Detailed Project Report for ITS for City Bus Operations of CTU

CLIEN

FINAL TECHNICAL REPORT

T LOGO Detailed Project Report for ITS for City Bus Operations of CTU

Prepared for Chandigarh Transport Undertaking (CTU) by IBI Consultancy India Private Limited October 2015

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

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CLIENT: Chandigarh Transport Undertaking (CTU) Consultancy Service for Modernization of City Bus Services of PROJECT NAME: Chandigarh Transport Undertaking REPORT TITLE: Detailed Project Report for ITS for City Bus Operations of CTU IBI REFERENCE: 37120 VERSION: V 0.19 DIGITAL MASTER: 37120_CTU_ITS_DPR_Sep25_2015_V0.19 ORIGINATOR: Srinivas Ganji, Rakshith Padmanna REVIEWER: Visweswara Rao Gantasala; Dr. Vijay Kovvali AUTHORISATION: Deepak Darda CIRCULATION LIST: CTU Team, GEF V SUTP Team, WB Team & IBI Team V0.28 - Submitted on February 5, 2015 V0.6 – Submitted on March 24, 2015 HISTORY: V0.8 – Submitted on April 07, 2015 V0.13 – Submitted June 23, 2015

September 2015 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU) Table of Contents

Abbreviations ...... 1

Summary ...... 1

1 Introduction ...... 5 1.1 Purpose of Document ...... 5 1.2 Intended Audiences ...... 5 1.3 Project Background ...... 6 1.3.1 Demographics ...... 6 1.3.2 Travel Characteristics ...... 7 1.3.3 Public Transport Infrastructure ...... 7 1.4 CBMP Overview ...... 8 1.4.1 ITS Infrastructure ...... 10 1.5 Scope of the ITS DPR ...... 10 1.6 Report Organization ...... 11

2 Needs Analysis ...... 12 2.1 Technological Interventions ...... 12 2.1.1 Methodology ...... 12 2.1.2 “Key Needs” Analysis ...... 13 2.1.3 ITS Technologies ...... 14 2.2 Current Efforts ...... 15 2.3 Organizational Structure ...... 18 2.3.1 Special Purpose Vehicle (SPV) ...... 21 2.4 Current CTU Processes ...... 21 2.5 Suggested Technological Interventions ...... 29 2.6 Suggested Processes for Modernization/Implementation of ITS ...... 30

3 Options Analysis ...... 40 3.1 Service Options ...... 40 3.2 AVL Alternatives ...... 41 3.3 Fare Collection Alternatives ...... 42 3.4 Communication for Fare Collection Alternatives ...... 44 3.5 PIS Information Alternatives ...... 45 3.6 PIS Display Type Alternatives ...... 46 3.7 Transit Management System (TMS) Alternatives ...... 47

4 System Architecture & Components ...... 48 4.1 System Architecture ...... 49 i

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Table of Contents (continued)

4.2 Automatic Vehicle Location (AVL) System ...... 49 4.2.1 Overview ...... 49 4.2.2 Buses ...... 50 4.2.3 AVL Functionality & Benefits ...... 51 4.2.4 AVL System Concept ...... 51 4.2.5 Functional Requirements ...... 53 4.2.6 AVL Central System ...... 54 4.3 Passenger Information System ...... 55 4.3.1 Overview ...... 55 4.3.2 PIS System Concept ...... 56 4.3.3 Functional Requirement ...... 57 4.4 Fare Collection System ...... 57 4.4.1 Overview ...... 57 4.4.2 System Concept ...... 58 4.4.3 Functional Requirements ...... 58 E-purse: ...... 58 Smart Pass ...... 59 4.4.4 Electronic Ticketing Machines ...... 60 4.4.5 Fare Structure ...... 61 4.4.6 Payment & Recharge ...... 61 4.4.7 Audit / Enforcement ...... 61 4.5 Transit Management System ...... 61 4.5.1 Overview ...... 62 4.5.2 Goals and Objectives ...... 63 4.5.3 Proposed Integrated Transit Management System ...... 64 4.5.4 System Concept ...... 65 4.5.5 Other Systems Integration with TMS ...... 72 4.5.6 Other System Infrastructure at Depots and Terminals ...... 74 4.6 Transit Management Centre ...... 74 4.6.1 System Concept ...... 74 4.6.2 Functional Requirements ...... 75 4.6.3 Data Archiving ...... 76

September 2015 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Table of Contents (continued)

