PhD in Environmental Planning And Management from CEPT University Distinguished Alumnus Awardee of IIT Kharagpur Social Activist and Development Practitioner
Date: Thu 29 Feb, 2024, 11:29
Subject: Re: Extraordinary Emergency Meeting at 4pm on Tue 27 Feb ’24 at IIT Bombay Director Office: Challenges & Opportunities for IIT Bombay (contd)
Dear Chandra Vikash,
Thank you for your mail. Our Alma Mater, IIT Kharagpur, had the tagline – “Dedicated to the Service of the Nation”. However, the question is which nation because India is a highly inequitous one.
The latest data from the Income Tax department shows that there are only 20 million people with annual incomes above Rs 5 lakhs and 75 million with annual incomes above Rs 2.5 lakhs. Assuming that each of these tax return filers represents one household and that each household has 5 members it means that the proportion of households with annual income above Rs five lakhs is 10020/1400/5= 7.8% and the proportion of households with income above Rs 2.5 lakhs is 10075/1400/5= 26.8%. Actually quite a few households among these are double income ones and so these proportions are likely to be less.
Thus, we can conservatively conclude, 75% of households in this country are surviving on an income of Rs 685 per day or less or a per capita income of Rs 137 per day or less. This is a very sad state of affairs and it is this vast underprivileged section of the nation that the IITs need to prioritise in their service. Unfortunately, this is not happening currently because in their rush to compete with the universities of the West in cutting edge technologies, the IITs are paying minimal attention to the technologies needed not only for those living on the edge of survival but for the survival of humanity as a whole, seriously threatened as we are by climate change.
These survival edge technologies are simple and time tested – communitarian ecosystem restoration, sustainable agriculture, distributed generation of renewable energy through biogas, solar, wind and gasification of agri and forest biomass, water harvesting and recharge and used water treatment and restoration. The crucial factor in all these is the conscious participation of the community, both men and women equally, in accordance with the subsidiarity principle, which states that work that can be done at the local level should be planned and implemented by the community and not directed remotely by centralised authorities.
Rahul’s story recently featured in Episode 4 of Love Storiyaan on Amazon Prime
There are many organisations in the non profit sector which are doing this with aplomb including ours but the IITs have little connect with them. While most of these organisations are poorly funded and so are operating at a minimal level, the IITs comparatively have more funds. My interactions with IIT academics have revealed that the funds they have are inadequate to pursue research in cutting edge technologies as compared to universities in the west but since survival edge technologies need much less funds, they can gainfully work on these and produce results that will not only benefit the nation but the whole of humanity by effectively combating climate change. Chandra Vikash has made many efforts to get the IITs and other institutions including our Alma Mater IIT Kharagpur to work on his circular economy and grassroots governance model but with little success. I hope this latest attempt of his to bring IIT Bombay on board for implementing his circular and down to earth LACE-GAIA model will meet with more success.
Regards Rahul Banerjee PhD in Environmental Planning And Management from CEPT University Distinguished Alumnus Awardee of IIT Kharagpur Social Activist and Development Practitioner
To Prof Subhasis Chaudhari The Director IIT Bombay
From: Chandra Vikash IIT Kharagpur (B.Tech 1993) I IIM Calcutta (MBA 1997) Convenor – Gaia Earth Sansad I Founder-Mentor – MaaS Movement Co. Delhi National Capital Region
Date: Tuesday 27 February 2024
Subject: Challenges & Opportunities for IIT Bombay amidst Ongoing Collapse of IIT System, of other Eminent Higher Education Institutions in India and the Bigger Picture of Civilizational Collapse
Dear Prof Chaudhari,
It was nice to meet you briefly y’day amidst your extremely busy schedule, as you shared. This incidentally is symptomatic of the ongoing collapse of IIT Bombay, just as for every other higher education institution which has been forced into mindless, unplanned expansion in past decade.
“Without question, the Indian Institutes of Technology, or the IITs, are the crown jewels of Indian higher education. They are world-renowned for the quality of their graduates and for their academic programs in a range of fields in technology and engineering — and in the past decade, in research and innovation through research parks as well. They are among the few Indian higher education institutions that do reasonably well in the global rankings. However, for the past decade or so, and according to current plans, the IIT “system” has expanded beyond its capacity to maintain its high standards and is in danger of sinking into mediocrity. The recent decision of the University Grants Commission to permit select IITs under the ‘Institutions of Eminence’ category to set up campuses abroad could further weaken these already stretched institutions. It is time to rethink the changing role and mandate of IITs in order to ensure that quality and focus are maintained — and by prioritising the needs of India, but with a 21st century twist.”
I had a chance meeting y’day and again today morning with the author of the above report from July 2021, Prof Philip Altbach (Research Professor and Distinguished Fellow, Center for International Higher Education, Boston College, US) who is here on the IIT Bombay campus with Prof NV Varghese on the deeper simplicity underlying this global crises.
Market pressures coupled with unbridled greed, apathy and selfishness have turned the Higher Education System globally including IIT Bombay from being Head of the Global System to its Tail.
These institutions, despite the checks and balances, have unambiguously become a debauched marketplace to justify vested interests, lies and hoaxes through peer-reviewed research on one hand and a glorified Employment Exchange to effectively subjugate ‘free’ sovereign nation-states back into being subjects and slaves of neoliberal colonialism what amounts to an Economic, Informational and Psychological Warfare. This has been described by Hon. EAM Dr S Jaishankar as ‘Weaponisation of Everything’ in a lecture at IIM Calcutta on 2nd November 2022. They have thus become anti-national forces, trojan horses and traitors in the national contexts.
Agenda Note
Challenges faced by IIT System & Opportunities for Mitigation and Adaptation based on a Master Solution Framework for ‘Super Wicked Problems’
Challenges:
Expansion Strain: The increase from 5 to 23 IITs raises concerns about maintaining quality standards. Especially, newer IITs in smaller towns struggle with infrastructure and academic excellence.
Faculty Shortages: For example, IIT Dhanbad has filled only 301 out of 781 approved faculty positions, indicating a widespread issue across the institutions.
Infrastructure Challenges: Newer IITs lack world-class facilities, affecting their ability to provide top-tier education and research.
Isolation from Local Communities: IITs, primarily academic-focused, have limited engagement with their local regions, missing out on community collaboration.
Struggle to Attract Global Talent: While IITs are selective and prestigious, attracting international students and faculty remains a challenge. This is crucial for global recognition and collaboration.
Balancing National and Global Roles: As IITs expand globally, there’s a challenge in balancing their foundational role of serving the national interest with the new global outlook, particularly in setting up campuses abroad.
Opportunities for Mitigation and Adaptation based on a Master Solution Framework for ‘Super Wicked Problems’
Interdisciplinary collaboration on a master solution framework called LACE-Gaia Model (Localised Abundance & Circular Economy in a global framework of Gaia global federation of community-states) solves a variety of super wicked problems such as degeneration of higher education system due to unregulated market pressures which is inextricably linked to a variety of other ‘super wicked’ problems of land degradation, climate change, water pollution and depletion, air pollution, farming crisis. Many of these problems have local challenges that should ideally be resolved locally.
The Bigger Picture
However, as the UN Secretary-General Antonio Guterres shared a week back at the Munich Security Conference, in a global atmosphere of aggressive competition, miscalculations and impunity of nation-states and the intertwined state of supply chains, trade and finance architecture, they need a global framework for the local implementation to be robust and resilient. I share an overview here on this link here:
This needs interdisciplinary design and policy collaboration as well as support from higher levels of authority within IIT Bombay for its interdisciplinary nature, complexity and size. After a fruitful meeting with the Centre for Policy Studies this morning, we have requested a meeting with the IITB Director in this regard.
The challenges are great and at once daunting to many. Philosopher and sociologist Edgar Morin puts it in a nutshell here. “a global paradox inherent to humanity. Prodigious technological and scientific progress in all areas is the cause of the worst regressions of our century. It enabled the scientific organization of the Auschwitz extermination camp; it made possible the design and manufacture of the most destructive weapons, including the first atomic bomb; it makes wars increasingly deadly; driven by the thirst for profit, it has created the planetary ecological crisis.
Though difficult to conceive, we must realize that the progress of knowledge, through the multiplication and mutual separation of disciplines, has caused a regression of thought, which in fact has become blind. Linked to a dominance of calculation in an increasingly technocratic world, the progress of knowledge is unable to conceive the complexity of reality, especially human realities. This leads to a return of dogmatisms and fanaticisms, as well as a crisis of morality with the unleashing of hatreds and idolatries.”
The Curious Case of Ashank Desai Centre for Policy Studies at IIT Bombay – Microcosm is Macrocosm
I was drawn to explore how IIT Bombay, as one of India’s premier higher education institutions and hub for interdisciplinary studies by the CPS mission and founding ideas here: “To encourage a sustained dialogue between academia and other policy stakeholders in order to promote evidence informed and inclusive policy making and analysis; and create capacity for policy studies in the country.”
“IIT Bombay has a strong tradition of interdisciplinary research—an approach at the heart of Policy Studies. Along with its core strength in traditional science and engineering disciplines, IIT Bombay has a fully integrated Humanities and Social Science Department, a business school (SJMSOM), and a number of interdisciplinary centres such as one for design (IDC), and one for the study of technology alternatives for rural areas (CTARA). The Ashank Desai Centre for Policy Studies aims to collaborate with and contribute to these various disciplines, borrowing their strengths and offering policy expertise.”
I was especially inspired by this note from Prof Shishir Jha at CPS here:
Given such uncertainties surrounding the policy space, the Centre for Policy Studies at IIT Bombay has begun its journey in real earnest. With five post doctoral fellows, thirty doctoral students and eleven masters students on board in the last three years; and with several new faculty eager to join us, there is a palpable sense of dynamism and joie de vivre coursing through it. The Centre is keen to collaborate with institutions and organizations that are fellow travellers on this journey of curious engagement with a rapidly changing world. There is much to learn from our mutual perspectives and experiences that shape the direction of our collective and eventful lives.
Dear All, This mail acknowledges your valuable feedback, contribution and support at various stages of development of MobilityXS – a sustainable transport system model based on a new paradigm that is unarguably one of the key responses to save the human civilization from the gravest crisis in its history – primarily fueled by peak oil and manmade climate change – and made graver by a “cottage industry” of oil, coal and automobile lobbies, politicians, media and a few scientists – who have so far colluded to confuse the public, playing on the common tendency to disbelieve “inconvenient truths”.The broader objective of the MobilityXS system are as follows: a) to reduce greenhouse gas emissions by 80% over the next 10 years b) to reduce fuel consumption by 50% over the next 10 years and c) very importantly, to provide significantly positive trade-off for users to migrate from the existing system to the MobilityXS transport system and to smoothen the transition. ( for details on MobilityXS, pl. find attached patent filing for the system)
Starting at a time when evidence for many of these assumptions – primarily peak oil and climate change – was very thin, I had to persist with development of this framework and recently to pilot this model in India, in face of severe financial and social adversity, has been in the right direction. As many amongst you, Phil, John, Graeme, Jack, Ian, Prof. Babu, Dr. Leena would acknowledge, many of its underlying assumptions have stood the test of time. Here is the untold story that holds important clues why my incessant efforts to market and develop the MobilityXS system in the UK and in India have failed so far. I shall request for your earnest response to testify the following case summaries and your interest to renew association with the plan for a world-wide roll out of the MobilityXS model over the next 10 years beginning with UK, California and India in the first phase. It is also copied for reference to media agencies who have shown keen interest in the MobilityXS model and particularly the efforts on the pilot project in Gurgaon, a suburb in the Delhi National Capital Region.
