Scope & Expenses)
Sl. Description Unit Cost Qty Total

No. (Rs.)
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 625000 4 2500000
- 2 Shift) 87
7 Maintenance Cost 25000
2955000
Total cost for 2 depots ( G )
Preliminary & Preoperative costs at 2% of following costs
Cost of setting up IT Infrastructure, Data Centre, networking

1
and components 68770000
Supply and Installation of Vehicle Tracking GPS devices with
2 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 3144448.8
Cost of vendor development, tendering costs, cost of related
surveys, cost of testing, etc.
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

E-2. Summary of Budgetary Cost Estimates
S. Description Total Price

No. (in Lakhs)
1 Central Control Station Cost 687.70
2 GPS Vehicle Mounted Unit 70.50
3 Display System 445.00 88
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.

Capital Flow for the Project
Sl. No. Agency Project Contribution Source Amount % Share by

(Rs. Specific Source
Lakhs)
1 GEF & GOI GEF + GOI Funding 1665.23 87.05
2 Government of Grant towards its share 123.89 6.48

Karnataka
3 KSRTC Grant towards its share 123.89 6.48
89
Total 1913.00 100.00
Statement of Fund Flow Schedule for Financial Contribution and Sources (in Rs. Lakhs)
Sl. Source Year 1 Year Year Total

No 2 3
. Q1 Q2 Q3 Q4
1 GEF & GOI 267.7 1665.2

1011.55 159.77 21.36 111.15 93.66 5 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 107.5 307.5 1913.0
1162.06 183.54 24.54 127.68 9 9 0
Schedule for Financial Contribution and Sources (in percentage basis)
Sl. No. Source Year 1 Year Year Total

2 3
Q1 Q2 Q3 Q4 Total
1 GEF & GOI 60.7 9.6 1.3 6.7 78.3 5.6 16.1 100
2 Government of 78.3 5.6 16.1 100
Karnataka 60.7 9.6 1.3 6.7
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

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%.
90
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 Distance(km) % Share
wheeler owners in Mysore city. The following is the trip
0-5 17.43
pattern and travel distance pattern of the two wheeler
riders in Mysore city: 6 - 10 11.93
11 - 15 15.60
Generally, the two wheeler riders prefer to use their two
16 - 20 19.27
wheelers for short distance travel. Considering this, it is
assumed that in Mysore city, the two wheeler riders prefer 21 - 25 7.34
No. of Trips % Share to use two wheelers up to a 26 - 30 9.17
travel distance of 10 kms
1 6.42 31 - 35 0.92
per day. Based on these
2 58.72 assumptions, it is estimated 36 - 40 4.59
3 5.50 that 70.64% of the two 41 - 45 0.92
>4 29.36 wheeler riders are the
46 - 50 3.67
prospective customers
shifting towards ITS bus transport. As already indicated, 25% > 50 9.17
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

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 91
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.

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 92
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.

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 93
• 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.

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:

94
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

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
95
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:

6-Q Framework
Project
Why What How When Where Who / Which Whom
Phases
Define Identify Committing Identify Identify Resources – Identify
Project steps / the timelines for locations for (4M) Men, decision
Initiating
outcomes activities for organization project project machines, authorities

Project completion completion materials & whose
approval money approval is
required internally
required
Establish Scope Organization Activity Identify Identify the Identify
goals Planning Planning duration locations broad areas stakeholders
Scope Tools & estimating where action of who are 96
Definition techniques Schedule is to happen responsibility affected by
Scope Cost Development and roles the project
limitations estimating & Milestones Identify
(boundaries budgeting definition resource
) Resource requirements
Planning
Planning Procurement
Quality Planning
Planning
Communicati
on Planning
Risk Planning –
Identification,
Quantification
Legal
implications
Identify Activity Risk Response Schedule Manage Source Feedback
optimal Definition Development Management events at selection from identified
Executing
activities Activity Dependency identified Resource stakeholders

Sequencing relationships locations acquisition
Verify with Scope Risk Response Schedule Site Who are Feedback
quality verification Control system Control inspections authorized to questionnaire
benchmarks Cost Control inspect / test
, system intermediate
parameters outputs?
Controlling
Performance
Reporting Authorized
system Decision
Contract points
Change
Control System
Procurement
audit

Contract Manage Quality audit Where would Establish Identify
Administrati interfaces the payment authorized authorized
on amongst be made, the signatories of signatories to
Contract various bankers and the Contract the contract
Work Results providers the form of Admin closing –
Closing
Contract payment Contract formal