4.6.4 TMC & Video Wall ...... 76 4.6.5 Man power ...... 77 4.6.6 Roles and Responsibilities ...... 79

5 Procurement Plan and Project Financials ...... 81 5.1 Procurement Plan ...... 81 5.2 BOQ and Costs Estimation ...... 81 5.3 Financial Analysis of the Project ...... 86 5.3.1 Project Phasing ...... 86 5.4 Project Cost ...... 87

6 Implementation Plan ...... 88 6.1 Studies ...... 90 6.2 Project Implementation Unit ...... 90 6.3 Roles and Responsibility ...... 91 6.3.1 Project Implementing Unit / CTU ...... 91 6.3.2 System Integrator ...... 91 6.3.3 Project Evaluation Agency ...... 91 6.4 Scaling Requirement ...... 91 6.5 Operations Concept ...... 92 6.6 Risk Management Process ...... 93 6.7 Training & Knowledge Transfer ...... 94 6.8 Monitoring & Evaluation Plan ...... 95

Appendix 1 – Baseline Scenario of City Bus Services ...... 100

Appendix 2 – Sample MIS Reports ...... 123

Appendix 3 – Detailed ITS Costing ...... 151

Appendix 4 – List of Existing Buses to be Fitted with AVL Units, Destination Boards & Cameras ...... 157

Appendix 5 – DEVICE SPECIFICATIONS ...... 167

September 2015 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

List of Exhibits

Exhibit 1: CTU Demonstration Tasks Under GEF-V ...... 6 Exhibit 2: Demographic Characteristics of Study Area ...... 6 Exhibit 3: Mode Shares & Average Trip Lengths for Different Modes in Tri-City Area .. 7 Exhibit 4: Existing and Approved Bus Procurement of CTU ...... 8 Exhibit 5: Understanding of Modernization of City Bus Service ...... 9 Exhibit 6: Implementation Strategies for City Bus Service Modernization ...... 10 Exhibit 7: Strategies Adopted for City Bus Modernization ...... 12 Exhibit 8: High-Level Planning of ITS System for CTU ...... 13 Exhibit 9: Identified Issues in City Bus System of CTU ...... 13 Exhibit 10: Components of Transit ITS ...... 14 Exhibit 11: Route Information Provided on CTU Website ...... 15 Exhibit 12: Current Status of Technology Intervention in CTU ...... 17 Exhibit 13: Existing Organizational Structure of CTU ...... 18 Exhibit 14: Current Practice of CTU in Performing Different Key Activities of City Bus Services ...... 20 Exhibit 15 Existing Operations ...... 22 Exhibit 16 Existing Maintenance ...... 23 Exhibit 17 Existing HR ...... 24 Exhibit 18 Existing Finance ...... 25 Exhibit 19 Existing Ticketing ...... 26 Exhibit 20 Existing Stores Process ...... 27 Exhibit 21 Existing Scrapping Process ...... 28 Exhibit 22 Recommended Operations Process ...... 31 Exhibit 23 Recommended Maintenance Process ...... 32 Exhibit 24 Recommended HR Process ...... 33 Exhibit 25 Recommended Finance Process ...... 34 Exhibit 26 Recommended Ticketing Process ...... 35 Exhibit 27 Recommended Stores Process ...... 36 Exhibit 28 Recommended Scheduling Process ...... 37 Exhibit 29 Recommended Training Process ...... 38 Exhibit 30 Recommended Scrapping Process ...... 39 Exhibit 31 Service Options ...... 41 Exhibit 32 CTU ITS Components ...... 48 Exhibit 33 System Architecture ...... 49 Exhibit 34 Existing and Approved Bus Procurement of CTU ...... 50

