Motorways and Urban Mobility - International Road Federation

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13 URBAN PUBLIC-PRIVATE PARTNERSHIPS authority before engaging private operators in the provision of urban public transport projects that it has a mandate to provide. Similarly, there may be a need for adopting provisions in the authority’s byelaws, or other administrative instruments, to ensure that an appropriate environment for PPP arrangements is in place. This being said, there has been a significant rise of late in PPPs for urban transport in India. Three examples of successful projects are outlined in more detail below: Example 1: Pune Municipal Corporation and Pimpri Chinchwad Municipal Corporation have merged their respective bus transport authorities into a Special Purpose Vehicle (SPV) known as Pune Mahanagar Parivahan Mahamandal Limited (PMPML). PMPML currently operates 1,250 buses and, on average, carries 1 million passengers daily, over 282 routes. The buses are operated by PMPML on a PPP basis. Private operators procure the buses and lease them to PMPML. PMPML defines the physical specifications of the buses and the number it requires. These buses are then operated and maintained by the private operator on routes identified by PMPML. PMPML also provides administrative support for the operation of the buses, including supplies of tickets, passes, etc. The drivers of the buses are appointed by the private operator and the conductors by PMPML. The buses use shared infrastructure like bus stops, bus terminuses and parking depots owned by PMPML. Responsibility for the operation and maintenance of the buses lies with the private operators, to whom PMPML pays a lease charge on a per kilometre basis. The lease charge is subject to change if there is an increase in the price of fuel or other consumables like tyres, engine oil, etc. PMPML sells advertising rights on the buses to generate additional revenues, and is also responsible for the development and implementation of systems for improving operational efficiency. The bidding parameter is the number of buses the private operator shall lease to PMPML. Example 2: Jaipur City Transport Services Limited (JCTSL) planned to operate a Bus Rapid Transit System on a buy-own- | IRF BULLETIN SPECIAL EDITION: URBAN MOBILITY operate and maintain (BOOM) basis. The company initially invited bids for 60 buses from private operators. The bus operators were required to procure, own and maintain the buses and operate them at own cost for a period of seven years on routes, and as per schedules, directed by JCTSL. The private operators are expected to deploy properly trained and duly authorised staff for the operation of the buses, and are paid back on a perkilometre basis, determined by the operational costs decided in the agreement. Example 3: Indore Municipal Corporation has formed a Special Purpose Vehicle (SPV), Indore City Transport Services Limited (ICTSL), for the purpose of providing bus transport services in the city. The main objective of ICTSL is to act as an agency for monitoring and providing an intra-city bus transport system. The fleet currently operated under the aegis of ICTSL consists of 84 buses, which transport on average about 75,000 passengers per day, over 24 routes. ICTSL provides the bus services on a PPP basis. Under the contract, the buses are procured, owned and run by private operators. The private operators collect fare revenues, which they retain, and receive additional sums from the authority in the form of shares in the income derived from bus passes and advertising. In return, the operators make a fixed monthly payment to ICTSL. The bidding parameter is the payment quoted by the private operator. Conclusion There is huge potential for PPP in public transport in Indian cities, and consequently excellent prospects for the future. However, careful planning, procurement and financing are vitally important for ensuring effective and successful implementation. Successful projects could guide the path forward.
INTELLIGENT TRANSPORT SYSTEMS INTELLIGENT TRANSPORT SYSTEMS Video Incident Detection for Advanced Traffic Management Systems under Indian Traffic Conditions Dr Kayitha Ravinder, Dr S. Velmurugan & Dr S. Gangopadhyay Central Road Research Institute, New Delhi, India Introduction The New Delhi based Central Road Research Institute (CRRI) has successfully demonstrated two ITS pilot projects forming part of an Advanced Traffic Management System, namely a Video Incident Detection System (VIDS) and an Advanced Parking Management System (APMS). This study focuses on the efficacy of VIDS for advanced traffic management under Indian conditions in locations where lane discipline is seldom adhered to. The principal objective of the study is to apply video image processing for incident detection (using Citilog software) on a typical urban section of the country’s NH-2 Highway to assess effectiveness of incident detection and accuracy in evaluating traffic flow parameters. The study further elaborates on the various VIDS parameters as well as the reliability and adaptability of the system. VIDS parameters The Video Incident Detection System (VIDS) parameters can be adjusted, and it is always possible to revert to the default settings. This flexibility is important as the settings directly affect the processing and image analysis programme for the lane in question. Any incorrect adjustments can generate problems such as false alarms, or cause incidents to go undetected. The following is the list of parameters for VIDS l: - Traffic slow-down alarm - Slow vehicle alarm - Wrong way alarm - Stop in fluid traffic alarm - Stop in congested traffic alarm - Speeding alarm The abovementioned operations are shown in Figures 1 and 2. Figure 1: Lane configuration of the Video Incident Detection System Figure 2: Operation of four cameras, comprising two PTZ and two fixed Installation strategy and field study A typical urban, six lane, divided carriageway on NH-2 was selected for the study. Two locations, a mid block and a signalised T intersection, were selected for the installation of cameras. At each location, two video cameras – one fixed and one Pan-Tilt and Zoom (PTZ) – were set up. The fixed cameras covered six lanes of the carriageway while the PTZ cameras covered three. Incident detection and traffic flow data from all four cameras was collected over an entire day, from 9 am to 5 pm. IRF BULLETIN SPECIAL EDITION: URBAN MOBILITY | | 14
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