Detailed Project Report - Intelligent Transport System & Ethanol Diesel - KSRTC, Mysore

Transcription

1 Detailed Project Report - Intelligent Transport System & Ethanol Diesel - KSRTC, Mysore Creating globally competitive technologies and managerial solutions to serve public road transport industry Bhosari, Pune Phone: egestalt Technologies Pvt Ltd 730, 1 st Floor, Behind BDA Complex, 3 rd Block, Koramangala Phone:

2 2 Project Team Team Leader Team Members Support Consultants N. Ramasaamy, Faculty & Head - ITS G. Subhashini, Associate Faculty M.M. Pathak, Scientist Sharath Hangal, Sekar R, Principal Consultants, egestalt Technologies Pvt Ltd - - Page 2 of 152

3 3 Content index Project Team...2 Content index...3 Document History...8 Metadata...9 Executive Summary...10 B: Intelligent Transport System (ITS) & Environmental Project B-1. Overview of the project B-2. About Karnataka State Road Transport Corporation (KSRTC) B-3. Why Mysore City for the ITS project B-4. A backdrop of Mysore B-4.1. General / Historical background B-4.2. Operational Characteristics of KSRTC in Mysore City B-4.3. Current Transport Scenario in Mysore B-4.4. Stakeholder analysis B-4.5. Existing urban transportation scenario and facilities available in the use of urban transport issues & challenges B-4.6. User demand forecast B-4.7. Integrated urban land use and transport planning B-5. Worldwide experience of Real Time Passenger Information Systems B-5.1. International Literature survey of ITS studies and benefits B-5.2. Review of information services B-5.3. Surveys and Experience C: Intelligent Transport System C-1. Solution framework C-1.1. Use of AVL to Improve Public Transport Service, Operations and Management C-1.2. New scenario with the induction of technology C-2. Technical specifications C-2.1. Mapping product availability and their technical features with the functional requirements C-2.2. Automatic Vehicle Location (AVL) & Tracking System C-2.3. Features of Proposed Solution (CCS) C-2.4. Communication Sub-System C-2.5. Integration of ITS Components C-2.6. Sample Reports C-2.7. Scaling plans C-3. Project Impact analysis C-3.1. Environmental Impacts C-3.2. Social Impacts C-3.3. Measures by KSRTC for providing more efficient and less polluting Public Transport:70 Page 3 of 152

4 4 C-3.4. Expected measurable outcomes of the project D: Bio-Diesel D-1. Need of the Project D-1.1. Energy Efficiency & Climate Change Considerations D-2. Mysore City environmental Scenario D-3. Ethanol & Diesel Blends: An Overview D-3.1. Ethanol- Diesel Blends D-3.2. Benefits D-3.3. Engine Efficiency / Performance D-3.4. Engine & Materials Compatibility D-3.5. Fuel Properties D-4. Studies using E-Diesel across the world D-5. Social, environmental & economical Benefits D-5.1. Safety Aspects in Ethanol-Diesel Blends: D-5.2. Environmental Impact Assessment D-5.3. Emission Benefits D-6. Ethanol: Supply Scenario in India D-7. Ethanol Diesel Solution Framework D-7.1. Life Cycle Analysis (LCA) D-7.2. Functional Specification of Stores D-7.3. Environment Management D-8. Cost Estimates & Funding Plans D-9. Fund Flow Pattern: D-10. Economic and Financial Analysis D-11. Procurement Plan and implementation process D-12. Environment & Social Issues E: Overall Project Economic & Financial analysis E-1. Summarized Fund Flow Statement for ITS & e-diesel E-1.1. Fund Flow E-2. Analysis Objectives E-3. Framework of analysis E-3.1. Cost of the Project E-3.2. Benefits of the Project E-3.3. EIRR & Scenario Analysis, and Conclusions on Project Viability E-4. Data used and Assumptions in the EIRR Analysis E-4.1. General Assumptions E-4.2. Data from KSRTC E-4.3. Survey Data E-5. Costs and Benefits of the Project E-5.1. Capital Costs E-5.2. Operating Costs E-5.3. Benefits Calculations E-5.4. Advertisement Revenues Page 4 of 152

5 5 E-5.5. Advertisements in Bus Stops and Bus Terminus E-5.6. Total Benefits E-6. Rate of Return for the Project E-6.1. Over all Project Viability E-7. Non-quantifiable Benefits of ITS F: Procurement Plan F-1.2. ITS Implementation agency F-1.3. Project Management Agency F-1.4. Bio-Diesel supply F-1.5. Finalization of Contracts G: Project implementation plan G-1.1. Internal management plan for ITS G-1.2. Project Implementation Unit (PIU) G-1.3. Project Management Agency (PMA) G-1.4. Project Deliverables Management G-1.5. Project progress measurement and control G-1.6. Project Implementation Vendor (PIV) G-1.7. Project Plan - Schedule, Milestone & Work Breakdown G-1.8. Deliverables H: ITS Operational Plans H-1.1. Service Metrics H-1.2. Maintenance Plan I: Notes on queries raised I-1. Intelligent Transport System I-1.1. Additional Comments from the Meeting on 16 December I-2. Ethanol blended Diesel J: About CIRT, the consultants to KSRTC on the ITS and e-diesel project J-1.1. Brief Profile J-1.2. Areas of specialization K: Annexes K-1. Annex -1 Survey Questionnaire of CIRT (July 4, 2008) K-2. Annex 2: Budgetary Costs (quote of HP vide Section E-3 of the DPR) K-2.1. Capital Costs K-2.2. Operating Costs K-3. Annex -3 Draft EOI for Project Management Agency K-4. Annex -4 - Draft Functional/Technical Specifications K-5. Annex 5 - Bio-Diesel Tender K-6. Annex 6 Ethanol Diesel systems Page 5 of 152

6 6 List of Figures Figure 1: Cultural capital of Karnataka - Mysore Figure 2: Modal distribution of road users... 1 Figure 3: Population details - Mysore Dist 2001 census Figure 4: Mysore Road map... 1 Figure 5: Mysore City Wards as of Figure 6: Mysore City Land use map Figure 7: ITS solution overview Figure 8: Bus Stop after introduction of ITS Figure 10: Central Bus Terminal after introduction of ITS Figure 11: Regulated traffic after implementation of ITS Figure 12: Logical components of ITS Figure 13: ITS - Schematic model Figure 14: Floor plan for Central Control Station - ITS Mysore... 1 Figure 15: Display panel... 1 Figure 16: Communication & Data Exchange... 1 Figure 17: sub-system communication link Figure 18: Drop in PM emissions with the use of Ethanol Figure 19: Onsite tank to be installed at depots & computerized blending equipment Figure 20 EIRR framework Figure 21 Vehicular Population in Mysore Figure 22 Sample Size in the CIRT Survey Figure 23: Target Population for Modal Shift Figure 24: Net benefits of the project... 1 Figure 25: PM - right sizing of project personnel... 1 Figure 26: PMA appointment... 1 Figure 27: Project preparation... 1 Figure 28: PM - Core and facilitating processes... 1 Figure 29: Project Plan execution... 1 Figure 30: PM measurement & control... 1 Figure 31 : Assembled Cast Filler Neck with Flame Arrestor Figure 32 : Assembled Cast Filler Neck With Flame Arrestor Figure 33 : Assembled Rolled Filler Neck with Flame Arrestor Figure 34 : Assembled Rolled Filler Neck With Flame Arrestor List of Tables Table 1: Document History... 8 Table 2: Document metadata... 9 Table 3 Summary of project costs - ITS & bio-diesel Table 4: Activities and Roles in bus transport at Mysore Table 5: Ward Numbers & Corridors in Mysore Table 6: Vehicular growth in Mysore Table 7: Average Trip length of vehicles Table 8: Extent of willingness to shift to public transport Table 9: Major Roads in Mysore Table 10: Percapita trip per day Table 11: Nature of trips Table 12: Operational performance of KSRTC during Table 13: User demand forecast Table 14: Growth projection of vehicle population in Mysore by Table 15: Land use pattern in Mysore Table 16: Feature index for commuters Page 6 of 152

7 7 Table 17: GSM/GPRS specifications Table 18: GPS specifications Table 19: Environmental specifications Table 20: Servers and accessories Table 21: Sample Daily report Table 22: Sample Bus stops skipped report Table 23: Daily speed violation report Table 24: Daily Driver Duty Performance report Table 25: Daily out-shedding deviation report Table 26: Daily improper stopping report Table 27: Daily Missed Trips report Table 28: Measurable outcomes for project evaluation Table 29: Measures of effectiveness within each goal area Table 30: Comparative analysis of various parameters for CNG & e-diesel Table 31: Emission factors Table 32: Deterioration factors Table 33: Working emission inventory Table 34: 1 - Assumptions for working out the EIRR Table 35 Emissions load from Bus without the Project Table 36 Emissions Load from bus with the Ethanol mix Table 37 Accessories that are to be Placed on Vehicles Table 38: Schedule for financial contribution and sources for ediesel Table 39 Base Rolling Stock used for the EIRR Table 40 Cost of Diesel Without the Project Table 41 Savings with the use of Bio Diesel Table 42 Savings Due to Reductions in Pollution load Table 43 Capital and Capex Replacement Table 44: Extent of World Bank grant Table 45: Capital flow for ITS and environmental project Table 46: Overview of capital and operating costs Table 47 Overall Infrastructure at KSRTC relevant to the project Table 48 Break-up of urban and Suburban Operating Data Table 49 Vehicular Population of Mysore Table 50 Survey Data - Mode of Transport of Non-Commuters in Mysore Table 51 Percentage of Two Wheelers who would be willing to shift Table 52 Total target population for shifting to ITS bus Table 53 Assumed shift pattern of prospective target customers Table 54 - Number of Increased Buses, Bus stops and Bus Terminus in the 1, 2 & 3 year Table 55: Capital and Capital Replacement costs for the Project (in Rs. Lakhs) Table 57: Revenues from Modal Shift 2 Wheelers in Rs. Lakhs Table 58: Revenues from Modal Shift 3 Wheelers Table 59: Revenues from Modal Shift 4 Wheelers Table 61 Bus Capacity Split, Advertisement Rates and Actual Number of Buses Table 62 Capacity Utilization of Buses for advertisements Table 63: Revenue from In-Bus Advertisement (in Rs. Lakhs) Table 64 Advertisement Rates at Bus stops and Terminus Table 65: Revenues from Advertisement in Bus Stop and Bus Terminus (in Rs. Lakhs) Table 66: Total Benefits from the ITS project (in Rs. Lakhs) Table 67: Net Benefits of the Project (in Rs. Lakhs) Table 68 EIRR and NPV of the project Table 69: Potential benefits from technology infusion Table 70: 6-Q Framework Table 71: Project Plan Page 7 of 152

8 8 Table 72: Project Plan - Gantt chart Table 73: Service Metrics Table 74: Project Data Table 75: BoM - Central Station Table 76: BoM - VMU & SW Table 77: BoM - Display Units Table 78: GIS specifications Table 79: Depot infrastructure requirements Table 80: Opex - Communication Table 81: Communication costs of data links at the central station Table 82: Facilities management costs & AMC Table 83: Maintenance of depot infrastructure costs Document History Table 1: Document History Date Version Description Authors 15-Jul ITS Detailed Project Report Ramasaamy N, Subhashini G CIRT 14-Dec ITS Detailed Project Report Ramamurthy, KSRTC Sharath Hangal, Sekar R, egestalt Technologies Pvt Ltd, Bangalore Pathak, CIRT 02-Jan ITS Detailed Project Report Ramamurthy, KSRTC Sharath Hangal, Sekar R, egestalt Technologies Pvt Ltd, Bangalore Page 8 of 152

9 9 Metadata Table 2: Document metadata Title Subject & Keywords Source Description Coverage Type Relation Creator Contributor Publisher Rights Language Detailed Project Report for implementing Intelligent Transportation System (ITS) and ethanol diesel KSRTC, Mysore DPR - Intelligent Transport System (ITS), Issues, options, challenges & recommendations, project implementation Technical specifications and solution mapping, Automatic Vehicle Location (AVL), Vehicle Mounted Unit, Passenger Information System, GPS, Central Command Station, KSRTC, In-vehicle services, display units, Technology roadmap and scaling plans, ethanol diesel, financial analysis, project viability, budgets, capital and operational costs, Project implementation plan, operational plans KSRTC, CIRT, egestalt This document is a detailed Project Report for developing and implementing Intelligent Transport System and ethanol diesel at Mysore. Mysore region Detailed Project Report RFP / procurement documents CIRT / egestalt KSRTC, egestalt Technologies CIRT Private until published by CIRT English Format MS word 2007 Date Identifier CIRT/ITS-eDiesel-Mysore/2009/4.0.0 Page 9 of 152