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 35: AVL & PIS System Architecture ...... 52 Exhibit 36: AVL Central System Schematic ...... 54 Exhibit 37: List of PIS Display Boards to be installed at Bus Shelters ...... 56 Exhibit 38 POS Locations (Source: CTU) ...... 59 Exhibit 39 Electronic Ticketing Process ...... 60 Exhibit 40: Available Reports from Waybill Management System of CTU ...... 62 Exhibit 41: Screenshot of the Inventory Management System Developed by NIC for CTU ...... 63 Exhibit 42: Sub Systems of Transit Management System ...... 65 Exhibit 43: Concept of Centralized TMS ...... 65 Exhibit 44: Interface between Various TMS Sub Systems ...... 66 Exhibit 45: Functionalities of Depot Management System ...... 66 Exhibit 46: Functionalities of Depot Management System ...... 67 Exhibit 47: Depot Management System ...... 68 Exhibit 48: Workflow of Payroll System ...... 70 Exhibit 49 Operations Planning Process ...... 71 Exhibit 50: Data Exchange Needs ...... 73 Exhibit 51: Central Control Centre Concept of Single Data Update Module...... 75 Exhibit 52: Data for Man Power Estimation ...... 77 Exhibit 53: Education & Experience Qualifications for ITS Staff ...... 78 Exhibit 54: Responsibility Matrix ...... 80 Exhibit 55: Bill of Quantities (BoQ) for CTU ITS Project ...... 85 Exhibit 56: Summary Costs for CTU ITS Project ...... 86 Exhibit 57 Phasing for the CTU ITS Project ...... 86 Exhibit 58: Implementation Plan ...... 89 Exhibit 59 Operations Concept ...... 92 Exhibit 60 Risk Assessment & Mitigation ...... 94 Exhibit 61 Vehicle Mounting Unit/CAD-AVL unit (VMU) Training Manual from IBI’s VTMS Project ...... 94 Exhibit 62 Preliminary Training Plan ...... 95 Exhibit 63: Demographic Characteristics of Study Area ...... 101 Exhibit 64: Key Transportation Services and Responsible Agencies in the Tri-City Area...... 102 Exhibit 65: Existing Organizational Structure of CTU ...... 102 Exhibit 66: Growth of Population, Registered Vehicles & Accidents in Chandigarh .. 103 Exhibit 67: Mode Shares for Different Modes in Tri City Area in 2009 ...... 104 Exhibit 68: Summary of Relevant Future Proposals in Chandigarh by Different Agencies ...... 105 Exhibit 69: Details of Proposed Metro Rail in DPR for Chandigarh Urban Complex Area (Tri-City) ...... 105

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 70: Proposed Metro Rail Corridors (Alternative II – Pink+Red) in Metro Rail DPR...... 106 Exhibit 71: Summary of Fleet Available For Operation with CTU for City Bus Service as in FY 2013-14 ...... 107 Exhibit 72: Manpower and Operational Fleet with CTU in 2013-14 ...... 108 Exhibit 73: Geographic Location of Existing & Proposed Bus Depots of CTU ...... 110 Exhibit 74: Satellite View of Site Layout of the Newly Proposed Raipur Kalan Depot ...... 112 Exhibit 75: Ridership Pattern of City Bus Service of CTU Over Last Six Financial Years ...... 113 Exhibit 76: Previous Fare levels in CTU’s City Bus Services as per Fare Revision in April 2010 ...... 114 Exhibit 77: Current Fare levels in CTU’s City Bus Services as per Fare Revision in September 2014 ...... 114 Exhibit 78: Fleet Breakdown Statistics in 4 Depots of CTU in Last 2 Financial Years ...... 115 Exhibit 79: Cause-Wise Breakup Count-Split In Year 2014 ...... 116 Exhibit 80: Accidents Rates of CTU Bus Operations from 2001 to 2014 ...... 117 Exhibit 81: Accidents Statistics for CTU depots ...... 117 Exhibit 82: Split of different categories of accidents occurred in FY 2013-14 for CTU buses ...... 118 Exhibit 83: Fuel Economy Statistics of CTU Bus Operations ...... 118 Exhibit 84: Revenue Split for both CTU ...... 119 Exhibit 85: Split of Total Costs of CTU Specific to City Bus Operations ...... 120 Exhibit 86: Financial Characteristics of City Bus Service and overall CTU for financial years FY20112-13 to FY2013-14 ...... 121 Exhibit 87: Summary of Baseline Indicators of City Bus Service of CTU ...... 122

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Abbreviations

S. NO. TERM EXPLANATION 1. AC Air Conditioned 2. AMC Annual Maintenance Contract 3. API Application Program Interface 4. ASRTU Association For State Road Transport Undertaking 5. AVL Automatic Vehicle Location 6. BDC Bus Driver Console (From UBS II) 7. BMTC Bangalore Metropolitan Transport Corporation 8. BOQ Bill Of Quantity 9. BQS Bus Queue Shelters 10. BRTS Bus Rapid Transit System 11. CA Chandigarh Administration 12. CAD Computer Aided Dispatch 13. CBMP City Bus Modernization Plan 14. CCTV Closed-Circuit Television 15. CD Compact Disc 16. CL Casual Leave 17. CMP Comprehensive Mobility Plan 18. COTS Commercial Off The Shelf 19. CTU Chandigarh Transport Undertaking 20. DB Database 21. DG Diesel Generator 22. DM Depot Manager 23. DMS Depot Management System 24. DR Disaster Recovery 25. DPR Detailed Project Report 26. DVD Digital Video Disc 27. ETD Estimated Time of Departure 28. EL Earned Leave 29. EPKM Earnings Per Kilometer 30. EPP Earnings Per Passenger 31. ERP Enterprise Resource Planning 32. ESCBS Efficient And Sustainable City Bus Services 33. ESI Employees' State Insurance 34. ETA Estimated Time of Arrival 35. ETM Electronic Ticketing Machine 36. FC Fitness Certificate 37. FCS Fare Collection System 38. GEF Global Environmental Fund 39. GM General Manager 40. GPRS General Packet Radio Service 41. GPS Global Positioning System 42. HR Human Resource 43. ISBT Inter State Bus Terminal 44. ISO International Standards Organization 45. IPT Intermediate Public Transport 46. ITMS Intelligent Transit Management System 47. ITS Intelligent Transportation Systems