LET THE TRUTH BE OUT
Case 1. MobilityXS model for Edinburgh Congestion Charging Scheme requirement
Reference: Phil, Ian, John, Lakshmi, Amit, Tim.
The Edinburgh Congestion Charging Scheme as envisaged by TIE did lose the referendum 2:1 losing about 8 million pounds in trying to “force” its case. Phil did offer your support to my proposal for a TCS bid (based on the MobilityXS model) as the design authority partner. ( Refer Annexure IA). John and Ian showed keen interest to partner and/or support.b. However, given the “subservient” business model of TCS (in spite of the fact that I was specially hired for my specialisation in the domain and experience of having worked on the London Congestion Charging Scheme) and the dubious role of the TCS UK office, they rejected the proposal. You may like to know what really transpired at TCS.c. Tim Giles and Jim Odell at TCS UK office instead chose to be sub-contract to Serco and claimed an agreement for TCS to be their exclusive partner for the project. Instead, Serco short listed two other IT cos. – Wipro and Birlasoft – and gave TCS the short shrift. In the aftermath of the referendum being defeated, as I had precisely anticipated and proposed the alternative solution. ( Refer Annexure IB)d. Tim later lied about the whole episode. (Refer Annexure IC) He together with Hannah Goodman at the UK office set the ground against me that I was adamant on the MobilityXS model and to make stinging accusations which clearly had racist overtones, as Amit Nagar later testified was her usual habit.
Case 2. MobilityXS model for London Congestion Charging Scheme (Modification, Extension of the charging area in London, Develop model for “copy” to other cities
Reference: Sudhakar, Simon (Mr. Simon Pilling – currently Joint COO and Executive Director)
a. Mastek was a sub-contract to Capita for the IT solution for LCC scheme. I joined Mastek at a stage when it had already won the sub-contract deal. As the Practice Head for Intelligent Transport System my remit was to set up business based on my domain knowledge and the LCC collateral. As per the joining agreement I would receive 1-2% ( further negotiation was due) of the revenue generated from the MobilityXS based business.b. As I was just settling down as a new entrant to the Mastek team and the company not doing well otherwise, there was tremendous pressure for “quick wins”. Within a month of joining, I was within a month posted in UK to study the LCC in further detail and to develop a roadmap for modification ( to finesse what was alleged to be a “blunt instrument”, created boundary problems, and rode on a dubious 90% discount to inner residents) , extension of the charging area in London, develop model for “copy” to other cities in UK and other markets, particularly US.c. My findings about LCC clearly indicated that though the scheme does make a remarkable difference to the traffic congestion problem in London and had tremendous symbolic importance as the first successful attempt for road usage charging in a major Western city ( even though Singapore had already implemented a highly effective system earlier and so did Oslo and tolling on special road sections, bridges etc. has been a practice). Two earlier highly publicised attempts in The Netherlands – the last one called MobiMiles promoted by an influential Dutch IT entrepreneur Roel Pieper – had failed. In 2001, he conducted a study requested by minister Tineke Netelenbos for setting up a system for road pricing. The Economist in Dec.1997 called the prevalent road tax system as “the last relic of the soviet era” in an article titled “Tolled you So”. LCC was indeed a major breakthrough.d. Yet, there was no case for replicating its “carbon copies” as Capita has been pushing so hard for. To be acceptable, one, the cost incurred for the road user charging system must be spread over various other activity heads towards a high level of variabilization of other costs – insurance, parking, road wear and tear etc.. Two, road pricing needed to evolve to what economist Randall Pozdena calls the “gold standard” – ubiquitous, efficient pricing – c ost-based, varies by load, vehicle type, facility, distance traveled. I communicated my findings internally and developed a proposal based on these findings.e. In normal circumstances, I would have waited for the euphoria post-LCC launch in Feb. 2003 to ebb out before I presented a new proposal. Yet, with undue pressure from Mastek management – Sudhakar, Gopinath, Tapan Bose, Rajshekhar – for “a quick win”, as Sudhakar would testify, and my visit was hidden from Capita, I was looking for an opportunity at the earliest possible.f. This opportunity came in the form of coference on lessons of LCC scheme for other cities in UK and other markets in April 2003. I shared my concerns with the forum that the LCC scheme was good only as an interim arrangement and that there was no case for its “carbon copies” for other cities, further to a question from a media person. I also sought an appointment with Simon to present the new proposal based on the MobilityXS framework.g. What I received instead was an e-mail from Sudhakar asking me “to return by the next flight” based on the complaint made by Simon to the tune that I was spoiling its business case. Sudhakar and Simon will testify about what actually happened. h. I WAS TO BE PROVEN RIGHT. SIMON AND SUDHAKAR WERE WRONG. THEY CAUSED ME FINANCIAL LOSS AND EMOTIONAL DISTRESS. THEY NEVER APOLOGISED FOR IT AND COMPENSATED FOR THE FINANCIAL LOSS. i. As referred to in Case 2, ECC was the big test. (I was now with TCS in the same role after Mastek abruptly decided to close its transport practice, transfer back the IPR to me or to take up another role in the company. j. Capita in collusion with TIE pushed for a “carbon copy” with a campaign that is estimated at 8 million GBP. It was summarily defeated in a public referendum 2:1 and has already been rejected in most other cities in UK – notably Bristol and Birmingham – and outside in New York This view is echoed by the recent statements from Transport for London board vice- chairman Dave wetzel : ” For a city like New York, if they were minded to use congestion charging, it needs to be part of a total package. It needs to be their own package. They need to consult with the people, not just once but several times.” (Source: http://www.jsonline.com/story/index.aspx?id=475821 ) . MobilityXS offers this total package that can be customised for each Region – Region defined as an area where significant majority – > 95% – of road trips begin and end.k Neither Mastek nor TCS acknowledged my business acumen and tremedous courage and character to defy the odds that I was working against – an Indian developing a solution for the UK market that the market wanted but the British contractor – Simon Pilling – or British employees – Tim Giles and Hannah Goodman – were the villains who prevented me to take it to the market. My Indian bosses – Jyoti, Tanmoy, Lakshmi – only played second fiddle to them. The only support I got was from Amit Nagar – the BDM for Transport practice in UK. But we were small fries. TCS’ colonial mindset blinded them to the truth or to cover it up. Jyoti, Tanmoy, Lakshmi, Amit – pl. testify what the truth is.
Case 3: Lorry Road User Charging Scheme for UK Reference: Jyoti, Lakshmi, Tim, Hannah, Amita.
A second opportunity to test the MobilityXS based solution in UK came in the form of the LRUC Scheme. TCS lost 900K pounds on this project to develop a prototype for Capita ( by some co-incidence) for the later’s bid. As per the arrangement, Capita would pay 100K GBP for the prototype in case it lost the bid. If it won, there was a dangling booty of about GBP 150 million to be won for TCS. In spite of my strong advice as the domain expert and business responsibility for ITS related business to partner with IBM or PA Consulting on the MobilityXS solution framework, TCS UK office chose to go with Capita.b. Capita through Tim Giles extracted work worth 10 times the contracted amount. In July 2005, when the project was scrapped by the British Parliament, TCS had incuured a loss of 900,000 ponds on this project. Jim Odell the UK public sector practice head was shown the door but Tim and Hannah are still there to best of my knowledge. c. In scrapping the LRUC scheme, Alistair Darling, the british transport minister spelt out a vision that echoes Pozdena’s “gold standard” for road usage charging for whole of UK by 2015. A pump priming fund of 18 million GBP was set up as Transport Innovation Fund to develop solutions and to pilot new concepts in UK. This was the golden opportunity I had been waiting for. d. Learn how best to kill an invention from TCS(Kind Attn: Mr. Ramadorai) One, My bosses denied resources to develop a prototype for MobilityXS model and to carry out a field study, unless the business case is established i.e. proof of sufficient interest from prospective customers.Two, The TCS UK office demands that it will foot the bill for collecting prospective customer feedback only when sufficient field studies have been done.e. This denied the opportunity to develop a prototype of the MobilityXS solution for UK using the Transport Innovation Fund. I quit TCS in December 2005 to start TEN Systems and retain the MobilityXS IPR as per prior declaration to the legal department and TCS’ non-acceptance of a commercial proposal to transfer MobilityXS IPR.
To be contd. ( in following mail) – Case Summary on efforts to pilot MobilityXS in Gurgaon, Delhi NCR as well as responses of concerned ministries in Govt. of India)
The case for world-wide implementation of MobilityXS system is ever stronger today with stronger evidence on peak oil and climate change and the severity of these crises to necessitate a paradigm shift ( which in succeeding releases, scientists claim that is still undermined), and the continuing menace of traffic congestion, accidents, localised pollution, poor accessibility and rising transport cost – posed by limits to road space, landfill, water and other natural resources, pressures on time, public health and safety.We also have thawing of the political frigidity, by and large, over peak oil and global warming and concerns whether policy makers will act on the much awaited changes as follows to unquirk the gross distortions in transportation-energy markets worldwide : i) to eliminate overt and covert subsidies to private vehicle ownership and usage ( factor in ecological costs ) andii) to variabilise transportation costs – such as road usage, emission charges, insurance, parking – so that “every trip counts”. Recent developments signal key changes in the political acceptance of peak oil and global warming.1. Blair-Schawrznegger commitment to act on global warming, 2. Response to Al Gore’s take on global warming (even though many of his prescriptions to tackle global warming are still unclear)3. Reverend Pat Robertson’s recent conversion to global warming after feeling the recent heat wave4. Skeptics of both peak oil and global warming are increasingly getting cornered or exposed for their hidden motivations.Yet, further development and implementation of a sustainable transport system worldwide calls for a collective response to a “collective problem”.Alone, we can tie a few knots,Together, we can weave a seamless future.Regards, Chandra Vikash Chief Executive Officer TEN Systems & Services Pvt.Ltd Phone 1: +91 124 2360799 Phone 2: +91 9891699595 Email 1: chandra.vikash@mobilityxs.com Email 2: chandra.vikash@gmail.com
Apologies for not replying sooner, I’m afraid Christmas and New Year has intervened. However, to give the New Year a good start, let’s get things moving . . .
We have decided not “front” a submission to TIE at this stage, so if you are still considering a submission (with others, I assume), I believe we would considerably strengthen your position in the eyes of TIE. We have good contacts with those involved in Edinburgh (as well as London). We understand that they seek greater flexibility than is possible with a purely camera based system and that is one of the reasons they seek a competitive design study in Stage 1.
We believe that PA providing a Design Authority/Assurance and acceptance role within the consortium would be favourably viewed by the evaluation tobe performed on the submissions.
Should this be of interest, we can provide you with suitable material for the submission, and I will be in London tomorrow able to discuss further details.
With my best regards
Phil Jeanes —–Original Message—– From: Chandra Vikash [mailto:Chandra_Vikash@delhi.tcs.co.in] Sent: 22 December 2003 12:47 To: Phil Jeanes Cc: amit.nagar; JAYANT.KRISHNA@uk-tcs.com; Simon Smith Subject: RE: Partnership for Edinnburgh Congestion Charging contract opportunity Dear Phil, We are in the process of putting together an effective end-to-end solution with multiple options, for the Edinburgh Congestion Charging opportunity.
The Memorandum of Information for the contract, though, seems pre-disposed towards a camera- based solution. Would you like to share your views, before we reach a stage where we are able to clearly demarcate roles? In the nature of these developments and overlaps in our capabilities and aspirations, it is difficult to talk chalk and cheese at this stage, as you may appreciate.
If you wish so, our representative in London, Amit Nagar can present you with greater details about TCS capabilities in general, and our experience in handling large projects of high complexity, of the nature demanded in the Edinburgh context.
Here is a copy of the e-mail I sent Jim and Tim last week. This tells you everything you need to know. Give me a call if you have any questions.