10 10 Executive Summary Public transport should always be the hallmark of a good transportation system for a city, especially for a city like Mysore, which is earmarked as the Heritage City, as it provides good impetus to the tourist population. The role of public transport is vital, particularly to reduce the use of personalized transport. The Karnataka State Road Transport Corporation (KSRTC) is the major inter-city and intra-city service provider in Mysore. KSRTC provides services to about 179,000 commuters per day by city services and about 128,000 by mofussil services. 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. This project addresses two critical components: a) Intelligent Transport system (ITS) Building intelligence into the transport system brings in the convergence of technologies providing a synergetic transformation in the commuter experience. ITS provides benefits in terms of 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. The proposed ITS project implementation will include core components such as: Vehicle Tracking System, Real Time Passenger Information System and Central Control Station. Core technologies include Geographical Positioning System (GPS), Electronic Display Systems, and Information & Communication Technologies. b) Ethanol blended diesel (e-diesel) Ethanol blended diesel (e-diesel) is a cleaner burning alternative to regular diesel for heavy-duty (HD) compression ignition (CI) engines used in buses. The introduction of use of alternative fuel such as E-diesel for the fleet of Karnataka SRTC buses plying in Mysore region would certainly result in fewer emissions. Use of renewable fuel (Ethanol) will also help to reduce fossil energy consumption and achieve the energy savings. Intelligent Transport System 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, and a high growth rate in traffic density, medium city size making the project affordable, and a projected 70% increase in the land use profile. Also, Mysore city, with all the modern infrastructural amenities, offers several opportunities to Page 10 of 152

11 11 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 5 55,475 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 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. From results of the stated preference survey conducted by the consultants, it was found that almost 89% of the sample population was willing to shift to public transport provided KSRTC operates reliable services through the introduction of ITS. This further translates to 17.66% of the two-wheeler users for transport shifting to the use of buses. The requirements of various stakeholders have been factored into the study driving the recommendations contained in this report. 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. 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 have also been identified. The costs of the Project is Rs.19.13crores that covers the capital costs and three years operating costs with a project contingency of 5% 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 KSRTC buses operating on Diesel blended with ethanol Page 11 of 152

12 12 fuel for Mysore (Innovative environmental project for Mysore City) would certainly be a vital step towards this endeavour. Green House Gas (GHG) emissions across the globe are increasing most rapidly in the transportation sector. A major issue of global concern at present is the increasing contribution of the transport sector to carbon dioxide (CO 2 ) 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 (CO 2 ) 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 of Buses would require 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 million at current prices over a three year period with the total project cost of Rs lakhs. Project implementation KSRTC has set up an apex level Programme Implementation Unit (PIU) to ensure the overall progress of the project and to interface with the World Bank in submitting periodic progress report. Vice-Chairman and 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 management be outsourced to a professional agency identified by KSRTC (Project Management Agency PMA) 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. Page 12 of 152

13 13 A Project Evaluation Agency (PEA) selected as an external third party agency should undertake pre-and post-implementation studies to monitor the impact of the project socio, economic, environmental perspective as this project would be a good opportunity for assessing the benefits of implementing an innovative project such as the ITS, a pioneering kind to state. 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. Procurement KSRTC will float tenders for global participation based on World Bank guidelines. 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 of the project and as well as Operations & Maintenance of the project. 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 and the use of e-diesel (Ethanol-diesel blend) for Karnataka SRTC buses plying in Mysore is around Rs crores. Of the total project cost, 35% is to be borne by GEF Funding and 52% is to be borne by the Government of India. The State Government of Karnataka and Karnataka State Road Transport Corporation are to equally bear the balance 13%. 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: From EIRR perspective there is an estimated 24% return in 15 years, 22% in 10 years and 18% in six years. Table 3 Summary of project costs - ITS & bio-diesel Project Item Year 1 Year 2 Year 3 Total With Contingency of 5% ITS Procurement Capital Costs 1, , Operating Costs Subtotal ITS Year wise 1, , Bio Fuel Procurement Capital Costs Operating costs Total Costs Year wise Total of Both Projects 2, Page 13 of 152

14 14 Acknowledgement: CIRT & their support consultant egestalt wish to thank KSRTC officials who have furnished data for this report, and to a number of persons within CIRT and outside who have helped in developing this Detailed Project Report. Page 14 of 152

15 15 B: Intelligent Transport System (ITS) & Environmental Project B-1. Overview of the project Public transport should always be the hallmark of a good transportation system for a city, especially for a city like Mysore, which is earmarked as the Heritage City, as it provides good impetus to the tourist population. The role of public transport is vital, particularly to reduce the use of personalized transport. The Karnataka State Road Transport Corporation (KSRTC) is the major inter-city and intra-city service provider in Mysore. KSRTC provides services to about 179,000 commuters per day by city services and about 128,000 by mofussil services. This project addresses two critical components: a) Intelligent Transport system (ITS) Building intelligence into the transport system brings in the convergence of technologies providing a synergetic transformation in the commuter experience. ITS provides benefits in terms of 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. The ITS 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 number of sub-systems under ITS 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. The possibilities are enormous, KSRTC proposes to lay the foundation by implementing ITS to provide dynamic information of the bus routes, ETA/ETD, improve efficiency in transport management, and lower the pollution levels. The proposed ITS project implementation will include core components such as: Vehicle Tracking System, Real Time Passenger Information System and Central Control Station. Core technologies include Geographical Positioning System (GPS), Electronic Display Systems, and Information & Communication Technologies. b) Ethanol blended diesel (e-diesel) Ethanol blended diesel (e-diesel) is a cleaner burning alternative to regular diesel for heavy-duty (HD) compression ignition (CI) engines used in buses. The introduction of use of alternative fuel such as E-diesel for the fleet of Karnataka SRTC buses plying in Mysore region would certainly result in fewer emissions. Use of renewable fuel (Ethanol) will also help to reduce fossil energy consumption and achieve the energy savings. Page 15 of 152

16 16 One of the most daunting problems faced by the cities in the country is that urban transport failed to provide facilities thus increasing travel time and cost both for passenger and goods traffic. It is now well accepted that lack of adequate public transport offering comfort and convenience, has resulted in steep increase in the ownership of private vehicles particularly two wheelers with subsequent effects on pollution, both noise and air. In most cities two wheelers comprise more than 70% of total motor vehicles. 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. This document is a detailed Project Report (DPR) for implementing an Intelligent Transport System and increased use of e-diesel (Ethanol-diesel blend) for Karnataka SRTC buses plying in Mysore. 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. KSRTC proposes to implement the system through established bid process following the World Bank guidelines for identification and deployment through a system integrator. B-2. About Karnataka State Road Transport Corporation (KSRTC) 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 , NWKRTC, Hubli from and NEKRTC, Gulbarga from were formed out, on a regional basis, with KSRTC doing operations covering Southern Karnataka and interstate areas. KSRTC operates its services to all villages in the State, which have motorable roads. 92% of the villages in monopoly area (6743 out of 7298) and 44% in non-monopoly area (5158 out of 11789) have been provided with transport facility by KSRTC. At present it has one corporate office, 13 divisional offices, 62 depots, 114 bus stations, 2 bus bodybuilding workshops,1 printing press, 3 training Institutes and 1 hospital. It operates 6189 schedules with 6830 vehicles (including 103 hired private vehicles) covering lakh Kms. and carries on an average 24.5 lakh passengers daily. About 30,318 employees are working in the Corporation. 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. Page 16 of 152

17 17 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 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%. 1. Vision of KSRTC 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 (invehicle, bus stations and bus-stands) and KSRTC Management by implementing intelligent transport system. The core objectives include: a) Providing effective, safe, environmental and commuter friendly solutions to the travelling public who use KSRTC buses. b) 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. c) Inform commuters about the bus routes and arrival timings of buses at the bus stops/terminals through LED Display systems. d) 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. e) 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. f) Issuing of Passes Daily, Weekly, Monthly for commuters and examine e-purse facilities through Smart Cards for introduction later g) Facilitate timely management of Incidents/Accidents h) Establish meaningful instant two-way interaction facility between Driver and central control station. i) Obtaining on-line real time information on bus operations and management j) Effective monitoring of break downs and the related information k) Effective diversion of traffic in case of emergency l) Monitoring accidents and the related aspects Page 17 of 152

18 18 B-3. Why Mysore City for the ITS project Worldwide there have been significant efforts in the development of efficient, transparent and environmental friendly public Transport solutions resulting in growth of economies and transport. In India we are just beginning to understand the need for 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. There are challenges in implementing an effective and Intelligent Transport System a) 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. b) Implementing 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. 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. c) The cost of implementing ITS solution is primarily related to the size of the city. Hence a smaller city with a smaller fleet of public transport is ideal for a pilot project. Considering these challenges, Mysore city offers us the best option for the following reasons: 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. Mysore is a tourist centre and needs to be a model city to provide international standard facilities for local public transport. This will improve the inflow of tourist and also give a good image of our state. The city is a medium sized city thereby making the investments to be made for pilot project affordable. The city is experiencing a high rate of growth in traffic density. The city located in the southern part of Deccan Plateau is potent place, given its historical background and a salubrious climate. KSRTC services in Mysore cater to the population of the city which is over 2.2 million. It is estimated that about 5.7 Lakhs passenger trips are generated each day within the urban limits, with home-based trips (to & fro) constituting nearly 50%, followed by Home-to-work which is 23.2% and home to educational institutions factoring in 19.5%. Page 18 of 152

19 19 It is observed that the number of vehicles increased almost 25 times to 145,000 in 1996 from around 6,000 in 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 %. 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. Mysore as location for ITS implementation Enhancing the glory of Mysore, and enabling it to forge ahead as the cultural, tourism, educational, and wellness hub is the vision of Mysore. The Principal Secretary, Department of Industries and Commerce, has said that Mysore is all set to witness rapid industrialization with the Government sanctioning 55 medium- and large-scale industries, which will create 60,000 jobs over the next few years. The Government of Karnataka is promoting Mysore as an alternative destination for the Information Technology (IT) industry and developing it as a counter magnet city to Bangalore. As a result the city has become a new haven for the IT and Information Technology Enabled Services (ITeS) industry and is poised to play bigger role in the economy of the city. This is apparent from the fact that the software exports from the city grew at 26.8% to reach Rs.392 crores, in the year 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% ( ), has exhibited a marginal increase over the figure of 6.63 % ( ). 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 Page 19 of 152

20 20 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. B-4. B-4.1. A backdrop of Mysore 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. Figure 1: Cultural capital of Karnataka - Mysore 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 10 th 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 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 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. 1. Location, Climate, physical setting, regional linkages Page 20 of 152

21 21 Mysore city is geographically located between 12 18'' 26 North Latitude and 76 38' 59'' East Longitude. It is located at an altitude of 2,427 feet. It encompasses an area of 6,268 sq. km. It enjoys a pleasant climate, the temperature varying between 19º C and 30º C. The weather of Mysore is pleasant throughout the year. As Mysore city is located in the tropics, it enjoys a moderate climate. Mysore city is located in the southern part of the Deccan Plateau. It is a beautiful land bordered by luxuriant forests. It is located 140 Kms from the city of gardens, Bangalore. Mysore is an important railway junction for the district. It is connected to Bangalore, which lies to its northeast via Mandya, the rail junction at Hassan is situated to the northwest, and Chamarajanagar via Nanjangud to the southeast. Infrastructure of Mysore comprises of a wide gamut of civic amenities such as sanitation, solid waste management, water supply as well as transport network. The governing authorities of Mysore are taking major initiatives to further develop the state of infrastructural facilities in the city. Bangalore is the nearest airport of Mysore. Mandakalli is the proposed place where the airport with two runways is to be built in Mysore. As per the government declaration, the airport of Mysore will start functioning by the year 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. 2. 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 The gender ratio of Mysore is 965 females per 1000 males. The urban Page 21 of 152

22 22 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 persons per square kilometre. The literacy rate of the city is 82.8%, which is much higher than the state's average of 67%. Nineteen percent of the population in Mysore live below the poverty line and 8.95% of the population live in slums. Though 35.7% of the population living in urban areas of Karnataka are workers, only 33.3% of the population in Mysore city belong to the working class. People belonging to Scheduled Castes and Scheduled tribes contribute to 15.1% of the population. Mysore city is with all the modern infrastructural amenities, and it offers several opportunities to the people to earn their livelihood. The city of Mysore is sub divided into Mysore South and Mysore North for the convenience of administration. Being an important industrial centre of the state of Karnataka, Mysore attracts several people from other states for employment thus increasing the population of the city. 3. 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 This led to the establishment of industries such as the Mysore Sandalwood Oil Factory in 1917 and the Sri Krishnarajendra Mills in In a survey conducted by Business Today in 2001, the business arm of India Today, Mysore was ranked as the 5 th best city in India for business. Mysore has emerged as the hub of tourism industry in Karnataka, attracting about 2.5 million tourists in 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$190 million) to Karnataka's Rs. 48,700 crores ($ billion) IT exports in the financial year 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-4.2. 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. 1. Bus Network Density KSRTC operates about 4217 trips through 282 schedules from 2 depots on 185 routes making around 1.79 lakh passenger trips per day. The total number of bus stops in the city is about 484. The average revenue per passenger is about Rs through a fare of paise per Page 22 of 152

23 23 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. 2. 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: Table 4: Activities and Roles in bus transport at Mysore Roles MCC MUDA PWD KSRTC Mysore Police Transport Planning Road Construction Road Maintenance Traffic Enforcement Traffic Devices Signs, Signals, etc. Parking Road Safety Bus Operations, including route planning Utilities CHESCOM, KUWSDS 3. 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 Table 5: Ward Numbers & Corridors in Mysore Ward Numbers C1 56, 57, 58, 63, 62, 64, 65, 1, 2, 36, 19, 20, 23, 24 C2 12, 11, 5, 4, 1, 36, 37, 41, 42, 44, 45, 35 C3 22, 24, 23, 20, 19, 36, 2, 1, 64, 37, 41, 51, 61, 52, 54, 53 C4 45, 46, 44, 42, 41, 37, 1, 2, 3, 6, 7, 9, 10, 11, 12, 13, 14 B-4.3. Current Transport Scenario in Mysore Mysore City road traffic is heterogeneous in character. It is a mixture of fast moving motor traffic and extremely slow traffic such as animal drawn vehicles. Motor traffic consists of mainly cars, light vans, light commercial vehicles, jeeps, different kinds of mopeds, scooters and motor cycles, different kinds of commercial vehicles, buses, auto rickshaws etc. In addition to these, there are a considerable percentage of cycles plying on the city roads. Pedestrian traffic is found to be very heavy in the CBD areas of the city due to high commercial activities and tourist movement. The wide variety of traffic units with their great disparity of size and speed creates a number of problems viz., delay, congestion, accidents and areas of conflict. Page 23 of 152