Change
change close-out acceptance
Requests
control system and closure
Seller
invoices Performance
Reporting
Payment
System
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 97
overall scope and responsibility of the consultant appointed by CIRT on behalf of
KSRTC.
Phase – 1 PMA appointment
Clearance Release of
received from Preparation of Approval of Advertisement
funding agency in national
EOI Notices EOI Notices
on the DPR &
newspapers
RFP
Last Date for

Approval of Preparation of Bid opening & bid submission
bids by PMC evaluation short-listing / profiles by
reports interested
agencies
Phase – 2 Project preparation
Mobilization by Kick-off meetings Review by the Submission of

the Consultant - PMC PMC inception report
Approval of the State-1: n – PMC workshop

Consultant’s Review by the
reports PMC

Core Processes
Activity
Sequencing
Scope Schedule
Planning Development
Activity
Definition Activity
Duration
Estimating
Scope Cost
Definition Budgeting
Resource
Planning
98
Cost
Estimating Project Plan
Development
Facilitating Processes
Quality Communication Risk Risk Risk

Planning Planning Identification Quantification Development
Organizational Staff acquisition Procurement Solicitation

Planning planning Planning
Project Plan Execution
Facilitating Processes
Information Team Quality

Distribution Development Assurance
Scope
verification
Contract
Solicitation Source Selection
Administration
In brief there will be three key processes in the overall implementation of the ITS Project:

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’.
99
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

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 100
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.

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 101

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.

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

Project Controlling
process would set up the following
Performance Overall Change management mechanism: 102
Reporting Control
Interdependency Management:
Identification and management of
Facilitating Processes interdependent items and variables
across the different components of the
Scope Schedule project – communication, power, civil
Cost
Change Control Control infrastructure, ITS components inside
Control buses, bus stations and at bus stops
Quality Risk Resource Issue Management: Interactive and

Control Response Control collaborative identification,
control 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

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 103
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 End Date

(T0 + (T0 +
weeks) 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

Gantt Chart (For first year)
Sl Track Name Durati Quarter 1 Quarter 2 Quarter 3 Quarter 4

No on
Month Month Month Month Month Month Month Month Month Month Month
1 2 3 4 5 6 7 8 9 10 11
Date of award of 1 wk
1
contract
Delivery of
2 hardware to Data 15 wks
Centre
Application
3 20 wks
Development
104
4 System integration 4 wks
Procurement and
5 6 wks
integration of GPS/
Development and
testing of prototype
6 12 wks
display systems of
bus and stops
Procurement and
installation of
7 8 wks
display systems for
300 buses initially
Procurement and
installation of
8 18 wks
display systems in
bus terminals
GPRG/GPG
integration with all
9 10 wks
modules and Data
Centre
Integration of all
10 4 wks
modules
11 Aceptance Testing 4 wks
12 Pilot run on 10 buses 4 wks
Deployment on 190
13 8 wks
buses
Deployment
14 onremaining 100 10 wks
buses
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.

F-7. Deliverables
Software Requirement Specification

Project Plan
User Acceptance Test Plan
Test Plan
System Architecture
Information Architecture
Visual Design 105

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

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 106
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.

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.
107
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 500
Centre
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%

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
108
Percentage of increase in the transactions every 10%
quarter
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.

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.
109
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.

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
110
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.

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
111
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

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
***** 112

113
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

Mysore Intelligent Transport System For KSRTC

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Intelligent Transport System for KSRTC,

Mysore – Detailed Project Report

Team Leader - N. Ramasaamy

Team Members - G. Subhashini

Central Institute of Road Transport, Pune Page 2 of 112

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

Central Institute of Road Transport, Pune Page 3 of 112

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Date Version Description Authors

15-Jul-2008 1.0.0 ITS – Detailed Project Ramasaamy N, Subhashini G

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Source KSRTC, CIRT

Type Detailed Project Report

Relation RFP documents

Rights Private until published by CIRT

Format MS word 2007

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Intelligent Transport System

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

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

Significant modal shift is needed to deliver national and international sustainable

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

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

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Sl. Project Contribution

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

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Benefits of introducing ITS include:

Reduce waiting time and uncertainty

Increase the accessibility of the system

Reduce the fuel consumption and emissions

Reduce the operational costs

Reduce traffic congestion

Improve environmental quality and energy efficiency

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

Changing the traditional ground transportation scheme to a fully automated and

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

Provoke awareness, negotiations or debates.

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

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

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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

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

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

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

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

B-2-b. Bus Network Density 20

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

Roles MCC MUDA PWD KSRTC Mysore CHESCOM,

Traffic Devices – Signs, Signals, etc.

Bus Operations, including route