Thanks Simon
Hi, Just to confirm what was discussed just now. I spoke with John Rushton of Serco earlier who told me the following. Serco were very impressed with our response to the TIE bid that we sent them. They themselves replied to TIE taking a “partner agnostic” approach and mentioned that there were 3 possible SI companies that they might use for the project and named them as TCS, Wipro and BirlaSoft. Serco told TIE that they would make a decision as to who they would use in the next few weeks (see below). Serco already have Out Source agreements with Wipro and BirlaSoft but they expire within the next few months. Hence Serco are looking to either re-sign or find a new partner, namely TCS.
So, Serco are going to do the following –
1. By 30th Jan they will deliver “Bid” to TCS, Wipro and BirlaSoft. The bid will ask us all to respond as per any normal bid (tech capabilities, core competencies etc) but will also ask for our attitude towards Risk, Equity Share, Joint Marketing and so on. In short, they want a partner who will put their money where there mouth is. The responses will need to be back with Serco by 13th February.
2. They will want to visit our TCS facilities in India and perform due diligence etc, probably after 13th Feb response date.
3. Serco will still meet with TCS and Sun on 9th February in London to discuss the TIE bid. We will also be allowed to ask any outstanding questions about the “bigger” bid, although not with Sun present. I suggest a lunch?
Attendees –
a. TCS b. Sun – Robert Maidment (RFID Expert) + 2 others TBC c. Serco – Trevor Platt (Transport BDM), John Rushton (Head of Proj Mgt, Public Sector) and Iain McCafferty (Director of Public Sector Business)
The prize? To become the preferred Out Source partner for Serco on a global basis for all projects, not just transport. I am afraid I can only guess at the potential value of this.
—–Original Message—– From: jayant.krishna [mailto:jayant.krishna@uk-tcs.com] Sent: 22 January 2004 00:12 To: Simon Stephen Cc: ‘Jyoti Srivastava’; ‘Chandra Vikash’; Tim Giles; Megan Douglas; Manu Kapila; Lya Noon; Jim Odell; Cathy Day; Amit Nagar Subject: Final TIE response
Simon,
Do you have any update on the TIE opportunity. Also, did you hear from Serco after submission of TCS’ inputs to them which were to be used in their repsonse?
Also, have they forwarded a copy of their final response to us. If they have not, could you kindly ask them to do so since TCS as member of the consortium should be entitled to see the response they as the prime have submitted to the client?
Regards,
Jayant
Jayant Krishna Regional Manager Transportation Practice TATA Consultancy Services 18 Grosvenor Place London SW1X 7HS Phone: 0044 (0) 20 7441 1226 Mobile: 0044 (0) 77 3666 0306 e-mail: jayant.krishna Annexure IC
“Tim Giles” < tim.giles@uk-tcs.com >08/31/2005 01:19 PMTo<chandra.vikash@tcs.com >cc”‘Hannah Goodman'” <hannah.goodman@ uk-tcs.com>, <Tanmoy.Chakrabarty@tcs.com >SubjectRE: Working Session 1st Week Sept. ’05 / UK opportunityIf you think that TSS has something to offer then I am happy to spend an hour or so with them to hear their proposition. As for the two examples you gave, the first was never going to happen as the council completely miss read the mood of the city. This was something those of us plugged into the system here knew about and is the reason why I didn’t invest any time in it. LRUC was about the machinations of top politians vieing for power over their peers and no end of clever models is going to over come that.
Until the the objectives and operations of the Innovation Fund become clearer I simply have too much to do on other fronts to spend any time worrying about it.
Thanks Tim for your appreciation of my effort. I accept your decision and shall wait for an appropriate opportunity.
1. As far as TSS’ Mr. Barcelo’s interest is concerned, he is interested in a partnership where TSS contributes with the software for the Transportation Innovation Fund opportunity and also co-develops extension to its current software to represent the MobilityXS framework.
He is not interested in only “selling” the software, as you seem to be sure of.
2. I shall earnestly look forward to an opportunity to deconstruct the MobilityXS model for you and to share why and how it is eminently “sensible and practical” and means real business for TCS in UK.
Or we can once again wait for time to tell…
… like in case of our earlier efforts on Edinburgh Congestion Charging and on the Lorry Road User Charging.
While I appreciate your efforts to help us expand our relationship with the UK Public Sector I do not believe that Mobility XS will aid us in this venture.
Having reviewed your proposition I find it to be completely out of tune with the views of the UK government nor would it be unacceptable to the UK public. More importantly it is not going to make us any money. As evidence of this I have enclosed the processings of a recent conference held in the UK which was hosted by the Chair of the Parlimentary Sub-Committe for Transport and the Key Note speech given by the Minister of State for Transport. The conference focused on making improvements over the short term via technologies such as teleworking and teleconferencing as the means of reducing the stress on our transport system.
I think the Minister summed it up best by saying that we must concentrate on “Sensible and practical moves that work for the individual and the wider community.” I do not see Mobility XS falling into this category. If we are going to invest money in developing a proposition then we should do us with this in mind.
As for Mr Barcelo, I’m sure that he is interested in working with us as it would mean getting TCS to pay for his software. As I am in the final stages of working on a bid for government which we stand a very good chance of winning I am unavailable for any workshop any time before December.
My final comment on the subject is that as the Sales Lead for central government in the UK I do not want Mobility XS discussed with any member of the Public Sector as it will damage our reputation and reduce our chances of winning real business. I’m sorry if this note appears to be rude but I wanted to make my position clear once and for all. This proposition will not work in the UK for the foreseeable future we must instead concentrate on pursuing real business that will bring in revenue to the company.
I am happy to discuss how we might do that but I am not about to allow your current ideas to go further in the UK.
Regards
Tim Giles
—– Original Message —–From:Chandra VikashTo:Sent: Thursday, July 20, 2006 1:21 PMSubject: Working Session – Approach to Transport Fuel Pricing and Demand Management – Public-Private Partnership To,Dr. Leena SrivastavaExecutive DirectorThe Energy & Resources Institute,New Delhi, INDIADear Dr. Srivastava,How are you! As you may recall, we discussed a new model for transport fuel pricing and demand management called FuelSaver ( www.mobilityxs.com/resources.htm.) and an accompanying* model for transport system management called MobilityXS ( http://www.mobilityxs.com/mobilityxs.htm).As per your advice, I made a proposal to the TERI team which made certain recommendations to pilot a project. Since there has been a concerted effort to pilot and otherr developments as well as changes in environmental factors – crude oil price, public transport security, rising congestion, road safety and accessibility problems, climate change findings and its impact being already realised in India in a significant way etc..I shall request you for a fresh review of the two models and to explore collaboration for consultancy proposal to the concerned government ministries and other stakeholders including international agencies.As per today’s conversation with Dr. Ranjan Bose from Transport Group at TERI, I propose a Working Session meeting with key stakeholders from public and private sector who have shown interest in this initiative:Mr. MS Srinivasan – Secretary, Union Ministry of PetroleumMr. OP Agarwal – Joint Secretary, Union Ministry of Urban DevelopmentMr. Nimish Desai – Head of Strategic Solutions Group, SSA GlobalMr. Rakesh Verma – CEO – CE InfoSystems (MAPPLS)Mr. Jyoti Srivastava – Head of Transport Practice, TCSMr. Pablo Barcelo – Director TSS, Spain (AIMSUN)Mr. Manish Srivastava – CEO – Mustus SoultionsFurther developments:1. Our initiative to pilot the project in Palam Vihar in Gurgaon was reported at length by Hindustan Times as attached. The design of the pilot project transport service was based on a user seminar to collect inputs about their needs, aspirations and willingness to pay for the proposed service. We made an appeal for special permission and financial grants to the Ministry of Urban Development for which we await further response. We have had several rounds of meetings with Joint Secretary Urban Development Ministry Sh. OP Agarwal and Director UT Mr. Sanjeev Lohia and await their further response to our proposal.** 2. We have been duly supported by a consortium of partners – SSA Global – Route Planning Software and customisation, MAPPLS – Digital map solution, Mustus Solution – application development and TSS, Spain in this initiative towards collaboration for further development of the the system and its marketing.3. We received the search report for the PCT patent filing on the MobilityXS model which assures us of its uniqueness. A final defense is in progress. Pl. find attached our filing. A concept paper on how MobilityXS meets “new urbanism” objectives has been selected for the International Ecocity Conference to be held in Nov. 2006 in Bangalore this year.***4. We have developed a basic prototype for FuelSaver as well as requirement document for a full-scale prototype. Pl. refer attachment on the requirement specification for the final prototype. An article on FuelSaver was published in the April issue of Down to Earth, the science and environment fornightly from Center for Science and Environment.* As per the design, FuelSaver needs to be sequenced by MobilityXS to enable consumers to realise significant benefits in terms of lower fuel price/ pax-km even though some of the benefits happen from even a standalone implementation of FuelSaver. The two models can further be adapted depending on stakeholder objectives and environmental factors – energy prices and supply, physical environment, demographics etc.**Reference: Working Group on Urban Transport including Mass Rapid Transport Systems for Eleventh Five Year Plan (2007-2012) – Invitation of comments http://www.urbanindia.nic.in/moud/programme/ut/utwg11plan.pdfAlternative ProposalPragati Proposal: Working Group on Urban Transport including Mass Rapid Transport Systems for Eleventh Five Year Plan (2007-2012)I. Integrated Urban Design and Transport System1. To develop policies, standards and guidelines for integrated land-use and transportation system as an integral part of the comprehensive city development plans with integrated traffic and transportation plans are prepared under the Jawaharlal Nehru National Urban Renewal Mission for each city with integration of land use planning and transportation plans. The Working Group will explore following areas: a. Optimal traffic flow conditions on High Speed Motorways (HSM). Similar to “dedicated corridors” for mass rapid transit network, High Speed Motor Vehicles (HSMV) should have exclusive access to motor roads where they can travel at average speeds of 60-80 kmph. b. Safe and positive environment for Walking, Bicycling and “Neighborhood Vehicles” (NVs) by providing them exclusive access to Low Speed Streets and Walkways. NVs are power-ssisted, low speed, light, low capacity, zero to very low pollution modes such as electric assisted pedal rickshaws (See Figure I) or CNG auto-rickshaws as already run in the national capital. c. Access Control for both High Speed Motorways as well as Low Speed Streets and Walkways will lead to significantly better traffic conditions in both the segments. i. HSMV use should restricted by Cordon Entry charges like in Central London or in Singapore, Norway and as has been proposed for many other areas across the world. ii. HSMVs have to adhere to speed limits such as 20kmph for movement in the area and follow stringent traffic discipline. Violations are heavily fined with graded penalties for subsequent violations. iii. They pay graded charges for Entry and Stay Charges per hour within the neighborhood areas. As graded charges,they increase to very high levels for high monthly usage – up to Rs. 500 per hour – to deter entry of High Speed Motor Vehicles in residential areas. Exemption are made for medical emergencies- ambulances and fire engines. d. Infrastructure is created for parking of HSMV on parking lots at strategic locations similar to criteria used for Mass Transit Stations. If space is a constraint, multi- storied parking structure can be built of capacity and at locations as per the Master Plan for the area. e. Access Control Zone of 3 km corridor on either side where only light, CNG/ electric rickshaws and bicycles called Neighborhood Vehicles are allowed – Access time between 5-15 minutes – Revenue potential from higher commercial value of surrounding areas as it enables greater footfall f. Seamless integration of feeder service enables spacing of Metro Stations to at least 2 kms. – Enables passenger carrying capacity to be increased by 100-200% – more trips per hour – Reduces travel time – Increases frequency of service – Shifts short distance travel from Metro to NVs g. Provision of high capacity bicycle rack facility and service bay for pick up and drop of passengers in the station area – Improves accessibility for larger number of people II. Transport Fuel Pricing and Transport Demand ManagementTo develop a policies, standards, guidelines for Transport Fuel Pricing Mechanism in the country in concert with other concerned government and other agencies. a. Allow market pricing of Petrol and Diesel. Remove petrol and diesel subsidy which mostly benefits the rich in the name of the poor. b. Restructure fuel taxation system to remove anomalies as follows: i.. Fuel Taxation for every vehicle should be differentiated based on their weight, volume and emission level. ii. Fuel Surcharge should be levied on consumption above a certain limit which should be differentiated on their usage – private or public transport. c. Create dedicated funds by better utlisation of current fuel taxes or levy additional taxes if required for purpose as follows:
i. Localised Road Development Fund – Fuel tax collection and fuel efficiency measurement provide valuable inputs for road network management to upgrade and maintain good quality roads in all urban areas.