24 24 Due to the mixing up of different classes of vehicles, the journey speed is considerably reduced and the capacity of the roads is adversely affected and severe congestion has been found to be occurring frequently in the CBD area. Constant stoppages, acceleration and deceleration and movement in low gears increase operational costs and wear and tear of vehicles. The conflict, confusion and irritation caused by mixed traffic also results in accidents. The number of motor vehicles has increased by about 25 times in the Mysore City between 1970 and The road carrying capacity in older parts of the city however has remained the same while the quantum of traffic has increased significantly. The total number of vehicles, which was about 6000 in 1970, increased to 1.45 lakhs in 1996 and the current vehicle population is 3.55 lakhs. The number of vehicles registered in Mysore up to is 3.55 lakhs of which 2.86 lakhs is 2-wheelers constituting 80.56% of the total vehicle population. Based on the vehicle growth during the last few years, it is observed that the vehicle growth in Mysore city is about 8 to 9% p.a. Table 6: Vehicular growth in Mysore Types of vehicles wheeler 4, ,291 3, wheeler 45,125 68, ,36 28,6079 Truck 2, ,712 5,937 Bus ,955 2,693 Total 53,120 77, ,94 355,014 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. 1. 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. Page 24 of 152 Figure 2: Modal distribution of road users

25 25 Table 7: Average Trip length of vehicles Mode Average Trip Length(km) 2 Wheeler 3.7 Car 6 Bus 4.5 Cycle & Other 1.9 Walk 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. 3. 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 Annex 1. 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. Table 8: Extent of willingness to shift to public transport Mode of Transport Sample size Willingness to shift % Share Cars Wheeler Page 25 of 152

26 26 Mode of Transport Sample size Willingness to shift % Share 2 Wheeler Cycle Total % of Total Sample 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-4.4. Stakeholder analysis An Intelligent Transport System must meet the different needs of stakeholders to increase their patronage towards the public transport system. The system must meet the essential criteria such as: (a) Availability; (b) Accessibility; (c) Assessment; and (d) Acceptance to assure KSRTC the acceptance of ITS system by different stakeholders. The key stakeholders are the travelling public, the operative staff of KSRTC involved in efficiently running the buses as per schedule with well maintained buses and meeting the quality of international standards, the management of KSRTC and various eco-system partners such as suppliers of various resources and components required for efficient running of the KSRTC services, insurance companies, environmentalists and other transport users in the city as two-wheeler / four wheeler users etc. Amongst the citizens, special provisions must be made for the physically challenged, senior persons, women and children who may have difficulties in accessing the services of KSRTC easily. The range of interventions to meet the stakeholders expectations could cover: Redesigning bus stops on-line display of bus arrivals Creation of suitable infrastructure at bus stops and bus stations for on-line real-time passenger information system. Fitment of onward electronic devices in the bus to support GPS and GPRS/GSM systems. Special seat allocation for old-aged, physically challenged, women and children and prioritizing their entry into and Exit from the buses before others. Instant access to real time update of the status of the bus schedules. Electronic ticket sale machine and fare collection system. Analytical data (both video and text based) for the top management to support effective management of the services of KSRTC. Real time communication with the drivers for incident / emergency management. Page 26 of 152

27 27 Schedule and bus stop announcements through visual displays and voice based. 1. 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). 2. 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. 3. 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. 4. 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 5. 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. 6. Eco-system partners Page 27 of 152

28 28 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-4.5. Existing urban transportation scenario and facilities available in the use of urban transport issues & challenges a) 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. (1) SH-17 connects Mysore to Bangalore (2) SH-33 to Manantavady (3) SH-86 to Bangalore via Kanakapura (4) 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: Table 9: Major Roads in Mysore M.G. Road Dhanvantari Road Mirza Road Vani Vilas Road Ramanuja Road Radhakrishna Avenue Jhansi Rani Lakshmi Bai Road (JLB) Sayyaji Rao Road Seshadri Iyer Road Chamaraja Double Road Ashoka Road Ramavilas Road Devaraja Urs Road New Sayyaji Rao Road Adichunchanagiri Road Kantharaja Urs Road Irwin Road Sawday Road Lokaranjan Mahal Road Karanki Tank Bund Road Lalith Mahal Road Maharana Pratap Simhaji Road Dr. B.R. Ambedkar Road Chamundi Hill Road T. Narasipura Road Race Course Road Madhavachari Road Vinoba Road A.V. Road In addition to the above roads, Outer Ring Road (ORR) on the periphery of the city has been constructed by MUDA. At present, 42 Kms of the ORR has been completed and the balance length of road connecting Bannur Road to H.D.Kote Road is yet to be taken up. Page 28 of 152

29 29 Details about the existing features of some of the important roads are highlighted in the subsequent paragraphs: b) 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 up to 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. c) 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 up to Nazarbad Circle and reaches Hardinge Circle via Nazarbad Road. The carriageway width between T. Narasipura Road and Nazarbad Road varies between 5.5m and 9m. Karanji Tank is located near Siddartha Layout adjacent to T. Narasipura Road. Footpath is unpaved. From the intersection with ORR, there is one major junction viz., Nazarbad Circle; Nazarbad to Hardinge Circle, the road is one way. d) 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 Meatball. The existing road width is proposed to be widened to 30m. The road intersects the railway line (going towards Arasikere at grade. e) 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. f) Mahadevapura Road Page 29 of 152

30 30 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 up to city limits and beyond that, it is open and agricultural land. Footpath is unpaved and width of footpath 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 undivided two-lane. The land use around this road is either residential or commercial. The road runs almost parallel to the Mysore Chamarajanagar meter gauge railway line up to 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. B-4.6. User demand forecast A survey by Transport Operation Planning and Informatics Centre, Bangalore has the following findings on Mysore city travel characteristics: a) The vehicular and passenger traffic volumes are very heavy on the following roads during peak hours: (1) Visweswaraya circle in Sayyaji Road (2) Corporation Circle in Sayyaji Road (3) Srinivasa Circle in Mananthody Road b) About 25% of households have no vehicles, 28% cycles, 48% have two wheelers and cars are limited to 4%. c) 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. d) The per capita trip per day Table 10: Percapita trip per day Age group (yrs) Up to Above 58 Males Females e) It is estimated that about 5.7 Lakh passenger trips are generated each day within urban limits. f) Nature of trips: Table 11: Nature of trips Home to work 23.2% Home to Educational institutions 19.5% Home to Shopping 2% Page 30 of 152

31 31 Home based trips to & fro 49.9% Non-home based trips 5.4% g) 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. Figure 3: Population details - Mysore Dist 2001 census 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 in Mysore City during Table 12: Operational performance of KSRTC during Sl No Factors Upto Jun-08 % increase 1 Schedules Fleet held Effective Kilometers/Day Load Factor(%) Traffic Revenue (In lakhs) Total Cost (In lakhs) Margin on Gross Revenue (In lakhs) 8 EPKM on Traffic Revenue (In Ps) EPKM on Gross Revenue (In Ps) CPKM (In Ps) Page 31 of 152

32 32 Sl No Factors Upto Jun-08 % increase 11 Average Carrying Capacity Average Seating Capacity The table below illustrates the data as on 2008 and the likely demand in 2011: User Demand Particulars Table 13: User demand forecast Existing Future Land Use(in Hectares) 9,221 15,670 Total Land Area Current Population of Mysore city (In Lakhs) km² 9.13 lakhs 9.63 lakhs Assumptions/ Comments Based on growth rate of 20.5% observed during 1991 to 2001 City Depot / Terminals 2 3 Bus Schedules Based on trend observed during data Distance Operated per Day (In Km) 55,475 62,595 Assuming similar vehicle utilization observed in Total Trips Per Day 4,217 4,751 Trip per day is times the Bus schedules in 2008 data. Same is applied to 2011 No. of passengers carried per day 179, ,260 Based on estimated passenger kilometers in 2011 and passenger lead at par with i.e kms Average Load Factor (%) Based on annual growth rate observed during i.e. 1.78% Number of Bus Stops Growth rate per 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 in the Table below: Type of vehicles Table 14: Growth projection of vehicle population in Mysore by Composi tion of Vehicles % of Increase in Vehicle Population between Average growth per year Expected population of vehicles in wheeler 4,829 5,717 11,291 32, % ,392 2-wheeler 2,602 8, , , % ,169 Truck 866 1,161 3,712 5, % ,945 Bus , % ,161 Total 10,782 15, , , % ,667 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 & Page 32 of 152

33 33 Based on this calculation, the total vehicles plying on the roads of Mysore is around six 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 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; Page 33 of 152

34 34 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. B-4.7. Integrated urban land use and transport planning 1. 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 hectares by 2011, representing a significant increase of around 70 % over the total area in 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: Table 15: Land use pattern in Mysore Category Area in Hectares % Area Area in Hectares % Area Area in Hectares % Area Residential 3, , , Commercial Industrial 1, Parks & Open Spaces Public & Semi-public , Traffic & Transportation 1, , , Public Utility Water Sheet Agricultural Nehru Loka 2, , Total 7, , , Page 34 of 152

35 35 Figure 4: Mysore Road map 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 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 This would represent an increase of almost 114% over the area of 2850 hectares in the land use pattern for 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 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. Figure 5: Mysore City Wards as of 2007 Page 35 of 152

36 36 2. Transport Planning integrating land use Figure 6: Mysore City Land use map 2011 a) 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. b) Need Over the next few years, Mysore city which has been a centre of tourist attraction is likely to develop into a major IT hub of the State. With such growth and development of the city, Mysoreans should be able to enjoy a good quality of life. Towards this end, the city should be planned and the challenges and problems faces the city should be met with utmost care. Although, some measures have been initiated by MUDA with the construction of Outer Ring Road (ORR) in the city, there is a need to provide more road infrastructure facilities. The time is now ripe for planners to become visionaries. The ideas or proposals should not be brushed aside as invalid or impractical. There will be many obstacles and difficulties - fiscal, political and practical but instead of excuses, the planners need to face reality and become Page 36 of 152

37 37 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. c) Problem Identification The most visible problems Mysore faces are: (1) Congestion, with ever increasing commuting times and delay (2) Degraded air quality which threatens the health of citizens (3) Lack of proper parking facilities (4) Lack of proper pedestrian facilities to ensure safety of pedestrians 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. d) 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: (1) 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. (2) 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. (3) Travel in city has become risky with more accidents. (4) Rapid motor vehicle growth has led to severe air pollution, adversely affecting the health of people and quality of life. Unless the above problems are tackled in the right earnest, poor mobility can become a major dampener to the economic growth and deteriorate the quality of life. Thus, a policy is needed to deal with this rapidly growing problem and also offer a clear direction and framework for future action. Thus, the vision of the Transportation Policy should be able to make the city liveable and enable them to become the ENGINES OF ECONOMIC GROWTH allowing our cities to evolve into an urban form that is best suited for the unique geography and support the main social and economic activities that take place in the city. e) Objectives of Transport Policy Page 37 of 152

38 38 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: (1) Incorporating urban transportation as an important parameter at the planning stage (2) Encouraging integrated land use and transport planning so that travel distances are minimized. (3) Bringing about an equitable allocation of road space with people and vehicles, as its main focus (4) Investing in transport systems that encourage greater use of public transport and non-motorized vehicles rather than personalized motor vehicles (5) Establishing regulatory mechanism to allow a level playing field for all operators of transport services (6) Introducing Intelligent Transport System for traffic management and increasing effectiveness of regulatory and enforcement mechanisms (7) Addressing concern for road safety and reducing pollution levels through changes in travelling practices, better enforcement, stricter norms, technological improvements etc. (8) Promoting use of cleaner technologies (9) 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). f) Realizing Policy Objectives The objectives of the transport policy should be achieved through multi-pronged approach. This can be achieved by: (1) Integrating land use and transport planning (2) Equitable allocation of road space (3) Priority to use of public transport (4) Priority to non-motorized transport (5) Discouraging use of personalized motor vehicles (6) Providing parking facilities (7) Providing facilities for freight traffic (8) Coordinating planning and management of city transport (9) Using cleaner technologies (10) Innovative financing mechanism using land as a resource (11) Association of private sector (12) Creating public awareness and co-operation g) 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 Page 38 of 152

39 39 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 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. h) Commercial Developments The city has been witnessing a spate of commercial developments. This has resulted in generation of high volume of traffic, especially during peak hours. Access from and to these commercial establishments is creating traffic snarls with impact on other traffic. It is important that the local administration viz., MCC & MUDA take an active role while sanctioning construction of commercial establishments. i) 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. j) 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. Page 39 of 152

