Mr. Maqsood ahmed N ITS INCHARGE: CENTRAL CONTROL STATION MCTD, MYSORE Mr. Maqsood ahmed N ITS INCHARGE: CENTRAL CONTROL STATION MCTD, MYSORE

Providing information to the commuters. Using of system to manage services and quality. Using of data for planning and optimisation of resources. Planned usage during Procedure and people avail of the ITS facilities and data.

INFORMATION TO COMMUTERS SMS IVRS WEB PORTAL WEB PORTAL WEB PORTAL WEB PORTAL PASSANGER INFO SYSTEM PASSANGER INFO SYSTEM PASSANGER INFO SYSTEM PASSANGER INFO SYSTEM

Usage of IVRS and SMS IVRS

. Use of MIS reports to improve operational efficiency. Use of ITS travel time to improve and optimise schedule adherence. Use of GPS KM’s to avoid manipulation of vehicle wise operated KM’s. Use of ITS for analysing accidental causes. Real time management of fleet to cater to real time field situations. Tackling of crew to adhere to form-4 and good driving behaviours like stopping at designated bus shelters. Use of ITS data for better planning in terms of location of bus stops and streamlining operations. Using of system to manage services and quality:

Mysore being the second largest city of Karnataka with a population of 9lakh and Mysore city transport division catering to the need of daily 3.5 lakh commuters covering sq km with 458 buses,433 schedules and 6634 trips per day With the current situation of manual scheduling based on theoretical assumptions in scheduling like time (thumb rule of 20km/hr) and frequency leading to bunching of buses non reliable operations and traffic jam Auto scheduling is done based on ticketing data from electronic ticketing machines, and actual travel time data from ITS and setting frequency based operation hours like peak hours, non peak hours, normal hours.

Growth of Mysore city

Existing bus routes Hub and spoke model

Analysis of speed in different sectors

Travelling time based on ITS data (last 6months avg) TIMEFORM 4 TIMINGS 5 to 23 hrs NON Peak Hour 5 to 8 & 20 to 22 hrs Peak Hour 8to 11 hrs Normal Hour 11 to 16 hrs PEAK HOUR 1 16 to 20 hrs UP45 min DOWN40 min Route no 266 CBS yelwala 15 schedules TRIPSFORM 4 TRIPS 5 to 23 NON Peak Hour 5 to 8 & 20 to 22 Peak Hour 8to 11 Normal Hour 11 to 16 PEAK HOUR 1 16 to 20 UP DOWN

Travelling time based on ITS data (last 6months avg) TIMEFORM 4 TIMINGS 5 to 23 hrs NON Peak Hour 5 to 8 & 20 to 22 hrs Peak Hour 8to 11 hrs Normal Hour 11 to 16 hrs PEAK HOUR 1 16 to 20 hrs UP 25min DOWN 20min Route no 186 CBS to RJN 12 schedules TRIPSFORM 4 TRIPS 5 to 23 NON Peak Hour 5 to 8 & 20 to 22 Peak Hour 8to 11 Normal Hour 11 to 16 PEAK HOUR 1 16 to 20 UP DOWN

Contrasting bus routes

Ground Reality: The above two pictures shows the different topographical condition where travel time is more for upward journey and less travel time for downward journey but in case of manual scheduling we used to give same time like for 1km 3 minutes of travel time 201 UP 201 DOWN Time: 32 minsTime: 24 mins

Sector wise frequency:

The methodology of doing Auto scheduling : Route line diagram is done based on historic data Identification of bus stops and land marking those bus stops Collection of back end reports from depot computerization system like passengers travelled and distance of travel passenger density in different operational hours Collection of log details like actual travel time in different operational hours from ITS Setting frequency for different operational hours

Optimization of schedules: Volvo Schedule Schedule KmsTrips crew Duty HoursOt Hours Before :00:0014:00:00 After :00:008:00: :00:00 Ordinary Schedule Schedule KmsTrips Duty HoursOt Hours Before :05:0011:25:00 After :20:000:00: :15:0011:25:00

Results after implementation of Auto Scheduling in route no 201 from june2013: SLMONTHYEARNO.OFEFFREVENUEEPKM EPKM GROWTH NO SCHKMS 1MAY JUNE JULY AUGUST SEPT OCT

After optimization: 303ScheduleKMSTripsCrew Duty HoursOT Hours Before :10:0028:30:00 After :05:0030:05:00 Difference :05:001:35: ScheduleKMSTripsCrewDuty HoursOT Hours Before :55:0017:40:00 After :10:0010:00:00 Difference :45:007:40:00