ii. Energy Security Fund: India faces a scenario of spiralling crude oil import bill, loss making oil companies and petrol and diesel supply outages within 5 years. Tthis fund is used for development and/or technology transfer of Hydrogen fuel cell, bio-fuel, photovoltaics, wind energy and advanced batteries such as Lithium ion and to create infrastructure for fuels – CNG, Hydrogen Fuel Cell stations and Battery charging stations for Plug-in Hybrid Electric Vehicles (PHEVs) (with mileage of 100-200 kmpl of petrol, diesel or CNG) from the power grid or from photovoltaic panels. Similarly, wind energy can be used to produce hydrogen for fuel cells using this fund.
iii. Environment Security Fund: Scientific evidence points to catastrophic consequences of climate change within 10 years as has already started unless deep reduction in emission of greenhouse gases is achieved. India is commited under the Kyoto protocol to reduce emissions from 2012. This fund will be utilised for creating awareness, demand management, new technologies and structural changes that can together reduce emissions to desired levels.
III. Motor Vehicle Usage and Transport Demand Management
To develop policies, standards and guidelines for use of Motor Vehicles to promote greater fuel efficiency, reduce wastage of empty seats and empty or idle movement or parking of vehicle leading to traffic and parking congestion as well as to enhance quality of vehicle driving. a. A new category of “Shared Use Vehicles” (SUV) should be created to allow existing private and commercial vehicle owners to register their vehicle for high occupancy and shared use with assigned “Transport Service Providers”. b. All private vehicles which are not registered as SUVs have to purchase a Certificate of Entitlement (equivalent to 100% of cost of vehicle for a period of 10 years from date of manufacturing) to ply on the roads. c. SUVs are allowed to provide stage carriage and pick and drop service. The vehicle owner can be reimbursed for the cost of using the vehicle based on an agreed rate between the vehicle owner as well as service provider. They are entitled to a higher limit for fuel consumption for which no Fuel Surcharge is levied. d. Road Usage Charging for all vehicles for all roads in proportion to their usage – distance and route. This system will replace the Fuel Taxation component for Road Development as it is a better measure of road demand.For this purpose accurate and working odometer are made mandatory for every vehicle like household electricity meters, water meter, cooking gas meter, phone meter etc. e. Standards, Vehicle Testing Infrastructure and Procedures are developed for new kind of vehicles – PHEVs, Bio-fuel compatible, Hydrogen Fuel Cell and electric rickshaws for their suitability to the terrain in which they will be plying. f. Driving Proficiency Rating: Based on measurement of actual driving performance including adherence to traffic guidelines (using available technologies such as 3-D accelerometer/gyros, computer imaging etc.), this is used for selection of driver for public as well as shared use vehicles. Private vehicle owners must have a Driving Proficiency above a threshold limit to be eligible to self-drive their vehicles. The above proposal is based on in-depth study of the transportation and related sector as well as a comprehensive assessment of commuter needs in the country. Pl find attached supporting documents that outline a highly efficient, safe, timely, accessible, affordable and environment-friendly transportation system.*** Horses for Courses: A New Approach for Efficient and Sustainable Urban Transport ManagementTheme: Efficient and Sustainable Urban Utilities ManagementABSTRACTMisleading and often provocative advertisements stoke a belief amongst policy makers and urban planners that people want to own automobiles and that their choices must be honoured in a fundamentally market-driven economy. For a significant proportion of people though, it is automobile-dependent urban design, which compels them into private ownership. Automobile -dependency, in this view, does not begin with the failure to provide “public transport” alternatives but with the basic failure to appreciate that in today’s context – with stiffening constraints of fuel supply, land and environment – the fossil-fuel driven, high power, privately-owned automobile has no place in the urban neighbourhood. This paper presents a new approach which provides users the choice to walk, bicycle or take a ride in light, power-assisted rickshaws for their local trips in the neighbourhood, where entry of automobiles is restricted. Fast moving automobiles, at the same time, run uninterrupted of slow moving traffic on a seamless network of arterial roads and move much faster than at present with a combination of innovative traffic control measures, grade-separated intersections (pedestrian and bicyclists road over bridges and ramps) and vehicle navigation sensors and communication technologies in this approach. The two modes are seamlessly connected for longer trips in a hub and spoke mechanism. These interchange hubs are multi-storied parking lots for automobiles – ranging from 4 to 40 seating capacity – which move point-to-point at high occupancy. Users can avail of personalised transport service at market-determined price points for commuters significantly better – in terms of safety, travel time, accessibility, cost, environment-friendly, comfort and convenience etc. – than any of the choices that are available today. For an apple-to-apple comparison, it proposes a measure of the full cost of privately owned automobile which at present avail of an array of regressive subsidies, even if they are not always intended Proposed Amendment (PCT)_CV_2.1.doc 153K
A Method and System of Personalised Public Transportation
By
Chandra Vikash
Field of the Invention
The present invention is in the field of transportation and pertains more particularly to a method and system of transportation thus providing effective and efficient transport system, and giving a user, a complete travel experience according to their choice along with other related services.
Background of the Invention
Customers today have a choice for a product / service in respect of food, clothes, housing, etc. as per their demand l. Customers, however, do not have a similar choice in the field of transportation and travel services, for e.g., a choice for vehicle or mode, together with a choice for appropriate infrastructure and environment. For instance, even the purchase of the costliest premium segment car, does not provide a high quality travel experience that extends beyond the vehicle.
Ideally, in the field of transportation, three aspects are to be looked into i.e. vehicles, infrastructure and environment, to properly cater to the users’ need of choice. The user would ideally want to choose within options in different areas such as, for e.g., walking / cycling / motorbikes / scooters / automobile; vehicle – rentals / lease – chauffer or self-driven; rickshaw / taxicab / bus/ train, etc., along with other mobility options such as carpooling, car sharing, ridesharing, etc. In respect of goods transportation, options include enabling the consumer to carry the goods with him or to be delivered by a combination of different vehicles – carts, small and large lorries, trailers, wagon trains, etc. from the site of production to their doorstep.
In the field of transportation of people and or goods over short and long distances, there are significant wastes. In a systemic view, these wastes in the known system of transportation, originates from incongruencies in the following areas, such as:
Traffic volume and carriage capacity of the road section;
Traffic flow expectation and vehicle driving quality of other drivers;
Vehicle seating capacity and vehicle occupancy;
Vehicle location and passenger / goods location at the start of journey;
Vehicle optimal speed range – fuel efficiency, safety, depreciation – and actual vehicle speed in traffic conditions;
Vehicle model / features and consumer preferences;
Vehicle usage scenarios depicted in advertisements and actual usage scenarios;
Rates of Psychological, Technological and Economic vehicle obsolescence in case of Private Ownership;
Potential Recyclability and modularity of a vehicle, sub-assemblies and components for reuse and Acceptability for private vehicle purchase decisions;
Vehicle characteristics – weight, optimal speed range, tyre characteristics, ground clearance – and Road Surface and Traffic conditions in which they actually ply;
Actual vehicle and infrastructure design and Accessibility requirements for elderly, children and for disabled;
Travel Time expectation and Vehicle speed;
Repair and maintenance complexity of vehicle (compounded by increase electronic / software components) and Information available to private vehicle owners to make an objective choice;
Fueling point – location, time, appropriate fuel type and vehicle location and information available to private vehicle owners;
Vehicular pollution and other incidental environmental damage due to current pattern of vehicle usage and Environment absorption capacity;
Traffic Signal times and Actual Traffic flow in each direction;
Price points for available Transportation Services and Consumer affordability or willingness to pay;
It should be noted that the undesirability of these wastes is from a end-user point of view even as some of these in-congruencies are exploited by vested interests for value appropriation. Examples are:
Lack of appropriate infrastructure and environment for walking and cycling in densely inhabited areas for short trips. This encourages escalating use of automobile for these trips which are not suitable for the purpose i.e. as density of automobile use in the area increases more people feel unsafe to walk or cycle and switch to automobiles;
Safety perception in case of uneven collision with a heavier vehicle leads to escalation in size and weight of automobiles;
Lack of transparency in prices for proprietary replacement parts, optional fittings, and whether a specific component or sub-assembly needs to be replaced;
Lack of transparency in fuel brands which claim mileage and vehicle-life enhancing benefits and the appropriate fuel type for a vehicle;
Gap between the Rated and Actual fuel efficiency due to traffic, road, vehicle and driving conditions leads to greater sale of gasoline or diesel than is required to cover the same distance and leads to further escalation of prices of a commodity with diminishing supply.
Existing approaches focus on one hand on packing more strength and features on the vehicle:
Greater safety and security for the occupant – more metal protection around the vehicle, airbags, emergency response etc.;
Communication for navigation assistance, concierge to find a location or reach there by a less congested route etc.;
Online information – stock quotes, weather updates etc. while traveling and while they are stuck in traffic jams.
Alternatively, known methods either focus on the infrastructure alone such as creating more roads, flyovers or my framing more stringent traffic rules.
Another prevailing approach is to circumvent the problem by focusing on mass rapid transit solutions such as underground metro or high capacity bus as a panacea. Even though they are useful on the high-density corridors, their capital cost is high for wider deployment, looking at various factors such as the cost of land acquisition, digging underground in built-up areas in an entire Region and the traffic disruption they cause during their long construction phase. In such a case, they fail to provide door-to-door mobility and to entice commuters away from their private vehicle.
Many urban areas have poly-nucleated development with high dispersion of inhabited areas. Overall, though this approach is a useful complement, it distracts attention from the larger problem of the need for a comprehensive approach.
The above approaches fail to take a systemic view of vehicle-infrastructure-environment elements and the need for an integrated solution for traffic management coupled with consumer choice and satisfaction.
In light of the limitations in the prior art it has occurred to the inventor that a systemic solution for providing better transportation, traffic management and consumer travel choice is needed that metamorphoses existing modes and develops a customized modal distribution for every Region.
Object of the Invention
One of the objects of this invention is to develop efficient transportation system, eliminate waste and to provide complete travel experience to a consumer according to their choice, preferences and affordability.
Another object of this invention is to manage the traffic in such a fashion, which causes less traffic congestion, assures consumers of the travel time, road-safety, etc.
Another object of this invention is to facilitate and enhance the mobility of the consumers or their goods but simultaneously use vehicles that run on appropriate energy source for specific mobility requirements.
Brief description of the Drawings
Fig. 1 is a diagram illustrating classification of Land according to the embodiment of the present invention.
Fig. 2 is a diagram illustrating the laying and classification of the road network according to an embodiment of the present invention.
Fig. 3 is a diagram illustrating the Expressway-Over-Bridge constructed at the Expressway – Street Intersection in accordance with the present invention.
Fig. 4 is a diagram illustrating the structure of an Expressway Station according to the embodiment of the present invention.