40 40 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. k) Formulation of Parking Policy The following guidelines are recommended for creating a comprehensive parking policy for Mysore City. (1) Limit availability of parking space and levy high parking fee in order to curb the use of personalized vehicles. (2) Preference in allocation of parking space for public transport vehicles (3) 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 (4) Multi-level parking complexes should be made mandatory in city centres that have high-rise commercial complexes. (5) Parking complexes should come up with PPP so as to limit the impact on public budget. (6) Parking complexes should also go in for electronic metering so that there is better realization of parking fee. (7) Provisions should be made by appropriate legislation to prevent use of ROW on road systems for parking purposes. When large share of trips are met by public transport system, the IPT modes become important to fill the gaps left by public transport. No space is earmarked for parking of these modes resulting in parking of these vehicles on roads creating major obstruction to traffic. Hence, necessary measures should be taken to ensure that sufficient space is allocated to the IPT mode, especially at railway stations and bus terminals. l) 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. 3. Modal Shift to more efficient and less polluting forms of Public Transport a) Priority to Public Transport Services Public transport generally occupies less road space and causes less pollution per passengerkm 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 Page 40 of 152

41 41 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. b) 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: (1) Improving / enhancing the current fleet. This means more buses and better-maintained buses, well-maintained bus terminals. (2) Providing better training and management to staff so as to improve their ability and morale (3) 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. (4) 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. c) 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. 4. Provision and encouragement of non-motorized transport a) 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 b) Discourage use of Personalized Vehicles Page 41 of 152

42 42 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 nonmotorized transport (for shorter trip lengths) and limit the use of personalized vehicles. This could be achieved by: (1) Providing efficient and effective public transport services covering all the areas and localities of the city (2) Improving road infrastructure like widening roads, strengthening the pavements (3) Providing facilities at bus terminals and bus stops which would encourage more usage of public transport system (4) Reducing the waiting time for public transport B-5. B-5.1. Worldwide experience of Real Time Passenger Information Systems International Literature survey of ITS studies and benefits Various studies taken up internationally and researched on the Internet indicate the broad set of benefits that ITS was able to realize. These studies relate to before and after the project implementation. These are captured in a summary form in the following list: Blacksburg Transit March (1998) 7Chap.pdf Rescheduling Efficiency and utilization 98 B-Line bus Rapid Transit Evaluation Study (Sep 2003) Travel time savings (~by 20%) compared to previous services Modal Shift 23% Reduce travel time variability Reduction in 8 Million personal Vehicle Kilometers Reduction in Vehicle hours 25% Benefits estimated to be 30% higher than costs Wisconsin community (1999) Different Perceptions of Commuters and their weights (page 9) Users Perceive that waiting time is 2.62 more valuable than travel times Wait Times sensitive to Benefits Benefits of Modal over a period Weighted importance index of various features riders perceptions {The most important ranking is scored 1 and the least important ranking is scored 5} Variable Table 16: Feature index for commuters Weighted Importance score Bus is on-time 1.48 Page 42 of 152

43 43 Variable Weighted Importance score Real time information 1.55 Low fares 1.62 Replacement on breakdown 1.66 Emergency response 1.68 Exact Delay time 1.78 Availability of seat 1.91 Latest Technology 2.01 Display Next stop 2.39 Calling out stop 2.82 Passenger Wait Time Perceptions at Bus Stops (Chicago) Quantification of Perception of Wait times Statistically significant between Perceptions and Actual Wait times Eliminate the Exaggerated perception of Wait times Regional Bus Study (Washington (Sept 2003) Scheduled Arrival 49% Signage of Arrival 9% Non Riders - Better Information of Services Non Riders - Allured by Premium Service Buses for Modal Shift Transport Cooperative Research Program Washington 2003 Chapter 5 Passenger Valued arrival Information at 31 Cents 90% passengers at least once looked at the Display 65% felt that they have waited for less time Real-time information at locations where key travel decisions are made (e.g., office buildings) would be used and considered useful by a majority of transit passengers. people travelling late at night now have the confidence that a bus is not far away Value of Display as very high 4.5 on 5 point scale Display by itself is not likely to increase Overall satisfaction Use of the bus services more often from modal shift toward public transportation Increase in ridership and revenue Lessons learned o Finding an appropriate system could be tailored to the agency s operational needs and future requirements o Testing and implementation issues including institutional and organizational issues such as: getting power to the bus shelter for the electronic signs, adequate communication coverage in the service area for communicating AVL data and related data to real-time bus arrival signs, reliability and stability of the underlying AVL data, prediction algorithm, system hardware and control centre software, Installation on on-board equipment (where on-board the equipment should be placed), Page 43 of 152

44 44 predicting how the system would function if more buses and signs were added, changes in project scope owning to a variety of circumstances, moving buses through the installation phase, system customization, providing adequate number of buses for the pilot phase, training needs, funding the project at the right times, maintenance issues Real time at-stop information is probably the one, which best meets user expectations. Atstop 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). B-5.2. 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. 1. 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% 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 Page 44 of 152

45 45 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 way finder system, currently under test at Golders Green Underground 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. 2. 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. B-5.3. 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. a) 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 %. b) 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. c) 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). d) In London a pilot survey has been carried out on one COUNTDOWN route, and gave very positive results. The main findings were that: Page 45 of 152

46 46 (1) Waiting itself is more acceptable (89% of passengers) (2) Passengers found that time seemed to pass more quickly when they knew how long their wait would be (83% of passengers) (3) Passengers perceive a shorter waiting time (65% felt this was so) (4) The service is perceived as more reliable (5) Of those passengers travelling, waiting at night is perceived as safer (6) General feelings improve towards bus travel (68%), the particular operator (54%) and London Transport (45%) (7) 96% of passengers say that Countdown information is clear and easy to see, and have no problem of any kind with the system (8) 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. (9) 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. (10) There is strong overall customer support for the system (11) Countdown has been found to generate a minimum of 1.5% new revenue. e) 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: (1) The Time-checker system has led to a 5% increase in patronage on routes where Time-checker had been installed. (2) 68% of passengers use Time-checker consistently (3) The system claims a 90% accuracy (4) 85% of users believe that the use of Time-checker makes waiting more acceptable (5) 87% feel that Time-checker gives a feeling of reassurance (6) 92% of respondents perceived real-time information to be either 'very accurate' or 'accurate' (7) 89% of respondents wanted to see an expansion in the provision of realtime information, with electronic displays provided at all bus stops (8) 73% of respondents found that the availability of real-time information enhanced their feeling of personal security when waiting for a bus after dark. (9) 71.5% of users believed that, in general, the SMART services improved when the electronic displays were installed. (10) 57% of respondents thought that the installation of real-time displays resulted in decreased waiting times at bus stops. f) 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: (1) 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. (2) 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). Page 46 of 152

47 47 (3) 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 (4) 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.). g) 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. (1) Longer-than-anticipated integration of the various AVL system elements (2) Bus fleet 'churn' (moving buses between depots) (3) The change in scale required from project to programme working. (4) 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. (5) Several developments are being considered to enhance Countdown: e.g. (6) Linking the buses' radio to the Electronic Ticket Machine, to assist driver logging-in (7) Evaluating ISDN for landline communication to and from the stops (8) Initiatives to allow third-party dissemination of Countdown information h) 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. i) 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. j) 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. Page 47 of 152

48 48 k) 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): (1) 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. (2) 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. (3) An advantage of the monitor is that it has space to provide a good overview of available alternatives of the various lines passing the stop. The disadvantage is that the monitors are very light-sensitive. Outdoor monitors for real time information should be avoided. Users of monitors may have problems related to readability and outdoor positioning. Finnish Railways and display supplier have found a new solution to replace monitors with displays with a developed LCD technique. They are easy to place (the depth of the device is only 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. l) 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 & 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 Page 48 of 152

49 49 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 Page 49 of 152

50 50 C: Intelligent Transport System C-1. Solution framework 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. Figure 7: ITS solution overview C-1.1. Use of AVL to Improve Public Transport Service, Operations and Management The intended use of the AVL system is to improve the quality of passenger information and to assist staff in performing better route supervision and control to assure bus schedule adherence. Another important use of such systems is to develop a data warehouse to support a number of operating and strategic decisions for the transit system. Page 50 of 152

51 51 1. Using Vehicle Location Data 1 The solution proposes use of IT tools which can a) Assess the frequency distribution of actual transit travel times produced by the AVL system and provide guidance on establishing running times for use in preparing passenger, vehicle and crew schedules, b) Enable transit operators to visualize graphically patterns poor on-time performance in order to take corrective actions c) Enable the measurement of between day arrival time of trips at specific time points to determine the reliability of service from a customer perspective and address problem locations d) Perform an analysis of end of line layovers to determine their role in on-time terminal departures a key determinant of on-time performance along a route. Given the long headways of most routes in Indore, schedule adherence is very important since it greatly affects customer waiting time. While this is a clear issue for late buses, if buses occasionally run early, customers either miss their bus and wait for the following one or compensate for this over time by arriving earlier at the stop. 2. Running Time The development of tools will assist transit managers in establishing scheduled running times. These times are essential for proper transit management and operation. Running times which are in excess of what is required to maintain schedules result in higher than necessary operating costs. Excessively tight running times, on the other hand, result in late arrivals at time-points and reduced capacity. Inadequate times also cause delays in terminal departures on subsequent trips, a key factor in late arrivals at successive stops. By using actual running time data derived from the AVL system, transit managers can obtain the information necessary to establish proper running times, balancing the requirements for operating efficiency and requirement for sufficient layover time for schedule recovery and operator breaks. By using fairly simple statistical analyses, transit analysts would also be able to trade off efficiency with reliability by developing a curve showing the probability of subsequent ontime terminal departures as a function of the scheduled running time. For example, to assure that 99% of buses complete their trips prior to the scheduled departure time for the next trip may require far more buses than if this standard is relaxed to 95%. This is a case requiring considerable management judgment and experience. 3. Reliability Assessment Reliability may be viewed as consistency of on time performance across days. Since most transit commuters take the same bus each day, reliability greatly influences customer wait time. Over time, arriving customers adapt to the historic bus arrival pattern. Service which wildly fluctuates over time (including early stop departures) causes customers to adapt by 1 These tools would help implement a body of research developed as part of TCRP Project 113 Using Archived AVL-APC Data to Improve Transit Performance and Management. Page 51 of 152

52 52 arriving sufficiently early at stops to assure with some high probability that the bus is not missed. Essentially, this is a risk management decision in which the commuter implicitly trades off the certainty of a higher wait time by early arrival against the possible wait time to the next bus in the schedule. Recent research has developed methods to estimate the wait time premium associated with poor reliability. Appropriate tools need to be developed / deployed to measure deviations from published schedule for a particular time point to permit at least the identification of problematic route segments and time periods so strategies to fix the problems can be developed. 4. Terminal Departure and Layover Analysis A large proportion of the total late minutes along the trajectory of a trip are due to late departure from the terminal poor vehicle dispatching. This suggests that a good amount of the lateness can be controlled by better on-time departures from terminals. This is a matter of both supervisory discipline as well as assuring that arriving trips have sufficient schedule time to enable an on time departure on the subsequent trip. Two tools will facilitate this. The first is a histogram of the difference between scheduled and actual departure times for trips from specific terminals stops. Ideally, this should be zero for all trips. The second is the development a layover analysis tool to determine if poor on-time performance is the result of schedule deficiencies (insufficient running time) or problems of schedule discipline at terminals which can be controlled by better on-street supervision. 5. Traffic Signal priority Though not proposed for implementation by KSRTC, but which could be considered by the Mysore City Corporation for which World Bank assistance could be available include the following: a) Introduction of sidewalks/bicycle paths on arterial streets: At present, a good amount of general traffic capacity is used by pedestrians, bicyclists and people who haul carts since there is no dedicated, safe place to walk on the side of the road. This problem is exacerbated by several individuals and businesses which appear to encroach on the road right-of-way. b) Improved police training and enforcement: Mission observed that it will be useful to train the police so that they could take specific action to improve public transport efficiency and performance. c) Targeted traffic improvements on critical links: Spot improvements in critical areas such as queue jumps with signal priority for departing buses are warranted. They should be planned and implemented if the AVL system is to produce its full measure of environmental and other benefits. 6. 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. Page 52 of 152

53 53 This project is planned to cover 500 Buses, 80 Bus Stops and 2 Bus Terminals. ITS is divided into the following eight components: a) Vehicle Tracking System b) Central Control Station c) Passenger Information Management System d) Communication Sub System e) Travel Demand Management f) Incident and Emergency Management System g) Operational and Maintenance Specification Fleet Management System C-1.2. New scenario with the induction of technology Figure 8: Bus Stop after introduction of ITS Figure 9: Central Bus Terminal after introduction of ITS Page 53 of 152

54 54 Figure 10: Regulated traffic after implementation of ITS C-2. C-2.1. Technical specifications 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: 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 C-2.2. Automatic Vehicle Location (AVL) & Tracking System GSM / GPRS Specifications Table 17: 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 Page 54 of 152

55 55 GPS Specifications Table 18: GPS specifications 1 Frequency L1 ( 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 Table 19: Environmental specifications 1 Temperature Operating -20 C to +70 C 2 Humidity 5% to 95% RH non-condensing at +40 C 3 Enclosure UL fire retardant enclosure 4 Vibration to meet SAE standards 5 Shock to meet SAE standards Physical Specifications 1. Assembly : Injection molded plastic with integrated battery pack Electrical Characteristics 1. Primary Power : Vehicle Battery 12/24 volts 2. Battery Life : 8 Hours normal operation Firmware: 1. Over the Air Download of firmware as well as configuration parameters 2. Store and Forward features for network dark zone The high-level logical architecture of the solution is described below. Some of the key services that have been included are: 1. Application Services 2. GPS/GSM Services 3. GIS Services 4. Reporting services 5. Database Services 6. Archival Services 7. Streaming Services 8. Integration Services The following diagram denotes various logical components, which synthesized together will perform the task of servicing the requirements of ITS. Page 55 of 152