After optimization: 62 ScheduleKMSTripsCrew Duty HoursOT Hours Before :40:006:30:00 After :45:007:05:00 Difference :05:000:35:00 80 ScheduleKMSTripsCrew Duty HoursOT Hours Before :30:004:30:00 After :15:004:00:00 Difference :45:000:30:00

After optimization : 178 ScheduleKMSTripsCrew Duty HoursOT Hours Before :10:0012:30:00 After :25:0010:05:00 Difference :15:00-2:25:00

Planned usage during :

Before operational acceptance: Extend implementation of things we have already started to do with the available data - Revise all schedules and Form 4 based on actual journey times recorded by the ITS system - Identify areas where delays occur and use the ITS as supporting evidence in discussions with police, etc - Ensure that buses depart from their terminus at the correct time, even when they arrive early

Before operational acceptance: - Better control of headways and by identifying drivers who habitually operate ahead of schedule and cause bunching - Ensure that drivers adhere to the Form 4, and do not unilaterally deviate from the planned service - Ensure that depots advise immediately of all daily changes to bus and driver allocation

Tasks to be taken on priority Rationalization of form 4 based on ITS travel time to ensure strict schedule adherence Merging of short routes to create diagonal routes where stop over time at central bus station to be cut down to increase land use and avoid congestion Merging of chamundi hill route 201 with Infosys 119 has improved vehicle utilization and EPKM Some of the routes which can be merged like route no 150 with with 186 & 161 with 94

After operational acceptance: New things we will do when the system is fully operational - Move to real-time operations management - Develop new procedures for managing headway control - Develop new procedures for intervention and restoring services to their proper schedule - Formalise permitted deviations, so they are properly known to the system

After operational acceptance: -Achieve high reliability of ETA/ETD, and promote it strongly to the users - Integrate information from the ITS system with depot computerisation system of MCTD - When available, use 2-way voice communication for real-time operations management with drivers

Procedure and people avail of the ITS facilities and data: CENTRAL CONTROL ROOM: 1. MAQSOOD AHAMED ITS INCHARGE 2. RAGHAVENDRA M J SYSTEM SUPERINTENDENT 3. D S VISHAKANTA MURTHY DISPATCHER 4. B REVANNA DISPATCHER 5. G C SHIVASHANKARAPPA DISPATCHER 6. BHARATHI DISPATCHER Depot Team NAME OF THE EMPLOYEEDEPOT 1. RAM NAYAK/ESHWAR SATHAGALLI 2. RAGHAVENDRA/MAHESHWARI BANNIMANTAP 3. VIJAY/RAVICHANDRA VIJAYA NAGAR 4. NAGARAJ/MANJUNATH KUVEMPU NAGAR

28 Operations Team Depot Support Team NAME OF THE EMPLOYEEQUALIFICATION 1. AVINASH T NDIPLOMA IN EE 2. SANDEEP C VITI IN FITTER 3. MadanITI IN FITTER 4. MADHUSUDAN T M DIPLOMA IN TOOLS AND TECH 5. MAHADEVASWAMYITI IN FITTER 6. RAVI KIRANITI IN FITTER 7. Vijay KumarDIPLOMA IN EE 8. VINODDIPLOMA IN EC 9. SIDDANAIKITI IN FITTER 10. NANJENDRAITI IN AUTOMOBILE 11. HajiwalliITI IN TURNER 12 SheshadriITI IN Fitter Operations Team details CCS Team & Application Support NAME OF THE EMPLOYEEQUALIFICATIONDESIGNATION 1. CHETHANDIPLOMA IN ECNETWORK ENGINEER 2. SENTHIL RAJESHENGINEERING IN ECSERVER ENGINEER 3. SHYLESHMSC-ITSERVER ENGINEER 4. Akash BEPIS display 5. CHARAN PATILB.COMDISPATCHER 6. KarthikDiploma IN ECDISPATCHER 7. MAHADEVASWAMYB.B.MDISPATCHER 8.. VARUN Kumar T K DIPLOMA IN MTTDISPATCHER 9. Harish G N DIPLOMA IN CS Helpdesk analyst 10. Vijaya Lakshmi BE Helpdesk analyst Project Management team LOKESH MENGINEERING IN EE On-site Operations Manager GVVR SrinivasBE and M-Tech-ITProject Delivery Manager Off-site : L3 Support / core team