Need to send DPR back to the Drawing Board

By Bhamy V. Shenoy

Several articles have been written on relocating Mysuru’s Sub-Urban Bus Stand. Is there anything new to discuss? Absolutely.

Anyone travelling long distances from Mysuru knows the chaotic conditions at the Sub-Urban Bus Stand. The sheer volume of buses has reached a tipping point, creating a recipe for disaster. Tragically, two fatalities were reported last year. For Karnataka State Road Transport Corporation (KSRTC) Managers, the situation must feel like a sleepless nightmare.

But this urgency shouldn’t lead to hasty, suboptimal decisions. KSRTC could implement temporary measures, such as diverting some buses to alternative areas, to ease congestion.

Strangely, such an interim solution hasn’t been proposed. A final decision should only follow a scientific study conducted by a competent authority to determine the optimal location. Unfortunately, there seems to be an undue rush to finalise the Bannimantap KSRTC Depot land.

Why the current DPR needs reconsideration

The proposed Detailed Project Report (DPR) raises several red flags:

Bannimantap – A convenient but flawed choice: Bannimantap appears to be the chosen site primarily because KSRTC has easy access to land there. This approach is akin to searching for lost keys under a streetlight simply because it is brighter, even when you know they’re elsewhere. No thorough study justifies this location.

Neglect of advanced analytical tools: As a computer model builder, I have developed large-scale simulations — with General Purpose System Simulator (GPSS) — to study various scenarios and determine optimal solutions. Today, with cutting-edge Artificial Intelligence (AI) tools and sophisticated computing, we can create far superior models to analyse such decisions. Why are we not utilising these technologies?

Traffic congestion projections: Bannimantap is already a congested area. What will traffic look like in five, ten or 25 years? Long-term planning must consider these scenarios.

Connectivity and population growth: How will travellers move between Bannimantap and other key locations, such as the City Railway Station or City Bus Stand? With Mysuru’s population projected to rise from 13.1 lakh to 27–41.4 lakh by 2050 and vehicles increasing from 8 lakh to 30-46 lakh, the DPR fails miserably to account for these dynamics.

Alignment with the Master Plan: Has the DPR considered the current or proposed Master Plan for Mysuru? If not, this oversight could lead to costly inefficiencies.

Past failures as lessons: Under Jawaharlal Nehru National Urban Renewal Mission (JnNURM), Rs. 109 crore was spent on bus stations that remain underutilised. Has the DPR learned from these failures to avoid repeating history?

Cost escalation without justification: Initial estimates pegged the project cost at Rs. 100 crore (first phase costing Rs. 65 crore and second phase Rs 35 crore). The latest DPR, however, places it at Rs. 120 crore, suggesting a rushed and poorly thought-out process without any vision.

Outdated transportation studies: The most recent comprehensive transportation study for Mysuru dates back to 2009. How can we make a decision of this magnitude without updated data? That too when the data has transformed in many dimensions  in 16 years.

Stakeholder and public consultation: Major decisions require transparency and consensus where experts must be consulted and aspects brainstormed. While KSRTC held a single meeting with stakeholders, this is inadequate for a project of this scale. The single meeting was held by the Mysore Grahakara Parishat (MGP) when the Divisional Controller (Rural) of KSRTC B. Srinivas was invited to discuss his reasoning for their proposal to use a part of People’s Park. 

Exploring multi-level bus stands: Limited land at an optimal location shouldn’t be a barrier. Cities worldwide address such challenges with multi-level bus stands to utilise maximum productivity and optimal use of space and technology. Why hasn’t this been considered?

Possible motivations behind the rush

While no overt lobbying for the bus stand at Bannimantap Depot is evident, questions remain. KSRTC’s financial troubles make the urgency to approve a flawed DPR suspicious.

Could commercial interests in Bannimantap be influencing this decision? Land owners of commercial land holdings will benefit if bus stand is constructed there. In the past, vested interests supported encroaching on People’s Park, ignoring legal violations. A similar pattern seems to be emerging here. The question is should we allow a major decision that will affect the entire city to be influenced by such lobbies? 

What can be done?

Without strong public opposition or legal intervention, the Bannimantap Bus Stand proposal is likely to proceed unchecked, paving the way for a potentially flawed decision to shape Mysuru’s infrastructure for decades.

The lack of accountability and comprehensive planning in this process is alarming, especially when the implications could disrupt traffic flow, strain city resources and compromise the quality of urban life.

Additionally, initiating a Public Interest Litigation (PIL) through an NGO or a residents’ association can provide a legal framework to challenge the current DPR. Such a move could compel the KSRTC to conduct a scientific, transparent and comprehensive study before finalising any location.

Mysuru, a city renowned for its heritage, culture and planned development, deserves better than hurried, short-sighted solutions dictated by convenience or vested interests. Thoughtful urban planning is essential to ensure sustainable growth and to safeguard the  city’s future.

Decisions like these will define the way Mysuru city evolves, not just for today’s residents but for generations to come. Let’s not settle for half-measures or compromises that could burden our city with  avoidable challenges.

Why not an underground multi-level bus stand like in New York City?

If the ideal location for constructing a bus stand in Mysuru is in the heart of the city but land availability is limited (unlike the 14 acres available in Bannimantap), it should not deter the project.

New York City faced a similar challenge but successfully constructed a multi-level bus terminal in the heart of Midtown Manhattan —Port Authority Bus Terminal. Despite limited space, they built both underground and above-ground levels, providing state-of-the-art facilities for bus travellers.

The terminal, built in 1950, has undergone multiple modifications and expansions over the years. Today, it is the busiest bus terminal in the world by traffic volume, accommodating about 8,000 buses daily through its 223 departure gates and serving an average of 2,25,000 people on weekdays.

KSRTC engineers can draw inspiration from this example to address Mysuru’s space constraints. Importantly, such a project does not require cutting-edge technology but rather effective planning and execution.