56 56 Figure 11: Logical components of ITS 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 Page 56 of 152

57 57 KSRTC Mysore. A simple level sequential workflow can be set up for approval of the data to be streamed. Streaming Services These would be the streaming servers, which will help stream the data stored in the content repository. Integration Services - The application integration services will provide a composite platform optimized for building service-oriented applications that extend and integrate the various applications like GPS, GIS, and PIS. Backup & Restore of Data: The infrastructure will use structured backup & restore solution to provide resilience to the entire infrastructure. It is a Web-based management, intelligent data move-and-store techniques and comprehensive policy-based automation working together to help increase data protection and potentially decrease time and administration costs. It operates on a progressive incremental methodology that backs up only new or changed versions of files, thereby greatly reducing data redundancy, network bandwidth and storage pool consumption as compared to traditional methodologies based on periodic full backups. Schematic Model Page 57 of 152

58 58 Figure 12: ITS - Schematic model The above diagram illustrates possible component population. C-2.3. Features of Proposed Solution (CCS) Standards based solution Can be installed on multiple operating systems Support latest J2EE Standards Unified Portal Framework Page 58 of 152

59 59 The proposed architecture provides access to different functional components and different applications via single unified portal framework. Provides componentized solutions that are designed for scalability and future growth Secure and reliable Using LDAP, the security is provided at the infrastructure layer, application layer and at the user authentication layer It also provides controlled access to portal based on privileges stored in LDAP. Web and Application servers can run on Linux which is an open-source and offers security features same as standard Linux platform Server Room A/c Plant A/c 12 Feet Door Communication I/F Servers Distribution Bay Access Control Work Stations Printer D UPS 28 Feet A/c Power Sup Figure 13: Floor plan for Central Control Station - ITS Mysore Servers and Accessories in CTCS Table 20: Servers and accessories Edge Server 2 nos Web Server 2 nos Database Servers 2 nos Application Server 2 nos Directory Server 1 no GSM/GPRS Server 1 no Reporting Server 1 no Integration Server 1 no Streaming Server 1 no GIS Server 1 no SAN Array 2 Tb 1 no Storage Manager Server 2 nos Page 59 of 152

60 60 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 Figure 14: Display panel 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 4. Memory : Non Volatile to store 200 Display Frames 5. Display Format : Fixed and Scrolling GPRS Interface 1. Type : GSM & GPRS Class Air Interface : Dual Band; 900 MHz & 1800 MHz Page 60 of 152

61 61 C Max. Output Power : MHz & MHz 4. Antenna : Passive with 5M cable length Environmental Specifications 1. Power Requirement : VAC; 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 Communication Sub-System Communication sub-system consists of the following: 1. General Packet Radio Service (GPRS) 2. Communication and Data Exchange 3. Two-way Communication system General Packet Radio Service (GPRS) GPRS is a packet oriented Mobile Data Service available to users of Global System for Mobile Communications (GSM) and IS-136 mobile phones. It provides data rates from 56 up to 114 Kbit/s. GPRS can be used for services such as Wireless Application Protocol (WAP) access, Short Message Service (SMS), Multimedia Messaging Service (MMS), and for Internet communication services such as 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. Page 61 of 152

62 62 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 Figure 15: Communication & Data Exchange VMU: Page 62 of 152

63 63 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 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. C-2.5. Integration of ITS Components Page 63 of 152

64 64 The following components of the ITS system will be integrated with appropriate interfaces to work in sync with each other seamlessly. 1. GPS (VMU unit) Figure 16: sub-system communication link a) 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. 2. Display units a) 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. b) The BUS STOP DISPLAYS will periodically query the CS through HTTP request. c) 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. d) The BUS STOP DISPLAY, which receives all such information, will display continuously until the next set of data is received. e) The Destination will be displayed in different languages at least in two languages i.e. English, and Kannada. Page 64 of 152

65 65 f) 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. g) 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. h) When this unit receives the current positional information from the tracking unit, it will then check with the nearest bus stop and displays the name of the bus stop, which is likely to arrive. This displayed information will be in English and Kannada. i) 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. j) Along with the visual display, the next bus stop will also be announced in English and Kannada. k) The BUS TERMINAL DISPLAYS, unlike the BUS STOP Displays will be connected through wired cable with the CS. l) The communication will use TCP/IP and HTTP protocol. m) 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. n) There will be at least four lines to indicate the status of different buses leaving the terminal. o) The destination will be displayed in English and Kannada one after the other. 3. Central Control Station a) 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. b) 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. c) 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. d) The Application Server will host all the applications to be developed for KSRTC Mysore like Passenger Information System, Reporting applications etc. Page 65 of 152

66 66 C-2.6. e) 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. f) The VMU will fetch the bus position data from the GPS satellite and sends it to the central server. The application software will process and integrate with GIS data to display it on the map on a real time basis g) 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. h) There will be local databases at the bus stops/terminals, which will be synchronized. i) The Backup & Restore service will be provided using Storage Manager. Sample Reports 1. Daily Reports Table 21: Sample Daily report 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 2. Daily Bus Stops Skipped Report Table 22: Sample Bus stops skipped report Date Bus Stop Type : Sr. No. Time Bus No Total stops skipped Route No. Bus Stop No. Stage Name Depot Code Driver ID. Conductor ID 3. Daily Speed Violation Report Table 23: Daily speed violation report Date : Duration mare than seconds Duty No: Bus registration No Sr. No Time Route No Location Driver No 1 2 Duration (Sec) Speed (Kmh) 4. Daily Driver Duty Performance Table 24: Daily Driver Duty Performance report Date: Sr. No Driver Name: Driver ID: MOR/EV Outshedded (Y/N) DUTY STATUS Daily Out shedding deviation report Page 66 of 152

67 67 Table 25: Daily out-shedding deviation report Daily Out shedding deviation report Date: Shift: Sr. No. Duty No. Bus Reg. No. Scheduled Outshed Time Actual Outshed Time Deviation time(min) Reason 6. Daily Improper Stopping Report Date: Sr. No. Time Route No 1 2 Table 26: Daily improper stopping report Driver No Driver Name Bus Reg. No Conductor No Stage Name Date : Terminal Terminal Total Grand Total 7. Daily Missed Trips Report Misse d Trips Break Down Table 27: Daily Missed Trips report Bus No Staff No Late Out Shedding Late Running Route Deviation Total Missed Trips C-2.7. 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 C-3. C-3.1. Project Impact analysis 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 Page 67 of 152

68 68 will result smoother and more efficient flows in the traffic system. However, the environmental impact of travelers in the long term is not a cause for concern. With the implementation of ITS projects there will be only improvement in various environmental parameters. In view of the above, there will be no need to undertake mitigation measures to minimize negative impacts. Consequently detailed EIA/EMP, SIA and RAP have not be carried out as they are not applicable for this project. C-3.2. Social Impacts On ITS component, no significant environmental impacts are envisaged. With several of its facilities certified to ISO 14001, KSRTC is well positioned to manage the environmental issues related to the bio-fuel component. a) The implementation of the ITS Project has several social benefits as described below: (1) Safety improvements (2) Delay reduction, (3) Effective capacity improvements, (4) Greater commuter satisfaction (5) Energy and Environment-Positive and Negative Impacts: (6) Use of public transport by people instead of using own private vehicles (7) Reducing Travel Uncertainty (8) Reliability and Punctuality (9) Reduction in Traffic Congestion b) 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. Intelligent Transportation System 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. c) 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. d) 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. e) Greater commuter satisfaction Page 68 of 152

69 69 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. f) 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. g) 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. h) 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 realtime 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 i) Reliability and punctuality Intelligent Transport System (ITS) generates real time data about vehicle performance, exceptional reports of MIS. These data are useful for the management to make informed decisions which will in turn lead to better management of the existing fleet, transport schedules and the number of trips and passengers carried. These management capabilities will result in better reliability and punctuality of vehicle operation. Page 69 of 152

70 70 j) 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-3.3. Measures by KSRTC for providing more efficient and less polluting Public Transport: C-3.4. 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 Fifty of these buses will be Volvo B7R vehicles. The age of buses in the KSRTC fleet by the end of 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. Expected measurable outcomes of the project 1. Service Outcomes- Socio economic benefits With the introduction of Intelligent Transport System in Mysore City, the following clear factors would get established: 2. 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. 3. 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 Page 70 of 152

71 71 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. 4. Patronage of Public Transport System The introduction of ITS will result in more efficient and cleaner transport management, realtime 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. 5. 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. 6. 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. 7. Reduction in emission levels While the transport network becomes highly efficient, punctual, passenger friendly it is bound to translate to citizens using own vehicles patronizing public transport. This will result in reduction of emission levels, as less number of vehicles will be using the roads. 8. 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. The outcome of ITS implementation could be translated into measurable parameters such as: Table 28: Measurable outcomes for project evaluation S. No Particulars of Outcomes Evaluation plan 1. Increase in average passenger occupancy in buses as a result of access to on-line information through display systems, improved transport management. Obtain data on Occupancy Ratio from CCS. 2. Reduction of personal vehicles use by Data from RTO on new vehicles registration. Page 71 of 152

72 72 S. No Particulars of Outcomes commuters. Evaluation plan 3. Reduction in emission from personal vehicles due to greater usage of public transport. 4. Enhanced Air quality due to reduction in pollution levels. 5. Increase in Commuter/Passenger Satisfaction level. 6. Real-time punctuality monitoring of bus arrivals and departures. 7. Effective Fleet Management and deployment of Buses. Data based on number of vehicles plying on the Road multiplied by average emissions per vehicles of different categories. By installing Air quality monitoring stations at appropriate locations Conducting surveys with different segment of population Reports generated at data center in CCS. Reports generated at data center in CCS. 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 identified as measures. The association of goal areas and measures is depicted as follows: Table 29: Measures of effectiveness within each goal area Goal Area Safety Mobility Efficiency Productivity Energy and Environment Measure Reduction in the overall Rate of Crashes Reduction in the Rate of Crashes Resulting in Fatalities Reduction in the Rate of Crashes Resulting in Injuries Reduction in uncertainty of waiting passengers Reduction in Delay Reduction in Transit Time Variability Improvement in Customer Satisfaction Increases in Highway and Arterial Throughput or Effective Capacity Travel Time Savings Increase in Economic Productivity Decrease in Emissions Levels Decrease in Energy Consumption Page 72 of 152

73 73 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 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. Page 73 of 152

74 74 D: Bio-Diesel D-1. D-1.1. Need of the Project Energy Efficiency & Climate Change Considerations GHG emissions across the globe are increasing most rapidly in the transportation sector. A major issue of global concern at present is the increasing contribution of the transport sector to carbon dioxide (CO2) the main greenhouse gas (GHG) produced from the use of fossil fuels and its consequences on global warming and climate change. Even people with low incomes are meeting their need for mobility, and projected income growth over the next two decades suggests that many more will acquire personal modes of transportation. How this will affect the earth s climate is a great concern. In India, roads have dominated land transport system since 1985, and it is clear that their dominance will continue, if not increase. In the last three decades, owing to easy accessibility, flexibility and reliability the share of both freight and passenger traffic has experienced a rapid shift from rail to road, however the capacity of the road has not been able to keep pace with the increasing demand. In terms of rail-road modal mixes, the freight traffic carried by road transport is estimated to have increased from roughly 35% in 1970/71 to 70% in 2003/04 whereas the passenger traffic has increased from 67% to 85% during the same period. Current transportation activity is overwhelmingly driven by internal combustion engines powered by petroleum fuels. The total transport sector (which includes road, rail, aviation and water navigation) energy consumption in India was million tones of oil equivalent (mtoe) in 2003/04 with share of petroleum fuels 98% and electricity 2% (MoPNG, 2005). Of the total petroleum products consumed, share of high-speed diesel (HSD) was the highest 71%, gasoline 27%, and all other fuels less than 1%. Demand for gasoline and HSD has grown at 7.4% and 5.7% per year respectively between 1980/81 and 2003/04. As a consequence, transport energy use and CO2 emissions closely track the growth of transportation activity. The total CO2 emissions from the transport sector in the country in 1994 were million tonne (mt) (MoEF, 2004). The transport sector contributed around 12% of the country s total CO2 emissions as a part of its total energy activities (i.e., mt of CO2 in 1994). Among the transport sub-sectors, road transport is the main source of CO2 emissions and accounts for nearly 90 per of the total transport sector emissions. Further, the rapid pace of urbanization and an even faster pace of motorization measured as the growth in ownership and use of motor vehicles have exerted heavy pressure on the urban transport system, especially in the metropolitan cities and second order cities like Mysore city. One noticeable feature about the growth of vehicles is the explosion in the number of two wheelers (namely, scooters, motor cycles, and mopeds), cars and auto rickshaws. The importance of transport energy use and emissions, within the overall energy scene, has grown substantially in recent decades in response to a series of public policy objectives such as energy security, human health, safety, local environment and climate change. There are policy and technology choices that could significantly lower the emissions growth rate while increasing mobility, improving air quality, reducing traffic congestion, and lowering transport and energy costs. These can be attenuated by sensitive design of new infrastructure and introduction of best practice operating technology. But technology is not Page 74 of 152