Fig. 5 is a diagram illustrating the Light & Slow Vehicles (“LSVs”) Port constructed according to embodiment of the present invention.
A Flow Chart illustrating the operation of the System in accordance with the embodiment of the present invention.
Description of the Invention
The present invention provides method and system for providing seamless, door-to-door mobility services for people and for goods for short and long distances at market-mimicking price points.
The inventor provides a unique method and system of personalized public transportation to provide efficient transportation service; complete travel experience to a user according to their choice and preferences; manage the traffic in such a fashion, which causes least or none traffic congestion, assures consumers of the travel time, road-safety, etc. The method and system of the present invention are described in enabling detail below.
Classification of the Land Area:
Layout of the Region and Village/s:
The layout of the Regions and Village(s) in accordance with the present invention can be explained and illustrated with reference to Fig. 1.
According to the present invention, the entire given land 100 under implementation is classified as a Region 105. According to the present invention a Region 105 could be, for example and without limitations, any urban area, rural area, province, country or even a continent. As per the preferred embodiment of the present invention, a given Region 105 should be an area identified on the basis of parameters such as, for e.g. but without limiting, the area within which a significantly large majority of surface trips begin and terminate.
According to the embodiment of the present invention, a given Region 105 is sectored into Villages 110 . As per the preferred embodiment of the present invention, however, and for the purposes of implementing the present invention effectively, Villages 110 should be the areas in the given Region 105 identified on the basis of parameters such as, for e.g. but without limiting, the places where a majority of trips begin and terminate. Further, according to the preferred embodiment of the present invention, the Villages 110 should be formed in a hexagonal shape (honeycomb).
According to the preferred embodiment of the present invention, Villages 110 are inhabited areas in a given Region 105 and each Village 110 is normally made up of 4 to 8 sq. kilometers. A Village 110 can also be made up of an area either more than 4-8 sq. kilometers or less than 4-8 sq. kilometers and hence the said distances specified herein should not be seen as a limitation. The area of the Village 110 may also vary depending upon the preferences of the implementers on criteria such as, for e.g., population density in that area and its identity as a single community, etc. and hence the said distances specified herein should not be seen as a limitation.
Laying and Classification of the Road Network:
The layout of the Road Network in accordance with the present invention can be explained and illustrated with certain appropriate figures.
Expressways:
The layout of the Expressways 115 in accordance with the present invention can be explained and illustrated with reference to Fig. 2.
According to the embodiment of the present invention, the Villages 110 formed in accordance with the present invention are bounded or connected by a network of Expressways 115 in any appropriate manner. According to the preferred embodiment of the present invention, the Villages 110 are bound or connected by Expressways 115 on various sides. For the purposes of the preferred embodiment of the present invention in respect of how Villages 110 are bound by Expressways 115, please refer to the illustrated Fig.2.
According to the present invention, Expressways 115 are multi-lane carriageways with exclusive access to Fast and Heavy Vehicles (“FHVs”), for e.g. but not limiting to, cars, vans, buses and trains, and which are further described below in the embodiment of the present invention. According to the present invention, Railways – elevated, surface or underground – are also classified as Expressways 115 in this definition.
According to the embodiment of the present invention, an Expressway 115 gives access only to motorized FHVs. As per the preferred embodiment of the present invention, proper known means for obstructing trespassers, animals, etc. should be along the side-line of the Expressways 115.. Known means such as construction of walls or fences along the side-line of the Expressways 115 could be used. According to the present invention, the speed limit on the Expressways 115 could be determined after taking into consideration factors including the type of vehicles used on the Expressways 115, safety, etc. According to the preferred embodiment of the present invention, the speed limit on the Expressways 115 could be around 90 kilometers / per hour. The specified speed limit is only an indicative figure and should not be seen as a limitation.
Streets:
The layout of the Streets in accordance with the present invention can be explained and illustrated with reference to Fig. 2.
According to the embodiment of the present invention, a Village 110 so formed in accordance with the present invention comprises of roads and pathways called as Streets 120 laid in any desired manner. According to the preferred embodiment of the present invention, the Village 110 comprises of interconnected Streets 120 laid in a way to create a mesh of Streets 120 in the said Village 110. For the purposes of the preferred embodiment of present invention in respect of laying Streets 120 in a Village 110, please refer to the illustrated Fig.2.
According to the embodiment of the present invention, Streets 120 are multi-lane carriageways for Light and Slow Vehicles (“LSVs”) and includes dedicated lanes for pedestrians called as Pathways. LSVs include, for e.g. but without limitation, could be pedestrians, bicycles, very low to zero –pollution scooter, motorcycles, manual or electric rickshaws, golf-carts, etc., and which are further described below in the embodiment of the present invention.
According to the present invention, the speed limit on the Streets 120 could be determined after taking into consideration factors including the vehicles used on the Streets 120, the objects of the invention including using fast, safe and non polluting vehicles on the Streets 120, etc. According to the preferred embodiment of the present invention, however, the speed limit on the Streets 120 could be around 30 kilometers / per hour. The specified speed limit is only an indicative figure and should not be seen as a limitation. They optimize space with option for multiple rules – right side motorized, free overtaking. Lanes can be reserved for a particular class of vehicles e.g. bicycle lane and their width can be customized.
Exceptions to allow FHVs to ply over the Streets 120 can be made possible only in the case of emergencies such as inclement weather conditions with prior intimation through means for street alarm system, for e.g., blinking light indicators, sounds, etc.
Road Network Infrastructure Details:
The Road Network Infrastructure details in accordance with the present invention can be explained and illustrated with appropriate figures.
Expressway-Street Intersection:
The layout and the details of the Expressway – Street Intersection in accordance with the present invention can be explained and illustrated with reference to Fig. 3.
According to the embodiment of the present invention all Expressways 115 in a given Region 105 are interconnected. One or more Expressways 115 may also intersect with Streets 120. At such intersection known means in the industry can be provided to facilitate consumers plying on the Streets 120 to cross the Expressways 115. According to the preferred embodiment of the present invention, an Expressway Over-Bridge (“EOBs”) 130 is provided for facilitating the consumers including people and bicycles to crossover the Expressways 115 at such intersection with the aid of staircase, escalators or elevators for upward or downward movements. The EOBs 130 could also be adapted, with necessary modifications, to facilitate the consumers to cross the Expressways 115 under the Expressways 115. According to the preferred embodiment of the present invention, whether the EOBs 130 are to be provided over the Expressways 115 or under the Expressways 115 are determined taking into consideration factors including the topography or the geography of the surrounding area.
Although the EOBs 130 can be powered by traditionally known energy sources, however, according to the preferred embodiment of the present invention, the EOBs 130 are powered by non-conventional energy sources such as solar sheds, batteries, fuel cells, etc.
According to the preferred embodiment of the present invention, at such intersection, in case EOBs 130 is so provided according to the present invention facilitate the consumer to cross the Expressways 115 over the Expressway 115, the EOBs 130 are to be elevated to a height sufficient enough to allow the tallest vehicle that could pass through the Expressway 115. Known technological ways and means could also be adapted to increase or decrease the elevation level of the EOBs 130 at such intersections.
According to the present invention, by providing EOBs 130 at such intersections, a grade separated intersection of Streets 120 and Expressways 115 is provided.
Street-Street Intersection:
According to the preferred embodiment of the present invention, all Streets 120 in a Village 110 are interconnected. Combined with the EOBs 130 all Streets 120 are seamlessly connected for pedestrians and for bicyclists.
Expressway Stations:
The layout and the details of the Expressway Station 135 in accordance with the present invention can be explained and illustrated with reference to Fig. 4.
According to the embodiment of the present invention, as stated earlier, all Expressways 115 in a given Region 105 are interconnected and may intersection each other. According to the embodiment of the present invention, Expressway Stations 135, which are described more in detail below in the embodiment of the present invention, are typically constructed at such intersections. According to the preferred embodiment of the present invention, Expressway Stations 135 are generally constructed at an elevated level in such a way that it allows incoming FHVs to pass through. According to the embodiment of the present invention, Streets 120 may also terminate at the Expressways 115. However, according to the preferred embodiment of the present invention Streets 120 terminate at Expressway Stations 135. Further, although Expressway Stations 135 can be constructed at such intersections according to the implementers choice, however, according to the preferred embodiment of the present invention, Expressway Stations 135 are typically located at every of 5 -8 kms. The specified distance herein i.e. 5-8 kms. is only an indicative figure and should not be seen as a limitation. Further, Railway stations in the Region 105 are also classified as Expressway Stations 135.
According to the present invention, Expressway Station 135 is a multi-storied building comprising of multi-level parking, vehicle fueling and servicing facility for FHVs. The Expressway Stations 135 also further comprise of facilities for other commercial establishments such as, but not limiting to, office space, retail space, hotels, business centers and transit warehouses, etc.
According to the embodiment of the present invention, the multi-level parking facility may provide for known methods for facilitating parking of FHVs. According to the preferred embodiment of the present invention, however, the multi-level parking facility can be provided to comprise one or more Multi-Level Parking Structures (“MLPS”) 160. According to the preferred embodiment of the present invention, each such MLPS 160 can be so designated to stock a specific dimension of FHVs. For the purposes of the preferred embodiment of present invention in respect of MLPS 160, please refer to the illustrated Fig. 4. Further, according to the preferred embodiment of the present invention, such MLPSs 160 can be provided with means for upward and downward movement, including elevators, of the FHVs in a direction that suits the implementer’s choice.
Although there are known methods that could be implemented for aiding parking of the FHVs in the multi-level parking facility, parking of the FHVs is preferred, according to the embodiment of the present invention, to be provided for with the aid of a ramp.
According to the present invention, at each story of the Expressway Station 135, provision or means for charging the FHVs are provided. According to the preferred embodiment of the present invention, such provisions or means for charging can be provided in such a manner that each FHVs are connected to a power grid to receive or to send electrical power as required.
According to the present invention, the parking facility provided at the Expressway Stations 135 also comprise multiple fueling points for various fuel sources and types, and carriers fuels such as gasoline, hydrogen fuel cell, electric, bio-fuels, etc. According to the present invention, the Expressway Stations 135 are also equipped with designated areas for fueling / servicing for any type of FHVs.
Light and Slow Vehicle (“LSV”) Ports:
The layout and the details of the LSV Port in accordance with the present invention can be explained and illustrated with reference to Fig. 5.
According to the preferred embodiment of the present invention, and as discussed earlier in the embodiment, all Streets 120 in a Village 110 are interconnected. According to the present invention, at intersections including Street-Street intersections, or Street-Expressway intersection or even at an Expressway Station 135, typically, a port called as an LSV Port 165 is constructed. Such LSV Port 165 may be at a ground level (compared to the surrounding area) or at an elevated level, depending upon the implementer’s choice. Although according to the present invention LSV Port 165 are typically located at every street corner or at intersections, according to the preferred embodiment of the present invention, an LSV Port 165 should be located such that at least one LSV Port 165 is located within walking distance from any inhabited area.
According to the present invention, LSV Port 165 are equipped with energy sources for facilitating energy to the LSVs. According to the preferred embodiment of the present invention, however, LSV Port 165 are covered with plastic solar sheets based on known technologies, which are wired to charge LSVs, as required.
According to the present invention LSVs Ports 165 also provide for parking LSVs. According to the embodiment of the present invention, any known means for providing parking can be provided. However, the preferred method for providing parking at the LSV Port 165, according to the embodiment of the present invention, is by providing racks of dimensions suitable for accommodating LSVs including bicycles, golf-carts, etc.
Classification of the Vehicles:
According to the embodiment of the present invention, vehicles to be used in the present invention are classified under two categories i.e. Light and Slow Vehicles (“LSVs”) and Heavy and Fast Vehicles (“FHVs”).