75 75 enough, and measures are required to restrain road traffic growth by better-directed land use planning, stricter demand management, and greater use of public transport. In India, GHG emissions from the road transport sector are expected to soar. In 2000, nearly mt of CO2 was emitted from on road vehicles in India and in 2005 it went up to about 130 mt. Similar to the fuel demand growth rate, total CO2 emissions is also likely to go up over nine-fold in the low GDP growth ( 6 % ) scenario ( mt in 2005 to mt in 2030) and about thirteen-fold ( mt to mt) in the high GDP growth over the next 25 year period between 2005 and This increase has been fuelled by the rising demand for mobility, as economies would continue to grow. Despite the rapidly increasing contribution to CO2 emissions, likely to grow at an average annual rate of 9.2% with GDP growth at 6% and 10.7% with GDP growth at 8%, there has been no initiative so far in addressing cost-effective emission reduction strategies in India. Although with advancement of automobile and fuel technologies, the fuel efficiency of transport vehicles will continue to improve but these improvements will be more than offset by a combination of increases in the number of personal vehicles (with a shift towards vehicles with more powerful engines) and their increasing utilization levels. The more significant role of public transport and use of Alternative fuel such as Ethanol Blended Diesel will be needed in reducing the energy intensive path of the road transport sector in India. The mix and the growth in automobile population determine the contribution of auto emissions of local pollutants namely, CO, HC, NOx and PM in any city. The likely penetration of buses running on Ethanol solubiliser blend Diesel is expected to bring a drop in the growth of energy demand and emissions of CO2 and also local criteria pollutants. Role of Public Transport providers such as KSRTC, therefore becomes significant both in terms of providing the public transport services and introduction of best practice technological aspects such as use of Ethanol blending to address the vital issues of GHG emissions and energy efficiency. The Ethanol Solubiliser -Diesel blends reduce, GHG as well as particulate emissions and other criteria pollutant emission from Diesel vehicles. Figure 17: Drop in PM emissions with the use of Ethanol (Source: Office of Heavy Vehicle Technologies, ORNL State Partnerships Program) Page 75 of 152

76 76 In the USA O2 diesel (Ethanol-Diesel fuel) fuel blend has been subjected to extensive independent laboratory and field testing under the auspices of federal, state, and local agencies. Testing has included tens of millions of miles and hundreds of thousands of hours of operation in a wide range of diesel powered equipment. Testing has been conducted in several countries and under variable conditions including hot and cold climate extremes. The testing of O2 diesel (Ethanol-Diesel fuel) was undertaken by California Air Resource Board (CARB) under its interim procedure for verification of Emissions Reductions for alternative diesel fuels. About 1.6 % reduction in oxides of Nitrogen Emissions and a 20 % reduction in particulate emissions and 25 % reduction in Hydrocarbon emissions were observed. The Department of Conservation and Natural Resources, Division of Environmental Protection, State of Nevada, US has also designated O2 diesel (Ethanol-Diesel fuel) as an Alternative fuel in Nevada s Alternative Fueled Vehicles Fleet program. Diesel emissions contribution to poor urban air quality is the focus of Air Quality and Environmental Agencies around the world. Diesel emissions not only contribute to ozone depletion, but particulate matter (PM) from diesel exhaust has been linked to a number of health related issues. Many solutions proposed require large and expensive infrastructure investment. The time scale and cost of these approaches has led several countries to seek more immediate and less expensive solutions. In economies with large and ageing diesel fleets an oxygenated diesel fuel that provides immediate air quality benefits, is the most practical solution. If this solution can additionally cut oil imports and promote indigenously produced renewable fuel components it can make sense from both an environmental and economic standpoint. D-2. Mysore City environmental Scenario City of Mysore currently enjoys the favorable state of environment. However, rapid pace of socio-economic development and consequent growth in number of motor vehicles would pose significant pressure on urban and regional air quality particularly in the region of Mysore. Urban population in Mysore is growing faster. This is also leading to tremendous growth in number of motor vehicles in Mysore. Urban air quality is, therefore, likely to become major challenge the city would face in future. The current number of vehicles in Mysore city stand at 3.55 lakhs.for city of Mysore mode-wise, 2-Wheelers account for %, followed by 4- Wheelers at 9.13 %, Trucks at 1.67 %, Buses at 0.8 %, with others vehicles at 7.85 %. As the city has grown up with increase in per capita income, the ownership of the vehicles has increased which causes intense land use and in turn generates more traffic. Although number of motor vehicles has increased multifold by about 25 times in the Mysore City between 1970 and 1996, the road capacity in older parts of the city remained same while the quantum of traffic has increased significantly. As a result the GHG emissions (CO2) & pollutants contributed by automobile exhaust are also likely to have increased. In future years, increased vehicle kilometers will consume more fuel and generate increased amount of GHG emission & criteria pollutants.to minimize the pollution loads in these cities, technological options will have to be explored in terms of eco-friendly alternative fuels as also efficient eco-friendly public transport systems in lieu of personal transport. Energy consumption in transport sector is also likely to increase in the coming years with the rapid increase in number of vehicles in Mysore city. Efforts are being made all over the globe to reduce the consumption of petroleum-based fuels and maximize the utilization of eco Page 76 of 152

77 77 friendly energy sources and fuels for meeting transport energy needs. Diesel engines are major contributors of various types of air polluting exhaust gasses such as Particulate Matter (PM), Carbon monoxide (CO), Oxides of Nitrogen (NOx), Sulfur, and other harmful compounds besides GHG. It has been shown that formation of these air pollutants can be significantly reduced by blending oxygenates into the base diesel. Ethanol blended diesel (e-diesel) is a cleaner burning alternative to regular diesel for heavy-duty (HD) compression ignition (CI) engines used in buses. Although ethanol has been used as a fuel oxygenate to reduce tail-pipe emissions in gasoline, its use in diesel has not been possible due to technical limitations (i.e., blending). Commercially viable E-Diesel is now possible due to the development of additive systems. With the use of e diesel significant reductions in the CO2, PM, CO and NOx levels could be achieved. In Mysore city, demand for petroleum products for transport sector is estimated to increase over the next decades. In year the diesel consumption of KSRTC buses in Mysore Division stood at 166 lakh liters, considering 10 % increase in the consumption based on the increased operations, this is likely to be the tune of 183 lakh liters for year With the blending of ethanol & Solubalizer to the tune of 8.2 %, the consumption of diesel fuel would be reduced significantly. With the price differential between the prices of diesel and E-Diesel, significant savings could be achieved per annum. Therefore, Blending of Diesel with Ethanol for Karnataka SRTC Buses operating in Mysore region would address both the aspects of reducing air pollution as well as energy savings. The buses operating on a blend of 7.7% Ethanol, 0.5 % of Solubalizer and 91.8 % of diesel could well prove to be the solution for meeting both the energy as well as environmental needs. D-3. Ethanol & Diesel Blends: An Overview Ethanol is a clear, colorless, flammable oxygenated hydrocarbon, with the chemical formula C2 H5 OH. There is an important distinction between anhydrous and hydrous alcohol. Anhydrous alcohol is free of water and is at least 99% pure. Anhydrous ethanol is used in fuel blends. Hydrous alcohol contains some water and typically has a purity of 96%. In Brazil, hydrous ethanol is used as a 100% gasoline substitute in cars with dedicated engines. Ethyl alcohol as an automotive fuel replaces gasoline in dedicated internal combustion engines and is an effective octane enhancer when mixed with gasoline in blends of 5% to 30%. In this case no engine modifications are required. Ethanol easily blends with gasoline but not with diesel. Ethanol was initially the fuel of choice for early automobiles, but was rapidly displaced when low-cost gasoline was developed as a commercial automotive fuel. Ethanol made a comeback as an automotive fuel in the early 1980s, when the Brazilian government launched the Proálcool program to produce fuel ethanol from sugar cane on an unprecedented scale. As mentioned above, Ethanol blends are common in gasoline but it is technically more difficult to blend Ethanol with diesel and the mix is subject to various problems such as lack of stability of the blend, lower cetane values causing poor starting and operation, lower lubricity leading to increased component wear, increased corrosion of components, loss of power and lower fuel economy. These technical problems of using ethanol-diesel blends can be overcome in by using a solubiliser. 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. For reasons of fuel efficiency, emissions Page 77 of 152

78 78 performance, and economics, a 7.7 vol % fuel ethanol blend can be utilized for maximum benefits. D-3.1. Ethanol- Diesel Blends The emission and combustion benefits of oxygenating diesel fuel have been known for many years but until recently a commercially viable oxygenated diesel remained elusive. While ethanol has proven to be a technically and fiscally suitable gasoline oxygenate in numerous markets, it, despite many attempts, has not been suitable for diesel fuel blending. It is only recently, following the introduction of solubilizing additives that ethanol has seen widespread consideration as a diesel fuel oxygenate. Ethanol-diesel blended motor fuel (Ener Diesel) comprised of up to 7.7% fuel-grade ethanol with additive package that solubilizes ethanol in both diesel fuel, and standard on- or offroad diesel fuel. A solubiliser is essential for e-diesel because without it, extreme temperatures and condensation can cause the fuel components to phase-separate. It is virtually impossible to keep the diesel fuel distribution system free of water, which is one reason why ethanol diesel has not been commercially demonstrated as a viable fuel until recently. However, development of highly efficient cost-effective additive package has solved these concerns along with a novel method of blending the product outside of the oil companies. D-3.2. Benefits The table below gives the comparative analysis of various parameters for Compressed Natural Gas (CNG) and E-diesel. Table 30: Comparative analysis of various parameters for CNG & e-diesel Performance Characteristic Greenhouse Gas Emissions Engine Efficiency (Mileage) Incremental Costs Lifecycle costs Infrastructure Costs Fuel Availability Compressed Natural Gas (Methane) 100% Fossil Fuel (Methane has significantly higher negative impact on CO2) Requires Twice as Many Units of fuel (based on Btu content) Up to $0.34 per mile(source: N.Y. Metropolitan Transit Administration) Substantially Higher Than Liquid Fuels Substantial, Requiring Large Government Subsidies Limited to Cities Near Natural Gas Pipeline Distribution E-Diesel (7.7% Ethanol in Diesel) Reduces CO2 Emissions by 7% or More Greater if Ethanol is Biomass- Derived (Source: U.S. Dept. of Energy) Excellent -- Similar to Diesel Saving of up to 30 paise per litre compared to normal diesel. Saving dependent on ethanol price and diesel price. Similar to Diesel (Source: U.S. Dept. of Energy) Insignificant Universal In addition to environmental benefits, there are other various advantages of Ethanol-diesel blends such as: Enhanced lubricity Added Cetane Improved corrosion resistance Page 78 of 152

79 79 Outstanding static properties Excellent response and power Maintains clean distribution system Maintains fuel economy No engine modifications required Increased life of engine and other components Increased life of engine oil D-3.3. Engine Efficiency / Performance Many millions of miles of fleet testing using ethanol diesel have been logged in Europe (Sweden, Ireland), Brazil, Australia, India (Bangalore) and the United States (Nevada, Illinois, Nebraska, Texas, and New York City). Sweden has tested a variant of e-diesel for many years in urban buses operating in Stockholm, with great success. Using Swedish Mark II diesel fuel, perhaps the cleanest in the world as the base, this ethanol blend has shown significantly improved emissions performance and reliable revenue service. Brazil has also pioneered the investigation of ethanol diesel since the late 1990s, demonstrating that a properly blended and formulated ethanol diesel can operate quite successfully in a very warm, humid climate. The results of U.S. e-diesel fleet testing to date have indicated that, a fuel with less than 8% ethanol in most applications, particularly in stop-and-go urban operations, has no adverse affect on fuel efficiency. However, e-diesel has a lower energy content (fuel ethanol has about 78,000 BTU s of energy vs. average diesel fuel with ~128,000 BTU s), so that the greater the concentration of ethanol in the fuel, the lower the energy content. The extra oxygenation from ethanol, and the outstanding lubricity, cetane, and detergency from the additives, help overcome fuel efficiency deficits. D-3.4. Engine & Materials Compatibility As part of an overall no harm testing program undertaken by several ethanol diesel product developers, several 1000-hr. engine durability tests on e-diesel have been undertaken in the U.S. since Durability is an important criterion for OEMs that require such data to determine the compatibility and durability of fuels in a given engine under heavy load conditions. Results of several of these tests to date have found that all fuel pumps, injectors, rods & bearings, and other components were normal and no excessive wear was found relative to the expected results using conventional diesel fuel. Through multiple field demonstrations and commercial fleet sales the e-diesel blend has accumulated many hundreds of thousands of hours of real world no harm data. Extensive materials compatibility tests were recently carried in Germany by a internationally recognized third party.. The tests showed that from a materials compatibility standpoint e- Diesel performed no worse than the base diesel. D-3.5. Fuel Properties E-Diesel exhibits a number of properties that are very desirable for fleet operators. Also, there are several looming issues associated with the required introduction of low sulfur diesel (LSD), with a sulfur content that cannot exceed 350 parts per million and (ultimately 50ppm by 2010 in Bharat stage IV for identified cities) can be addressed by e-diesel. One of which is Page 79 of 152

80 80 fuel lubricity, which is degraded significantly in ULSD unless modified with additives. E- diesel more than solves this problem by imparting a substantial increase in lubricity without the need for additional additives. E-diesel blends have been shown to provide excellent corrosion protection, a factor that is crucially important to fleet operators such as Karnataka SRTC. This added degree of natural protection ensures that e-diesel can be classified legally as a premium diesel fuel in many markets. After years of development and technical achievement, ethanol-diesel blended motor fuels are beginning commercialization in developed and developing nations alike. All remaining technical challenges are being addressed on a global basis by some of the world s most respected fuel and fuel additive manufacturers, developers, and suppliers. More than sufficient supplies of fuel ethanol, and the additive components would make it work as an effective diesel fuel component. E-diesel can immediately be employed as part of a comprehensive urban environmental strategy to reduce harmful emissions from a wide-range of diesel-powered equipment, both on- and off-road, in a cost-effective manner without fuel supply or equipment infrastructure modifications. In addition to environmental benefits, E- diesel provides nations another option for their energy portfolios, which will help diversify its sources of energy while modulating the impact of fluctuating world crude oil prices. Also, an effective renewable energy strategy that includes new bio-fuels (including ethanol) production provides nations with a means of stabilizing agriculture commodity prices, improving their manufacturing sector, and creating new employment opportunities. Industry specification of Denatured Anhydrous Ethanol based on IS: 15464:2004 is appended at Enclosure 2. D-4. Studies using E-Diesel across the world a) Air Resource Board s (ARB), California, has reviewed the data submitted by O2 diesel Inc and verified the results in a 1.6 percent reduction in oxides of nitrogen emissions and 20 percent reduction in PM and 25 percent reduction in HC with no net increase in toxicity. Division of Environmental Protection, Department of Conservation and Natural Resources, State of Nevada has also reviewed the data and finds that O2 Diesel (Ethanol and Diesel fuel) meets the requirements of NAC 486 A.140. They have also designated the O2 diesel fuel as an alternative fuel. NAC 486 A.140 requires that to be designated as an alternative fuel, the fuel must reduce the emissions of one or more regulated pollutants compared to the emissions generated by the fuel being replaced and not to cause emissions that exceed the tailpipe emissions standards listed. b) Studies in Indian context: Karnataka SRTC is successfully operating 2100 buses at its 20 depots; on Ethanol-Diesel blends (8.2 % ). The results from operation of these buses are encouraging in terms of emission reductions added with environmental and social benefits. D-5. Social, environmental & economical Benefits Fossil fuel combustion in the transportation system is a major cause of outdoor air pollution. Air quality improvement requires additional policies and technological upgrades in fuels and vehicle engines. The project would simulate the environmental and social impacts resulting from the use of a stabilized diesel/ethanol mixture in the KSRTC bus fleet in its Mysore division. The evaluation will be carried out to show reductions in air pollutants, mainly PM10, Page 80 of 152

81 81 which would help avert a number of disease events and deaths, as estimated through doseresponse functions of epidemiological studies on respiratory and cardiovascular diseases. Valuation of the impacts using an environmental cost-benefit analysis considering operational installation, job generation, potential carbon credits, and health costs and also adding the estimated qualitative benefits to the quantitative ones, the project's benefits would far outweigh the measured costs. Mysore region would benefit from ethanol use, producing environmental, health and socio-economic gains, the three pillars of sustainability. The development of bio fuels (Ethanol) is 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 are involved with agricultural production and are likely to gain from the development of Ethanol. During site visit to one of the 4 depots where the preparation of the diesel/bio-fuel mix is proposed, KSRTC informed that facilities are registered with the Pollution Control Board and operate with valid consents. On the issue of oil waste and vehicle washing waste, KSRTC also shared information about the facilities for recycling waste from the workshop and the disposal of washing area waste which is disposed of on approved sites. It is necessary for KSRTC to commit all its 4 depots in Mysore certified to ISO processes in set timelines so that this activity is completed in time for the operations to begin. On construction impacts, the relevant measures included in the ESMF for the entire project would be applied. On construction impacts, the relevant measures included in the ESMF for the entire project would be applied. D-5.1. Safety Aspects in Ethanol-Diesel Blends: Ethanol and diesel are typically immiscible fluids due to their high molecular weight difference and the polarity of ethanol s alcohol group. As mentioned in earlier, fuel additives must be added to facilitate mixing of the two fuels. Though apparently miscible with the additives, the ethanol and diesel in the blends retain their own vapor-liquid equilibrium characteristics. Therefore, at ambient temperatures, mainly ethanol resides in the headspace of E-Diesel blends. This makes the diesel fuel a more flammable liquid when blended with ethanol. Therefore, the flammability properties of E-Diesel are a significant technical challenge from a safety standpoint. At typical ambient temperatures (70-72 F), the vapor pressure of E-Diesel is psi, which lies at ethanol s stoichiometric concentration in ambient air (6.5%). The flammable temperature range for ethanol once it has reached equilibrium inside a closed container (e.g. fuel tank) is approximately F, based on flammability limits and vapor pressure data. The flammable temperature range at equilibrium in a closed container for diesel is approximately F, and for gasoline is approximately F. This shows that ethanol, and therefore E-Diesel, is most flammable over a more significant range of temperatures, posing a greater safety hazard in a closed container. Although ignition of the diesel can easily occur at the mouth of the fill neck, it is virtually impossible for ignition to propagate down the fill pipe and into the fuel tank, since the fuel mixture is too rich (not enough oxygen). With ethanol fuel, however, ignition could easily propagate down a fill neck and into the fuel tank at typical ambient temperatures, causing the fuel tank to catastrophically fail. The low Page 81 of 152

82 82 flash points of ethanol and vehicle tank vapor flammability are the most important aspects of e-diesel that needs to be addressed from the safety standpoints. E-diesel fuel blends pose a much larger hazard from a fire-safety standpoint than diesel or gasoline, due to the fact that their vapors are most explosive at typical ambient temperatures. Safe onboard storage poses a significant technical challenge. However, the use of properly sized flame arresters in fill necks help minimize these risks. The Annexure A and Annexure B depicts the details about Assembled Cast and Rolled Filler Neck with Flame Arrestor respectively. D-5.2. Environmental Impact Assessment The environmental benefits of Ethanol blended with diesel appear during the combustion in the engine itself. The use of ethanol would results in a closed carbon cycle, since the emitted amount of CO2 is as much as the plant absorbed during its vegetation. Due to the low or zero content of pollutants such as sulfur in ethanol, the pollutant (SO2 etc.) emission is much lower than the emission of conventional fuels. The impacts of use of ethanol in diesel are enumerated below; Closed carbon cycle, reduced CO2 emissions. No sulfur content, no SO2 emission, very low NOx, CO, soot emission. Better energy balance than conventional fuels. Bio-fuel (Ethanol) is biological degradable. D-5.3. Emission Benefits The emission inventory has been worked out for without project and with project scenario for the four key pollutants namely CO, HC, NO x and PM. The reductions for these four pollutants are expected to the tune of 40%, 50%, 2% and 50 % respectively, with the implementation of project with the use of e-diesel and Diesel Particulate Filter (DPF). Emission inventory in tonnes/ year is calculated on the basis of following formulae for CO, HC, NO X and PM. Emission = VKT x EF x DF = Vehicle Kms travelled per year x EF x DF Where, EF= Emission Factor, DF = Deterioration Factor Vehicle Kms traveled per annum are taken as 100,000 Kms for all the buses currently operating in Mysore Division. The ratio of the buses for 0-5 years & 5-10 years brackets on the basis of current bus population is taken as 85 % /15 %. The Emission Factors (EF) in Gms/ km and Deterioration Factors (DF) for both the age brackets has been prepared on the basis of Transport Fuel Quality for year 2005 report by Central Pollution Control Board, New Delhi, is as given below Page 82 of 152

83 83 Emission Factors: Table 31: Emission factors CO HC PM Age Bracket of Buses, years Emissions, Without Project, gms/km Emissions* With Project, gms/km * The reductions for CO, HC, NO x and PM are assumed to the tune of 40%, 50%, 2% and 50 % respectively as mentioned above Deterioration Factors (DF): Sl.No. Table 32: Deterioration factors Age Bracket Pollutant DF years years PM 1.19 CO HC & NOx 1 PM CO 1.18 HC & NOx 1 Note: No change in DF is assumed for both with and without project scenario Based on the above working Emission Inventory has been worked out. The Table below depicts the details of same. Table 33: Working emission inventory Pollution Load Without the project With the project Differential Load With Project Type Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8 Year 9 Year 10 CO HC NOX PM CO HC NOX PM CO HC NOX PM As detailed above, there will be significant reductions for CO, HC and PM, with the use of e- Diesel and Diesel Particulate Filter (DPF), i.e. with project there will be significant reductions in overall pollution loads from the buses operating in Mysore region. There will be marginal reductions in NO x as well, as detailed above. D-6. Ethanol: Supply Scenario in India Page 83 of 152

84 84 With 14.1 per cent growth (2007) in the manufacturing sector, 14 per cent (2006) in the service sector, and an agriculture sector that is beginning to finally look up, the Indian economy needs all the energy it can get to sustain the growth momentum. However, enshrouded in the figures of the galloping Indian economy is the precarious energy situation that the country faces. Coal comprised half of India's EJ (exajoule)/ 325 mtoe (million tons of oil equivalents) primary energy consumption in 2004, used for running most of its power plants. Crude Oil and its products, which fuel the transport sector, contributed 36 per cent. Natural Gas, used mainly in the fertilizer sector, had a share of 8 per cent, while renewable energy (including Nuclear Energy) comprised a miniscule 4 per cent in the total energy mix. It is thus evident that India is primarily a coal-based economy. The second more worrisome aspect of India s energy economy is the reliance on crude oil and its products. India imports 73 per cent of its crude oil requirement, and this is expected to reach 90 to 93 per cent by It is also worth noting that most of India s oil imports come from the politically unstable countries of West Asia and Nigeria, rendering India s supply security precarious. Further, as crude oil has crossed the US $125 a barrel mark, the import bill for crude oil imports will face some drastic upward revision. Evidently, any alternate to such an expensive and environmentally degrading energy mix with insecure supply options would be welcome. Among all sources of bio-energy, ethanol has the maximum global presence. The global production of alcohol in 2005 was 41 million kilolitres of which 70 per cent was used as fuel. Reeling under the pressure of the spike in international crude oil prices and the increasingly unstable political situation in West Asia, there has been an increased international momentum towards Ethanol. India is the fourth largest producer of ethanol in the world. Unlike Brazil, where ethanol is produced directly from sugar cane juice, and the United States, which uses corn for production, India produces ethanol from bagasse. Bagasse, or molasses, is the waste product after the extraction and refining of sugar from sugar cane. Ethanol production in India therefore has a marked advantage as its production could potentially leave sugar prices unaffected. Further, by blending diesel with 7.7 per cent ethanol for buses of Mysore division 15 lakh litres of diesel could be saved annually by Karnataka SRTC. Apart from increasing India s energy security, Ethanol production can also generate rural employment. The annual projected growth rate in the area under sugarcane at 1.5% per annum has doubled during the last five years. This is because it is considered to be an assured cash crop with good returns to the Farmers vis-à-vis other competing crops. Molasses production in India has increased. It is therefore evident that along with sugarcane production, phenomenal growth is also taking place in the production of molasses, the basic raw material for the production of ethanol from sugarcane. Of course, there are also other agro routes available to produce ethanol. The current availability of molasses and alcohol would be adequate to meet the requirement of usage of ethanol as a fuel after fully meeting the requirement of the chemical industry and potable sectors. Capacities for supply of ethanol in India are in the process of building up. About 11 factories in Uttar Pradesh will be adding facilities to produce about 75 million litres of anhydrous alcohol. Similarly about 7 units in Tamil Nadu (production capacity of 62.5 million litres of anhydrous alcohol); 8 in Karnataka (anhydrous alcohol production capacity of 66.5 million Page 84 of 152

85 85 litres); and 4 units in Andhra Pradesh (capacity of over 40 million litres) are enhancing their capacities. Similar steps have also be taken up by the cooperative sector units in Maharashtra, Punjab and UP. There is considerable scope for further reduction in the cost of production of both sugarcane and sugar in India with liberalization of controls on the sugar industry with the resulting reduction in costs for ethanol. Consolidation of land holdings and corporate farming on the raw material side and expansion of capacity on the unit size are important developments and would lead to substantial improvements in productivity, thereby rendering India a costeffective producer of sugar and Ethanol in the world. The area under sugarcane is presently less than 2% of total cultivable area in the country and about 3% of the irrigated area. There is considerable scope for increasing the area under sugarcane considering the fact that it is more profitable compared to other crops. D-7. Ethanol Diesel Solution Framework In Mysore, KSRTC is operating intercity as well as intra city services. The numbers of routes operated in the Mysore region are about 795. There has been a steady increase in the no. of passengers using the bus. This is primarily due to nearly constant fares over the years and increase in the bus routes as per the growing demand for the bus transport. Since onwards there has been a steady increase in the fleet. The average fleet held increased by 1.75% in the initial years to 3% in the recent years. The increase in the fleet is accompanied by the increased percentage fleet utilization. The average age of the fleet is approximately 4.35 years over the last decade. Overall picture of increased percentage utilization, acquisition of fleet and the average age resulted into increased reliability of services. As mentioned above, currently Mysore Division of Karnataka SRTC operates 795 buses. Majority of these vehicles are either EURO I or EURO II vehicles.the actual smoke level observed on these vehicles is well within the prescribed limit of 65 HSU, except few stray cases, which are sent for rectification and tested again for smoke levels. Out of 795 buses, about 750 buses will be run on the blend of Ethanol- Diesel. For the fuelling of the buses for ethanol-diesel blends, necessary infrastructure changes at four depots of Karnataka SRTC at Mysore will be undertaken. The blending of Ethanol and Diesel will be done by an external independent agency with capacity of proprietary electronic on-site blending equipment and innovative multi-patented additive technology. A stable clear solution of ethanol and diesel will be used for fuelling 750 buses. To achieve maximum benefit in terms of fuel efficiency, emissions performance, and economics, a 7.7 vol% fuel ethanol blend will be utilized. The Specialized on-site ethanol storage tanks will be installed along with state-of-the-art computerized blending equipment, which will automatically blend diesel, ethanol and the patented additive into a clear stable solution prior to being dispensed into the tank of the vehicle. Delivering the solution in this manner will eliminate contamination of the fuel blend with water, which is normally found in the diesel storage tanks. Page 85 of 152