Light and Slow Vehicles:
According to the embodiment of the present invention, LSVs are very low to zero emission vehicles, which ply on Streets 120. LSVs are further characterized as manual driven / automated guided vehicles- pedestrians, bicycles, very low to zero-pollution scooter, motorcycles, manual or electric rickshaws, golf-carts, etc. According to the present invention, LSVs have low acceleration and a low peak speed. According to the preferred embodiment of the present invention, LSVs should have a low peak speed of about, but without limiting to, 30 km / hr. According to the present invention, LSVs typically use combination of human, solar and electric power to directly power the vehicles or solar sheds, which charge batteries, which in turn power such vehicles.
Heavy and Fast Vehicles:
According to the embodiment of the present invention, FHVs are motorized heavy and fast vehicles, preferably having low to zero emission levels, such as cars, buses, etc running typically on Fuel Cell, CNG, or HSD. FHVs ply on the Expressways 115 and are suited for long distance travel. According to the present invention, FHVs, generally, move from one Expressway Station 135 to another, with zero or very few stops. According to the present invention, FHVs can have varied capacities. According to the preferred embodiment of the present invention, however, FHVs should be of a size and shape with a view to optimize road space. Further, according to the preferred embodiment of the present invention, FHVs are typically having capacities between 4 to 40.
Controlling Systems:
According to the present invention, in a given Region 105, a central information hub called as a Central Information Center (“CIC”) is established for providing and handling issues comprising of registration, issue and service of consumer membership / user cards; facilitate enquiry, information, booking and reservation for a near trip or a far trip; central display of all vehicles including FHVs and LSVs in the Region 105 and or Village 110, data processing for the purposes of determining a driver proficiency rating (DPR), route determination and dispatch, transfer of FHVs amongst Expressway Stations 135 based on demand, traffic signal control, traffic violation and incident management; handling the traffic in the given Region 105 or Village 110 and incidental matters and information thereto, etc. According to the present invention, the CIC can be also be assigned such other responsibilities as per the implementer’s choice.
According to the present invention, the CIC will possess, contain, store and process all information / data relevant for the transportation services provided by the Service Provider, which is the subject matter of the present invention, and would further utilize it to provide efficient transportation services, coupled with complete travel experience to a User according to their choice, preferences and affordability, who also face less traffic congestion, and are assured of their travel time, road-safety, etc.. The system facilitates and enhances the mobility of the consumers or their goods but simultaneously better and efficiently utilizing the available energy resource for such mobility.
According to the present invention, the functions or the services rendered / delivered by the CIC can also be performed or delivered with the aid of various channels including establishing one or more local counters at various public and desired locations.
According to the preferred embodiment, however, the functions to be performed, and the services to be delivered, by the CIC, can be bifurcated or handled by separate centers performing respective functions as may be assigned. The preferred details are as under:
Regional Transportation Information Center:
According to the present invention, for a given Region 105, a Regional Transportation Information Center (“R-TIC”) is established for providing and handling issues comprising of registration, issue and service of consumer membership cards; facilitate enquiry, information, booking and reservation for a near trip or a far trip, etc. According to the present invention, communication between the R-TIC and the consumer can be effected through any communication mediums. Further, according to the present invention, the functions or the services rendered by the R-TIC can also be performed or delivered with the aid of various channels including establishing local counters at various public and desired locations.
Regional Traffic Control Station:
According to the present invention, for a given Region 105, a Regional Traffic Control Station (“R-TCS”) is established for the purposes of handling the traffic in the given Region 105 and incidental matters and information thereto. According to the present invention, R-TCS performs such functions and looks into issues including central display of all FHVs in the Region 105, data processing for the purposes of determining the Driver Proficiency Rating (“DPR”), route determination and dispatch, transfer of FHVs amongst Expressway Stations 135 based on demand, traffic signal control, traffic violation and incident management, etc.
For determining DPR the parameters include close adherence to the navigation plan, lane, target speed, direction, etc. Any deviations are recorded and the report generated is sent to the R-TIC at the end of the trip. The payment to the User-Driver varies with the DPR. There may be more than one user possessing the DPR, who are willing to drive. Users bid for the driving assignment and the User with the highest DPR gets the assignment. In situations, where no User qualifies, a staff driver is assigned for the trip.
According to the present invention, the R-TCS can also be assigned such other responsibilities as the implementer may choose to.
Village Traffic Control Station:
According to the present invention, for a given Village 110, a Village Traffic Control Station (“V-TCS”) is established for the purposes of handling the traffic in the given Village 110 and incidental matter and information thereto. According to the present invention, V-TCS performs such functions and looks into issues including handling central display of all LSVs in the Village 110, transfer of LSVs amongst LSV Port 165 based on demand, traffic signal control, traffic violation and incident management, etc. According to the present invention, the V-TCS can also be assigned such other responsibilities as the implementer may choose to.
System Operation:
The operation of the system can be illustrated with the aid of a flow chart.
Usage Plans and Payment Modes :
According to the present invention, a User can be provided with various plans for availing of the services of the Service Provider for e.g. Platinum Class, Gold Class, Silver Class, Economy Class, etc. depending on the ir choice and willingness to pay. The class of service determines the vehicle models, journey time (including waiting time) and choice of facilities such as favorite co-traveler, phone and Internet access, concierge, in-vehicle entertainment etc. Additionally, the User can further be given customized plans for each class to reflect finer choices or that may not be covered in the broad categories.
According to the present invention, a User is can choose the option for post-paid mode of payment or pre-paid mode of payment, for payment for this service. In post-paid modes, monthly bills are dispatched to the User. Options to pay by cash or electronic payments are available. Cheque, Post-paid users can also pay in account payee cheque.
Communication with Central Information Center:
According to the embodiment of the present invention, a User communicates with the CIC (and includes R-TIC, R-TCS or V-TCS as the case may be, hereinafter collectively called as CIC) of the Service Provider with communication means such as telephone, Internet, kiosks, etc. According to the preferred embodiment of the present invention, a communication device is to be made available inside the given Vehicle (including LSVs or FHVs or otherwise) for better communication between the User with the CIC and avail of the phenomenal navigational / transportation services provided by the Service Provider. Additionally, according to the preferred embodiment of the present invention, communication devices can and should also made available at appropriate public places (closed or open) and or at desired places according to the implementer’s choice, for the User. Additionally, according to the preferred embodiment of the present invention, a User, who may be an illiterate person, also has an option of communicating with the CIC and availing the services of the Service Provider by visiting a local counter of the CIC opened by the service provider for those purposes.
According to the present invention, the CIC possesses, contains, stores and processes all information / data relevant for the transportation services provided by the Service Provider, which is the subject matter of the present invention, and would further utilize it for providing efficient transportation services, coupled with complete travel experience to a User according to their choice, preferences and affordability; manage the traffic in such a fashion, which causes less traffic congestion, assures User of the travel time, road-safety, etc.; facilitates and enhances the mobility of the User or their goods but simultaneously better and efficiently utilizing the available energy resource for such mobility.
According to the present invention, a routine or a frequent User can also set default settings of the information relevant for availing the services. According to the present invention, thus, a routine or a frequent User can customize his travel information for a specific customizable itinerary.
Near Trip and Far Trip:
According to the preferred embodiment of the present invention, a travel i.e. starting point to the destination point, of a User is categorized into two i.e. Near Trip (“NT”) and Far Trip (“FT”). According to the preferred embodiment of the present invention, a NT is a trip, which is typically less than 5 kms. The specified distance herein i.e. 5 km. is only an indicative figure and should not be seen as a limitation. In certain situations, depending upon the Service Provider’s choice, the distance to classify a trip as an NT can be more than 5 kms. According to the preferred embodiment of the present invention, a NT is typically made only on Streets 120 with the aid of LSVs. However, in certain situations, for e.g., inclemental weather condition, emergency, transportation of goods, etc. as per the criteria and terms and conditions set by the Service Provider, a NT can be made with the aid of FHVs.
According to the preferred embodiment of the present invention, a Far Trip (“FT”) is a trip, which typically exceeds 5 kms. The specified distance herein i.e. 5 km. is only an indicative figure and should not be seen as a limitation. In certain situations, depending upon the Service Provider’s choice, the distance to classify a trip as a FT can be more than 5 kms. According to the present invention, a FT is typically a trip between two Expressway stations 135 with no stops at a High Value Plan to very few stops at a Lower Value Plans. According to the preferred embodiment of the present invention, a FT is broken down into a NT from the origin point to the assigned Expressway Station 135; a FT between the assigned Expressway Stations 135 and another NT to the end point. According to the present invention, such breaking down of a FT into two NTs and a single FT makes the User pay on the actual use basis.
According to the present invention, in case a User intends to halt in between his journey, he may specify the same accordingly. The User may specify various information of his choice including a hotel or restaurant when he intends to halt or while breaking his journey may opt to walk for a specified distance for pleasure purposes or for health purposes before resuming his further journey, etc.
According the preferred embodiment of the present invention, the operation of the System can be illustrated with the aid of the followings steps along with the illustrative flow chart.
Step 0:
The User registers himself with a Service Provider. They choose from amongst a variety of subscription plans.. A User can update their subscription plan, preferences with prior notice.
Visitors in the Region 105 are issued short duration, pre-paid Member Smart cards. The balance upon completion of their stay is refunded in person or delivered to the visitor address.
All Users have to produce authentic photo-identity proof at the time of registration, which are subsequently verified by the Service Provider.
Upon completion of registration process, a User receives a Member Smart card, which stores detail about their identity. The User subscription details are stored at the CIC.
Step 1:
A User communicates to the CIC for information, buying tickets or making reservations with the aid of any communication means such as phone, computer, kiosks, etc. The User may also avail of the services of the Service Provider manually by visiting any of the local counters opened by the Service Provider for such purposes. They may also set a default option for a routine travel, in which case they need to communicate in case of change in their travel plan.
Step 2:
A User specifies their nearest starting point from the available choices and the destination details for e.g. the area, street address, landmark etc.
Step 3:
A User receives a confirmation of their request and information – boarding location, vehicle and seat number about their booking for each segment of their journey. A User can take note of the information or print this e-ticket. At local counters, a User receives a paper ticket. A User has to carry his Member Smart Card for their identification.
Other Features:
According to the present invention, a User along with providing transportation services is also provided with other advantages and services including travel time assurance, road-safety, etc.
Travel Time Assurance:
According to the present invention, the User can be provided with various services and methods, to assure the User of the travel time, the services comprising, for e.g., compensate the User for loss of the time, etc. According to the present invention, with fewer vehicles and an optimal mix of vehicles of different sizes, the traffic flow is predictable in this system. According to the present invention, a User can set as default settings, according to his preferences and needs, and using a combination of traffic control measures, information including individual vehicle speeds, etc.
On-Road Safety and Security:
According to the present invention, a User is provided better vehicle and passenger safety and security. With fewer vehicles, fewer drivers are needed. Additionally, according to the preferred embodiment of the present invention, the CIC collects, preserves and processes data pertaining to driving information of a User. The said information is utilized by the Service Provider for assigning a rating for a User-Driver called as a Driver Proficiency Rating (“DPR”). Accordingly, the present invention, as preferred, identifies better drivers and offers them the choice and incentives to drive from amongst those who travel on the same route. According to the present invention, as preferred, the higher DPR, higher compensation is to be paid to such User-Driver. Additionally, according to the present invention, the Service Provider can also monitor Vehicles for their roadworthiness. According to the preferred embodiment of the present invention, with the aid of the CIC, the Service Provider is enabled location and remote management of vehicle in case of emergency.