86 86 The patented additive technology will offer enhanced fuel characteristics including substantially increased lubricity, conductivity and anti-corrosion properties. Figure 18: Onsite tank to be installed at depots & computerized blending equipment State- of- Art computerized blending Equipment Monitoring of all the buses for smoke levels will be carried out on monthly basis. Past data of smoke levels will be compared to establish the benefits in terms of emission reductions. Ethanol-diesel fuel, ignition could easily propagate down a fill neck and into the fuel tank at typical ambient temperatures, causing the fuel tank to catastrophically fail. To avoid any such eventuality, diesel tanks of all the vehicles will be fitted with flame arrestors. D-7.1. Life Cycle Analysis (LCA) D-7.2. For evaluating the natural resource requirements and environmental impacts from the whole life cycle of ethanol, LCA, an established technique will be used. Data on the life cycle of the Ethanol as well as the complete network of products and services used for its provision will be collected and analyzed. LCA analysis will focus on land use, primary energy and GHG emissions, and will provide a highly effective means of estimating total GHG emissions reductions and energy resource depletion associated with the production and utilization of Ethanol. These estimates will be calculated relative to the diesel fuel that ethanol would potentially replace. Functional Specification of Stores 1. Specialized on site Ethanol Storage Tanks a) The tanks shall be made from either of stainless steel or fiber glass (using resins compatible with ethanol). b) The tanks shall be fitted with conservation vents. It should be so configured to allow venting, in case the pressure in the tanks exceed 1-3 psi ( 7-21 kpa ) and when the vacuum in the tank exceeds 5-10 cm ( 2-4 in ). c) The tanks shall be provided with all the necessary accessories such as External emergency valve, Manual ball valve, solenoid valve, splitter valve, fuel dispenser, vapour recovery nozzle, dispensing pumps, fire suppression nozzle, and fuel pick up tube, drop tube filling port and gauges etc. Page 86 of 152

87 87 d) The tank shall be of capacity of 1000 liters. 2. Computerized Blending equipment a) Computerized blending equipment shall be of high accuracy. b) It must be able to carry out homogenous blending of all components, i.e. it should be able to automatically blend diesel, ethanol and the solubiliser into a clear stable solution prior to being dispensed into the tank of the vehicle. c) It should be able to eliminate contamination of the fuel blend with water. d) It must be fully automatic and shall operate without human intervention. 3. Diesel particulate Filter (DPF) a) A DPF an innovative system for removing soot from the diesel exhaust b) DPF should control diesel particulate matter emissions by physically tapping the particles in its structure c) Buses fitted with the DPF should not provide any operational problems. Buses fitted with DPF in KSRTC have been a success. 4. Flame Arrestor a) The Flame arrestor fitted on fuel tanks must be able to stop flame propagation. b) It should be made of suitable material such as carbon steel / aluminum so as to have superior mechanical Strength and corrosion resistance. D-7.3. Environment Management Karnataka SRTC is committed to make all its four depot at Mysore division ISO certified. The process for ISO certification has been initiated and the four depots will be ISO certified by March D-8. Cost Estimates & Funding Plans Total Project Cost: Lakhs Item wise break-up of Project Costs: Items Cost in Rs. Lakhs Flame Arrestor DPF Tanks Consultancy Total Project Cost % Total Page 87 of 152

88 88 Table 34: 1 - Assumptions for working out the EIRR Item Number Units Projected Growth in Buses 10% percent Kms Traversed per Bus 100,000 Kms/bus/year Cost of HSD Rs/ litre Bio Ethanol Mix Percentages Diesel 91.8 percent Ethanol Mix 7.7 percent Solubalizer 0.5 percent Prices of components of Ethanol mix Diesel Rs. Per Litre Ethanol Mix Rs. Per Litre Solubalizer Rs. Per Litre Actual Consumption in Mysore in July Data From KSRTC Table 35 Emissions load from Bus without the Project Emissions Gms/ Kms CO HC NO x PM New Bus Old Bus Table 36 Emissions Load from bus with the Ethanol mix Emissions Gms/ Kms CO HC NO x PM New Bus Old Bus Table 37 Accessories that are to be Placed on Vehicles Item 1 Flame Arrestor 5600 Rs. per Item Life 10 years Item 2 Diesel Particulate Filter per Item Life 7 years The basis of the unit rates is as given below: Specialized on-site ethanol storage tanks and State-of-the-art computerized blending equipment: On the basis of established units at Bangalore Central division, Bangalore, Karnataka SRTC. Solubiliser: The details are appended at Annexure C. Flame Arrestor: The quotation from M/s Energenics is appended at Annexure C1. D-9. Fund Flow Pattern: The funds for specialized on-site ethanol storage tanks and State-of-the-art computerized blending equipment and Flame Arrestors to be fitted on fuel tanks of buses will be required in the first quarter itself of Year 1 of the project (80.00 lakhs). For the supply of solubiliser a detailed schedule will be worked out depending on the requirement for the individual depots at Mysore city for the three years duration and the same will be incorporated in RFP. 1. Schedule for Financial Contribution and Sources (in Rs. Lakhs) Table 38: Schedule for financial contribution and sources for ediesel Sl. No. Source Year 1 Quarter 1 Quarter 2 Quarter 3 Quarter 4 Year 2 Year 3 Total Page 88 of 152

89 89 Year 1 1 GEF & GOI Government of Karnataka KSRTC Total D-10. Economic and Financial Analysis The Mysore region, in year the diesel consumption of KSRTC buses in Mysore Division stood at 166 lakh liters, considering 10 % increase in the consumption based on the increased operations, this is likely to be the tune of 183 lakh liters for year With the blending of ethanol & Solubiliser to the tune of 8.2 %, the consumption of diesel fuel would be reduced significantly. With the price differential between the prices of diesel and E-Diesel, significant savings could be achieved per annum. The detailed analysis of economical and financial gains by use of E-diesel is elaborated below: Cost Item Table 39 Base Rolling Stock used for the EIRR Buses in the year Flame Arrestors in the year Cumulative DPF Additional Buses in the year Kms Traversed millions Year Year Year Year Year Year Year Year Year Year Year Year Year Year Year Table 40 Cost of Diesel Without the Project Period Diesel Consumption (mil litres) Cost Of Diesel (Rs.mil) Year Year Year Year Year Year Year Year Page 89 of 152

90 90 Year Year Year Year Year Year Year Page 90 of 152

91 Table 41 Savings with the use of Bio Diesel Without the Project With the Project Cost Of Diesel (Rs. mil) Diesel Consumption mil litres Bio Fuel - Consumption Cost of Bio Fuel Total Bio Fuel Cost Savings Rs. Million Period Diesel Ethanol Mix Solubalizer Diesel Ethanol Mix Solubalizer Year Year Year Year Year Year Year Year Year Year Year Year Year Year Year

92 92 Table 42 Savings Due to Reductions in Pollution load CO HC NOX PM Total Benefits Rs. Millions Year Year Year Year Year Year Year Year Year Year Year Year Year Year Year Table 43 Capital and Capex Replacement On Vehicle Costs Rs. Millions Capex Replacement Flame Arrestor DPF Item 1 Flame Arrestor Item 2 DPF Year Year Year Year Year Year Year Year Year Year Year Year Year Year Year D-11. Procurement Plan and implementation process For supply of specialized on-site Ethanol Storage Tanks and State-of-the-art Computerized Blending Equipment, Flame Arrestors on fuel tanks of buses and Solubiliser for Blending of Ethanol and Diesel, A global tender shall be floated against the functional specification of individual stores as detailed below in E-4. The details of guidelines to tenders, terms and conditions of contract, the stores requirement are given at Annexure D. The actual receipt of stores for the project components would commence from the receipt of specialized on-site ethanol storage tanks and State-of-the-art computerized blending Page 92 of 152

93 93 equipment. Simultaneously Flame arrestors would also be purchased and process of fitment of it on buses would commence. For the supply of solubiliser a detailed schedule would be provided to the contractor/s depending on the requirement for the individual depots at Mysore city.. The project would commence in August 2008 and would be completed by August 2011 (Three year Period). The procurement and implementation plan is given at Annexure E. D-12. Environment & Social Issues The project of ITS & Bio-fuel component for Mysore city is aimed to be implemented with the existing facilities. It will not involve additional requirement of land & consequently there will be no displacement in implementation of this project either at the time of implementation or in the future. This project has no negative issues with respect to environment & social impacts, it is expected to have more positive impact on environment of social issues. The implementation of this project will ensure the environment & social well being at the local, regional, national & global level. Page 93 of 152

94 94 E: Overall Project Economic & Financial analysis The total capital cost of Intelligent Transport System and bio-fuel project works out Rs Crores and the Operating costs works out Rs Crores with a total outlay of Rs crores spread over a three year period. This includes a contingency 5% of Rs Crores. A quick overview of the Project outlay is provided below: Project Items -> Capital Costs (in Rs. Lakhs) Operating costs (in Rs. Lakhs) Year ITS Bio-Fuel ITS Bio-Fuel Year 1 1, Year Year Total 1, % contingency , Total in Rs. Lakhs Total Capex / Opex Total ITS Project Outlay 1, Total Bio-Fuel outlay Grand Total 2, E-1. Summarized Fund Flow Statement for ITS & e-diesel 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. In case 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 3 rd 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. E-1.1. Fund Flow Towards this project, the World Bank would be providing a grant of Rs. 8 Crores and the balance of Rs Crores is proposed to be shared in the following manner: Table 44: Extent of World Bank grant # Grants Rs. In Lakhs 1 Total project outlay 2, World Bank Grant Balance 1, Page 94 of 152

95 95 Sl. No. Agency Table 45: Capital flow for ITS and environmental project Project Contribution Source Amount (Rs. Lakhs) % Share by Specific Source Balance to be shared by 1, GEF & GOI GEF + GOI Funding % 2 Government of Karnataka Grant towards its share % 3 KSRTC Grant towards its share % 4 Total E-2. Analysis Objectives The analysis has three objectives: a) Addressing the Economic Internal Rate of Return on the ITS project b) Providing a gist of the non-quantifiable benefits of the project c) Response to the Questions from the project appraisal team on an earlier version of the Project report (1) Section A provides the Economic and Financial Analysis (2) Section B provides the Non- Quantifiable benefits (3) Section C provides the Response to the specific questions from project appraisal team Economic and Financial Analysis for the ITS project has been reworked based on the feedback received. The workings focus on the following: d) A.1: Framework of the analysis e) A.2: Data available and used for the analysis f) A.3: Cost and benefits of the project and associated assumptions g) A.4: EIRR and NPV of the project h) A.5: Scenario Analysis and conclusions on Project Viability E-3. Framework of analysis The framework of the EIRR analysis was finalized after going through papers of similar implementation globally. The literature survey was mainly focused on before and after studies as well as behavioural studies. A common thread across these papers revealed that there are significant benefits of ITS implementation. In fact, the intangible benefits outnumber the tangible (read monetize-able ) benefits warranting a separate section B in this document. As a second element of the framework, identifying and mapping all the costs and benefits of the projects components were carried out. The broad categorization revealed, categorization of these costs and benefits, monetizing these costs in rupee terms over the project life cycle of 15 years. Page 95 of 152

96 96 Figure 19 EIRR framework E-3.1. Cost of the Project The costs of the project are categorized as: 1. The Costs of the project are based on the tentative Bill of Material and Quantities as indicated in the earlier version of the report. These costs are classified as Capital Expenditure for all initial investment. The estimated costs were obtained as budgetary quotes by KSRTC for the Detailed Project Report from Hewlett Packard. The other onetime costs viz, Pre project expense at 2% of the costs, and Project Management expenses at 6% of the costs were also capitalized. This summarizes the Capital Expenditure on the project. 2. The operating costs of ITS infrastructure were taken into account and include, Maintenance, additional human resources required and categorized as Operating Expenses. The estimates for these were taken from the earlier version of the report that was arrived after detailed discussions with KSRTC. 3. Considering that this project has significant technology components, and that technology changes are inevitable, there would be a requirement for the project to replace the capital equipment. The technology changes are rapid and progressive and project such as ITS for Mysore would need capital funds infusion to keep the services relevant through better technology components. Further, as has been the experience in the past, obsolete technology is more expensive to maintain than replacement of the components. Considering all these factors, Capital Replacement expenses are included into the project costs. 4. The near future expansion plans and projections of KSRTC Mysore has been taken into the cost calculations and these capital costs have been added in the relevant year. Page 96 of 152