Road Quality Service Assurance:
According to the present invention, Users pay for using the road (Expressways 115, Streets 120, or otherwise) for the number of kilometers that they ride at a rate that closely reflects their consumption of the road infrastructure and allied services. In this way, according to the present invention, good quality roads, their upkeep and maintenance, and availability of road space based on demand, is made available to the User.
Clean Environment Assurance:
According to the present invention, with fewer vehicles on roads, vehicular pollution is significantly reduced to near zero levels. As every vehicle carries more people than earlier, the present invention provides for significantly better vehicle upkeep and upgrade to cleaner fuels and / or vehicle technologies. This facilitates faster absorption and commercialization of alternate fuel technologies and vehicles such as hybrids, fuel cells, solar-electric, bio-fuels etc. Through the present invention, multiple problems with use of privately owned vehicles such as – frequent fueling and longer fueling time requirement for natural gas using vehicles due to limit on tank size and battery charging time for electric or plug-in hybrid electric vehicles; spatial complexity and availability of multiple fuel types as well as servicing stations. Users are also assured of clean air services for stretches where they may choose to walk (for health reasons) or need to walk in areas where there is no motor vehicle access.
Favored Co-Traveler Service:
According to the present invention, Users can choose whether they want to travel alone or select their favored co-traveler. For these purposes, they can create a list of people or Users can enter profiles of people; they want to travel with. According to the preferred embodiment of the present invention, the favored co-traveler list is approved with mutual consent. According to the present invention, the favoured co-traveler list can be edited, updated by the Users.
Portability:
According to the present invention, User can also avail of personalized services in other Region 105 where this system is implemented that can be stored in a Smart Card or on a secure Internet site.
Environment Friendly:
By implementing this present invention, air-conditioning in vehicles becomes redundant except in extremely hot or cold conditions and for vulnerable Users. This is due to various reasons including significant decline in pollution from vehiclular emission and dust to near-zero levels
Healthy and Wholesome:
By implementing this present invention, in a wholesome approach to the User’s overall needs, they can choose to walk or bicycle comfortable distances in a pedestrian-friendly environment that is included in the overall travel experience.
Freedom: Choice to Ride or to Drive, No Refueling, Repair or Maintenance:
According to the present invention, Users are given freedom to choose when to drive and when to travel as a passenger. According to the present invention, with this freedom, if they like driving and qualify as a good driver i.e. their Driving Proficiency Rating is above a threshold level, they can earn for their service to the system. Alternatively, according to the present invention, they can just take a ride, with the comfort that the driver has been selected by the system to provide a safe ride.
According to the present invention, Users do not have to take vehicles for refueling. According to the preferred embodiment of the present invention, the Service Provider can constantly monitor the vehicle including the fuelling, performances, etc. This minimizes the chances of a vehicle break down. Further, according to the preferred embodiment of the present invention, the Service Provider in situations like for e.g. break downs, accident, etc. promptly arranges for an alternate vehicle to reach the point of incidence, hospital, etc. as the case may be. According to the present invention, the Service Provider also provides for handling of insurance issues.
I Claim:
A method of personalized public transportation comprising of:
classification of a given land area into regions, based on various parameters including the area within which significantly large majority of surface trips begin and terminate, and wherein the said region is further divided into villages, based on parameters including the area within which majority of surface trips begin and terminate, the said village having a honeycomb-like (hexagonal) shape;
laying and classifying road network in the given land area, the road network comprising of a combination of streets and expressways, wherein the said villages comprise of interconnected Streets, which are multi-lane carriageways with exclusive access to light and slow vehicles and include dedicated lanes for pedestrians, and which further optimize space with option for multiple rules including lanes being reserved for a particular class of vehicle, the said villages being bound or connected by expressways, which are multi-lane carriageways with exclusive access to fast and heavy vehicles, and which are interconnected to each other;
classification of vehicles as light and slow vehicles, and heavy and fast vehicles, wherein light and slow vehicles being vehicles having very low to zero emission vehicles that only ply on Streets and have low acceleration and a low peak speed, and wherein fast and heavy vehicles are motorized heavy and fast vehicles running on various energy sources yet having a low to zero emission levels and are used mostly to ply on expressways, the light and slow vehicles being used for near or short trips and heavy and fast vehicles being used for far or long trips;
A central information hub being means for aiding transport management and related services comprising of providing and handling various issues such as registration, issue and service of user membership cards, facilitate enquiry, information, booking and reservation for a near trip or a far trip, central display of vehicles in the area, data processing for the purposes of determining the driver rating, route determination and dispatch, transfer of vehicles amongst various routes based on demand, traffic signal control, traffic violation and incident management; handling the traffic in the given area and incidental matters and information thereto, wherein the central information hub possesses, contains, stores and or processes all information and or data relevant for transportation management and related services and utilizes it for providing efficient transportation services, coupled with complete travel experience to a user according to their choice, preferences and affordability, manage the traffic in such a fashion, which causes less traffic congestion, assures consumers of the travel time, road-safety, etc, facilitates and enhances the mobility of the consumers or their goods but simultaneously better and efficiently utilizing the available energy resource for such mobility; and, means for locating vehicles and their communication with the central information hub.
A method of personalised public transportation as claimed in claim (1), wherein the said village is formed based on a specified area and is spread over an area of 4 to 8 kilometers.
A method of Personalised public transportation as per claim (1), wherein means for obstructions are constructed along the sidelines of the expressways.
A method of Personalised public transportation as per claim 1, wherein the speed limit for the expressways and or Streets are determined after taking into consideration factors including the type of vehicles used on the expressways / Streets, safety, etc.
A method of Personalised public transportation as claimed in claim (1) wherein at intersection of street and expressway, Expressway-Over-Bridge is provided, as means for crossing the expressway, that provide for a grade-separated intersection with expressway.
A method of Personalised public transportation as claimed in claim (1) wherein Expressway Station is built at sites where expressways intersect such that one Expressway Station is located at every of 5 -8 kms.
A method and System of Personalised public transportation as claimed in claim (6) wherein the Expressway Stations are constructed at an elevated level in a way that it allows incoming heavy and fast vehicles to pass through.
A method of Personalised public transportation as claimed in claim (6) wherein Expressway Station facilitates multitasking activities including multi-level parking, vehicle fueling, servicing facility, and or other commercial establishments including offices, retailers, hotels, warehouses, and or business centers.
A method of Personalised public transportation as claimed in claim (8) wherein at Expressway Stations means for supplying energy sources for the vehicles are provided in such a manner that vehicles are connected to power source to receive or to send power.
A method of Personalised public transportation as claimed in claim (8) wherein at Expressway Stations multiple fueling points for various fuel sources and types are provided.
A method of Personalised public transportation as claimed in claim (8) wherein multi-level parking structures are designated to stock a specific dimension of vehicle.
A method of Personalised public transportation as claimed in claim (11) wherein multi-level parking structures are provided with means for upward and downward movement of the vehicles in a direction that suits the implementer’s choice.
A method of Personalised public transportation as claimed in claim (11) wherein multi-level parking structures are provided with a ramp for aiding entry and exit in the parking facility.
A method of Personalised public transportation as claimed in claim (1) wherein at intersections of the Streets or at an intermediate point, a Street port is built such that one Street port is available within walking distance from any inhabited area.
A method of Personalised public transportation as claimed in claim (14) wherein the said port is equipped with various energy sources for the vehicles.
A method of Personalised public transportation as claimed in claim (14) wherein the said port is covered with photovoltaic panels, which are connected to provide charging to the vehicles.
A method of Personalised public transportation as claimed in claim (14) wherein the said port provides means for parking vehicles.
A method of Personalised public transportation as claimed in claim (17) wherein the parking in the port is provided with the aid of racks of dimensions suitable for accommodating vehicles.
A method of Personalised public transportation as claimed in claim (1) wherein the central information hub is a Central Information Center aiding transportation management and related services.
A method of Personalised public transportation as claimed in claim (1) wherein the functions to be performed, and the services to be delivered, by the central information hub can be bifurcated or handled by separate centers performing respective functions as may be assigned.
A method of Personalised public transportation as claimed in claim (1) wherein the Central information hub provides and handles transportation management by itself or through its local counters.
A method of Personalised public transportation as claimed in claim (1) wherein means of positioning and communication with the central hub is made available inside a given vehicle.
A method of Personalised public transportation as claimed in claim (1) wherein means of communication for a user is also made available at appropriate public places and or at desired places according to the implementer’s choice.
A method of Personalised public transportation as claimed in claim (1) wherein a user can customize his travel information for a specific customizable itinerary.
A method of Personalised public transportation as claimed in claim (1) wherein a user pays for the transportation service based on various payment modes, value plans, vehicles, post-paid periodic billing, pre-paid, debit account and or by any combination thereof.
A method of Personalised public transportation as claimed in claim (1) wherein a travel route of a user is classified into categories comprising of a Far Trip and a Near Trip.
A method of Personalised public transportation as claimed in claim (26) wherein a far trip is typically a trip between two expressway stations with no stops to very few stops.
A method of Personalised public transportation as claimed in claim (26) wherein a near trip is within a Village, to adjoining villages or from an origin point inside a Village to an assigned expressway station.
29. A System of Personalised public transportation as used in the method of Personalised public transportation as claimed in claim (1), wherein the system comprising the following steps:
Communication of choices of travel such as type of vehicles, etc., by a user to the said central hub by communication means;
Specifying the origin and/or destination (in certain cases the origin may be automatically communicated);
Specifying the time limit within which the user intends to reach his destination;
Specifying whether the user intends to drive the said vehicle or needs a professional driver or opts for self drive;
Specifying whether the user intends to travel alone or otherwise choose his co-travelers from the available list of specific categories of travelers, or preferred co-traveler’s list, which can be further altered by adding, removing co-travelers.;
Specifying passenger telematics like music, Internet, etc.;
Receiving a confirmatory message containing information like boarding location, vehicle number, and seat number.
A System of Personalised public transportation as claimed in claim (29) wherein a user may be assisted manually with the aid of local counters opened for those purposes.
A System of Personalised public transportation as claimed in claim (29) wherein the selection of a road network is done by the service provider according to the specified choices of the user.
A System of Personalised public transportation as claimed in claim (29) wherein a user is given a driving proficiency rating.
A System of Personalised public transportation as claimed in claim (32) wherein a user can drive the said vehicle if he possesses a satisfactory driving proficiency rating and the same is higher than other co-travelers who have made the option to drive.
A System of Personalised public transportation as claimed in claim (33) wherein a user is paid by the service provider if the user drives a vehicle along with the co-travelers in proportion to their driving proficiency rating.
A System of Personalised public transportation as claimed in claim (29) wherein a visitor can opt for a prepaid card and can be refunded the balance amount on the completion of his stay.
Abstract
A Method and System of Personalised public Transportation providing faster, safer, cleaner, better returns on travel expenditure, comfortable and convenient means of transportation; and offering “price-levels and choice of service” bundles based fast and frequent feedback of user demand. It combines with unique features such as choice to drive or to ride or to drive / ride alone or with desired / favored group of co-travelers with each choice coupled with incentives and rewards. They can suggest their preferred models of vehicles, and their expected travel time etc. that is accommodated within the service level agreements for the subscription level. The system is enabled with navigation assistance, novel approach to incident management, efficient and economical fuelling and vehicle repair and maintenance system, vehicles driven by proficient drivers, traffic management approach to match traffic volume to carriage capacity of road network, etc. The System involves classification of road network for different types and means of commuting, and classification and design of vehicles for effective and efficient operation in the system.
Graeme Maxton has been one of the leading strategy consultant for the global automobile industry. He is also climate change economist, author, former Secretary General of the Club of Rome.He shares his viewpoint here in this October 2023 article and update from a week back.
Graeme Maxton, Autopolis on the MobilityXS approach, 9 Feb, 2005
” You know, like any right thinking person, that I applaud your ideas as a constructive part of a debate which is sorely needed. Changing the ways we move people, making it safer and less polluting are urgent needs. In the developed world however there is a built in resistance to radical change. This stems from two sources. First, governments are reluctant to make radical changes based on long term hypotheses over climate change or pollution. It is too much hassle for most of the people who are in power and who will be in the job for less than ten years to take on something that has a much longer term impact and which is likely to be unpopular. It will be unpopular for the second reason. That 500 million conventional vehicles are already used on the roads of the developed world. There are used selfishly by people who can do pretty much as they please and don’t want that to change. The only thing that will modify this picture is not a sudden fit of goodwill or any long range thinking by politicians or concerned citizens, but oil. If there is a sudden oil problem – and I think there could be – then everything gets thrown in the melting pot. Where your ideas have much more appeal to me is in places like India, China and other newly-motorising countries where there is not a fully developed infrastructure, where oil imports are a problem and there is a flexibility of thinking and the vision to do it differently.”
Case 4: Pilot Project for MobilityXS model in India
Reference: Graeme Maxton, Sanjeev Lohia
Further, to Graeme’s advice, I made a presentation to the Urban Development ministry for piloting MobilityXS in India in Delhi NCR in a 2-phase program. (Refer attached presentationUT_24_March…)
Over a 2 year effort, the ministry incorporated my suggestions in the recently released “National Urban Transport Policy” for more clarity on its earlier stance to discourage private vehicle usage “but not ownership”. Both the draft and the final version are attached for reference. In the govt. document, you would also find many of the images that they borrowed from my presentation and image library. (Refer NUTP…)
My company TEN Systems was shortlisted for a tender on transport study of million plus cities in India. All the 3 members in the panel applauded our approach but said that as they could not award the project as the company did not meet the experience criteria. I have copied the mail to Mr. Sanjeev Lohia, Director – Urban Transport, Ministry of UD, Govt. of India to testify, as appropriate.
In a chicken and egg, till the ministry gave that in writing, none of the experienced players who were interested to bid showed interest in the new approach. TCS refused to bid in spite of my sincere efforts.
In short, after a gruelling effort, we made some headway even though it was too painfully slow and frustrating and still far away from business results.
Running out of funds for this self-funded start up and borrowing from near and dear ones, an opportunity came to pilot the project in Palam Vihar in Gurgaon. We organised a workshop to collect user feedback about the MobilityXS project – called PVT Paradise locally. This was reported by the national newspaper Hindustan Times in March ’06 (Refer Walki..like Europeans..) and details at http://www.mobilityxs.com/pragati/ .
The proposed pilot required the area developer, resident association to take actions such as – remove road width encroachment ( they have fenced parks outside their houses on area demarcated for pedestrian pavement) and to agree on and further move a proposal to enforce a speed limit of 30 kmph to the area traffic police ; a cordon entry charge of Rs. 20 and Rs. 30 per hour of stay; and provision for vehicle parking at the hub ( for shared use vehicles) and for private vehicles at the periphery. Some of ideas did not find immediate favor and needed marketing budget to convey the benefits of the trade-offs that we were asking users to make.
This was required to encourage particularly younger people to reach the hub on bicycle ( for others it was walk or electric rickshaw @ 20kmph).
The pilot project also got a commitment of funding of Rs. 25 lacs. from Central urban development ministry to be routed through state govt. (Refer attachment Letter..UDM..)
The project is yet to take off, primarily, due to lack of funds. The effort continues, thanks to the support from Mr. Avinash Chawla, one of the senior residents of the area.
It is possible with TCS and Mastek support to do the pilot project that sets the ground for worldwide opportunities as referred to in earlier mail.
Regards, Chandra Vikash
Dear Mr Vikash,
Thank you for contacting us, providing your presentation and your kind words. As you may know we are great fans of Tata Auto and what it has achieved in the industry so far, in it being a catalyst for change. We feature the company in several areas of our book.
Your ideas are interesting, especially to a country like India where there is a less of a legacy-parc problem and where the costs of maintaining different sorts of fleets may make more sense than elsewhere. Oil availability is another issue we have discussed at length and believe to be a growing motivator in the push for radical change in the industry. We think a crisis will come much sooner than in 50 years. We also think that road-pricing is inevitable.
As for working with us on our development of a new model for the industry, we would of course be interested. We are looking for companies with whom we can work to push through new models.
Let us know how your paper goes and what you think of the book when it comes out in a month!
I eagerly await the November publication of your book “Time for a Model Change: Re-engineering the Global Automotive Industry”.
I present a paper at the ITS World Congress next month that proposes that two different kinds of vehicle – one for the short trip running on solar-electric power as “lighter neighborhood carts” and another for long trips running on a variety of fuel sources – hold the future. In this model,these two kinds of vehicles ply exclusively on streets and motorways respectively. Solar-electric elevators will cross people, bicycles and the lighter neighborhood vehicles over the motorways where they intersect with neighborhood streets.
This will require a “model change” that extends beyond the box – the automobile itself – in downstream activities as you suggest up to the end-of-life.
This will significantly impact the automobile industry as they pick up stakes in “mobility service provider” companies and differentiation is dispersed beyond the automobile box to the complete mobility experience. Their source of revenue will no longer be from selling ownership, mortgages or from “questionable” spare and after-sales service to individuals but from a mix of sale to wal-mart like retail chains and from class-mile fares where they either run or have stakes in “mobility service providers”.
As you rightly point out “the automobile industry has an influence so vast that it is often difficult to see.” With rising oil prices, oil-fueled war and genocides, localised pollution and global warming predictions, road accidents adversely affecting lives around the world that revolve around a decrepit model of the automobiles industry.
I would like to contribute to the search for a new model and propose to collaborate with you in your work.
By obsessing with ‘super wicked’ problems such as pandemics, war and genocide, global warming, ecological destruction, financial control, traffic jams, air pollution, farming crises you only make the problems bigger.
Leave aside the ignorant and evil, what amazes me is why so many of the ‘good’ folks are not good enough to realise that solutions are available to every damn problem in this world, however wicked or super wicked.
We only need to find them, organise and implement them. I feel their pain and anguish over how these problems are causing misery and deaths but simply fail to understand why they would not focus on the solutions instead.
Wake up folks before it is too late.
LACE-Gaia Model is one comprehensive solution framework to the ‘super wicked problems. It meets all the four additional criteria for solving ‘super wicked’ problems. I happened to see this coming, by God’s grace, nearly 25 years back as I share in this email y’day to my former super boss at Mastek Ashank Desai Founder-Chairman and founder of two important centres – Centre for Policy Studies at IIT Bombay and Centre for Leadership and Organisation Development at IIM Ahmedabad.
Sudhakar Ram, Group CEO and MD and fellow IIM Calcutta alumnus, was my boss. Unfortunately, Sudhakar who had the prescience to see the merit of the bold and futuristic MobilityXS solution in 2003 as I refer in the email, died in 2020. In 2004, I presented this solution in a paper at the Intelligent Transport System World Congress in Japan.
“In a sense, you could call this the era of profound confusion. We all know that more material possessions do not lead to happiness, yet en masse we pursue unending growth in consumption.”
We all know that our well-being is inextricably tied to the health of the larger natural systems within which we live, yet to date our response to the accelerating decline in key ecosystems around the world is woefully inadequate. We all know that relationships define our lives and sense of well-being, yet we study and work in institutions like schools and businesses driven by competition among individuals.
As a student recently expressed poignantly: We are more and more ‘connected’ and yet more and more separate.” Reconciling this strain of thought with practical applications on how to change the way we view the world and live in it, is Sudhakar Ram’s debut book, The Connected Age.”
Peter Senge in his foreword to Sudhakar Ram’s The Connected Age
Hope you remember. I worked with Mastek in Intelligent Transport Systems in the year 2003. I later joined TCS.
Little did I realise that despite the warm and enthusiastic support I received from Sudhakar Ram for my solution framework for Mobility-as-a-Service ( I called it MobilityXS), the problems of traffic jams, road accidents, air pollution and land degradation that it was attempting to solve are now called Super Wicked problems and have monstrously grown to threaten human extinction in the intervening 20+ years.
Hearty congratulations on setting up the Centre for Leadership and Organisation Development at IIMA and Centre for Policy Studies at IIT Bombay. I come back to you with lots of hope and enthusiasm for your help and support. I have shared the email with Prof Vohra and Prof Narayanan for their kind attention.
I would like to meet you in this regard to present the LACE-Gaia model that I have developed as a comprehensive solution framework for ‘super wicked’ problems. I need your help to frame this as a global research program and to communicate it to concerned people and organisations for its further research, development and implementation.
Solving Super Wicked problems with LACE-Gaia Model
Kelly Levin, Benjamin Cashore, Graeme Auld and Steven Bernstein introduced the distinction between “wicked problems” and “super wicked problems” in a 2007 conference paper, which was followed by a 2012 journal article in Policy Sciences. In their discussion of global climate change, they define super wicked problems as having the following additional characteristics:
3. Those seeking to solve the problem are also causing it – Needs leaders with higher consciousness and spiritual practice
4. Certain policies irrationally impede future progress – Needs high level skills for analysis and integration as there are a large number of variables with trade-offs.
I would like to meet you to present the LACE-Gaia framework that I have developed. I need your help to frame this as a global research program and to communicate it to concerned people and organisations for its further research, development and implementation.
“The important thing to understand about these essays is that they are an attempt to draw us as Afrikans towards a conversation about the renewal of our inherited systems, structures, and customs that once worked for us, but not to simply regurgitate the past, but to investigate what can still work for us today and into the future.
Books are full of relevant information and knowledge about who and what we are as AbaNtu, yet many of the ones who have access to them are neither interested nor capable of channeling that knowledge toward pragmatic solutions for the rising Afrikan youth. My primary concern and objective is to make such information not just available for the Afrikan child, but to ensure that we co-create institutions that will restore us to our true royalty, our intrinsic greatness where we are n longer competing for scarce resources or helping capitalists destroy nature, but to alter our attitudes towards Nature, the Planet and the cosmos.”
This is a much needed global discourse, especially as we are faced today with the ‘super wicked problems’ – the cumulative liabilities of violating indigenous culture and treacherously damaging our indigenous ways of life that served us so well over thousands of years and even longer since the time immemorial.
‘‘Super Wicked’’ problems are used to characterize a new class of global environmental problems. Super wicked problems comprise four key features:
time is running out;
those who cause the problem also seek to provide a solution;
the central authority needed to address them is weak or non-existent;
and irrational discounting occurs that pushes responses into the future.
Together these features create a tragedy because our governance institutions, and the policies they generate (or fail to generate), largely respond to shortterm time horizons even when the catastrophic implications of doing so are far greater than any real or perceived benefits of inaction. How do we reorient our institutions and policies to respond to our long-term collective interests so that this tragedy can be overcome?
Solutions to wicked problems are not true-or-false, but better or worse.
There is no immediate and no ultimate test of a solution to a wicked problem.
Every solution to a wicked problem is a “one-shot operation”; because there is no opportunity to learn by trial and error, every attempt counts significantly.
Wicked problems do not have an enumerable (or an exhaustively describable) set of potential solutions, nor is there a well-described set of permissible operations that may be incorporated into the plan.
Every wicked problem is essentially unique.
Every wicked problem can be considered to be a symptom of another problem.
The existence of a discrepancy representing a wicked problem can be explained in numerous ways. The choice of explanation determines the nature of the problem’s resolution.
The social planner has no right to be wrong (i.e., planners are liable for the consequences of the actions they generate).
GAIA - Global Academy of Indigenous Activism 