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

S. NO. TERM EXPLANATION 48. IVRS Interactive Voice Response System 49. JnNURM Jawaharlal Nehru National Urban Renewal Mission 50. KMPL Kilometer Per Liter 51. KVM Keyboard, Video & Mouse 52. LAN Local Area Network 53. LCD Liquid Crystal Display 54. LED Light Emitting Diode 55. MB Megabyte 56. MIS Management Information System 57. ML Maternity Leave 58. MoUD Ministry Of Urban Development 59. NIC National Informatics Centre 60. NCB National Competitive Bidding 61. NTP Network Time Protocol 62. NVR Network Video Recorder 63. OBITS On Board Intelligent Transport System 64. O&M Operations And Maintenance 65. OEM Original Equipment Manufacture 66. PF Provident Fund 67. PIS Passenger Information Systems 68. PL Paternity Leave 69. POS Point Of Sale 70. PT Public Transport 71. RBI Reserve Bank of India 72. RDBMS Relational Database Management System 73. RoW Right Of Way 74. RTPI Real- Time Passenger Information 75. SaaS Software As A Service 76. SCN Security Camera Network (From UBS II) 77. SCU Single Control Unit (From UBSII) 78. SI System Integrator 79. SIM Subscriber Identity Module 80. SL Sick Leave 81. SLA Service Level Agreement 82. SMS Short Messaging System 83. SOP Standard Operating Procedure 84. SPV Special Purpose Vehicle 85. STU State Transport Undertaking 86. SWOT Strengths, Weaknesses, Opportunities And Threats 87. TMC Transit Management Centre 88. TMS Transit Management System 89. TOD Transit Oriented Development 90. TW Two Wheeler 91. UBS-II Urban Bus Specifications – Ii 92. UPS Uninterruptible Power Supply 93. UT Union Territory 94. VHMD Vehicle Health Monitoring And Diagnostic (From UBS II) 95. VMU Vehicle Monitoring Unit 96. WMS Workshop Management System 97. WLAN Wireless Local Area Network 98. WS Work Station

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Summary

As part of the GEF-V Project, initiated by Ministry of Urban Development (MoUD) and World Bank, CTU has undertaken the City Bus Modernization Plan. One of the components of the plan is the introduction of Intelligent Transport Systems (ITS) into the city’s bus operations. The City Bus Modernization Plan developed as part of the project identified technology intervention, namely, Intelligent Transport Systems for enhancing customer experience and bus operations & management. In this Chapter, a brief background of the current Project ‘City Bus Modernization for Chandigarh Transport Undertaking (CTU) Operations’ is provided. Based on interactions with key stakeholders who are directly connected with the system, the following needs were identified by stakeholder type.

Stakeholder Technology Needs CTU Passengers  Need for improving reliability of bus service.  Need for information dissemination to bus users for improving the usage of public transportation.  Need for bus arrival information to improve efficiency of accessing the bus network.  Need for simplifying ticketing for passengers and creating telescopic fares (on transfers) through Electronic Ticketing Machine (ETM) and smart card ticketing system. CTU Central  Need for real-time bus location information for enhancing Administration operations.  Need for passenger information systems to increase ridership.  Need for electronic ticketing system to reduce leakages.  Need for smart card based ticketing system to enhance customer experience with the bus system.  Need for integrated system for efficient decision making  Need for data management and analysis  Need for detailed MIS/ERP solution to provide decision makers with data to continuously improve operations.  Need for effective monitoring and evaluation system for different activities and understanding the parameters effecting the performance of city bus service  Need for quick incident (accidents, breakdowns, etc.) detection and improved reaction times on the incident response.  Need for improvement in financial performance through better operational, maintenance and financial control. Depot Activities  Need for efficient process for scheduling of trips, vehicles and crew  Need for automated data of revenue from bus fares.  Need for efficiency in monitoring of operations as per schedules  Need for real-time guidance to crew when required.  Need for reducing revenue leakage and improving efficiency in traffic inspections.  Need for data management and analysis at depot level.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Need for automating maintenance and other depot activities  Need for capacity building and training using technology for bus operations.  Need for increase in productivity of staff by improving efficiency in activities performed. Keeping in view the transportation needs of the Chandigarh City Bus services and the available ITS Based on the needs the ITS solutions that were recommended for CTU bus operations are as follows:

1. Provide Automatic Vehicle Location (AVL) with the following objectives: a. Increased productivity of the transit system by improving the reliability of the system. b. Reduced operational costs of the buses by developing a fleet management system using the vehicle tracking mechanism. 2. Provide Passenger Information Systems (PIS) with the objectives of: a. Improved customer service to the transit riders by information dissemination through: i. Display boards at terminals and other prominent locations ii. Web based portal b. Reducing stress levels for commuters by providing prior knowledge of the bus arrivals and other schedule information through: i. SMS system that provides bus arrival information at all bus stops across the Tri-city area ii. Mobile application providing CTU city service information iii. Commuter Portal that provides both real-time and static (schedule data) to internet users iv. Interactive Voice Response System (IVRS) for the passengers not comfortable with website and SMS based information systems. v. PIS boards at critical locations across the city 3. Introduce Fare Collection System (FCS) consisting of Electronic Ticketing Machines (ETMs) with Smart Card reading capability to: a. Improve customer convenience b. Reduce fare leaks c. Improve understanding of demand by origin-destinations. d. Provide information for new fare policies i. Time-of-day pricing ii. Special event pricing e. Allows seamless bus transfers 4. Develop Transit Management Systems (TMS) application that can support: a. Scheduling and rostering software for Planning that will support improving bus operations and crew management b. Master database for drivers, conductors and various staff that can support computerized leave management system to achieve better accountability from the staff 2

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

c. Depot and Terminal management system to support decision makers with data on activities performed along with resource and time requirements. d. Workshop management system to better log the maintenance needs and activities. e. Provide MIS reports on the various depot, terminal, workshop and bus operations activities. 5. Develop a Transit Management Centre (TMC) to achieve: a. Stakeholder coordination (Traffic Police, etc.) through providing interaction and a common data sharing location. b. Improve bus schedule adherence and reliability, through a the AVL application and alert monitoring system c. Provide incident management capabilities by providing a centralized location for viewing/identifying incidents and dispatching incident response teams. d. Providing emergency dispatch by providing a link from the TMC to the hospitals with ambulance service. e. Improve reliability of service and efficiency of the operations through better oversight. 6. Perform data collection and archiving services with the objectives of: a. Developing performance measures to continuously evaluate the performance of the system. b. Develop algorithms to enhance bus service planning, and create new fare policies. 7. Develop MIS/ERP dashboard for the project with the objectives of: a. Providing holistic, integrated information to the CTU management through detailed MIS reports and user friendly, flexible dash board consisting of tables and graphs. b. Provide ridership and modeshare details on a daily, monthly and yearly basis using filters in the dashboard. The information shall also be provided through filters by bus, route, conductor/driver, schedule, origin, destination and various other useful decision making parameters. c. Provide passenger counts and revenue information in realtime and/or preset intervals as stated by the Client during the design phase. d. Provide route and schedule adherence information with various filters for the decision makers to get an understanding of the ground problems. e. Provide bus maintenance information in terms of preventive and reactive maintenance (breakdowns, etc.). f. Provide critical stores & purchase inventory details for decision support. The System architecture is shown in Exhibit below:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

The system cost for the six month implementation period is estimated at 17.12 crores. Cost by ITS component is shown below:

Capital Cost O&M Cost for Component SI Cost (10% of Capital) Total Project Cost Total Installed Cost Spare Cost Total Capital next 6 years

FCS ₹ 419,21,075 ₹ 0 ₹ 419,21,075 ₹ 41,92,108 ₹ 41,92,108 ₹ 503,05,290 AVL ₹ 515,93,025 ₹ 0 ₹ 515,93,025 ₹ 51,59,303 ₹ 51,59,303 ₹ 619,11,630 PIS ₹ 50,10,000 ₹ 0 ₹ 50,10,000 ₹ 5,01,000 ₹ 5,01,000 ₹ 60,12,000 TMS ₹ 307,32,500 ₹ 0 ₹ 307,32,500 ₹ 30,73,250 ₹ 30,73,250 ₹ 368,79,000 TMC ₹ 55,60,000 ₹ 0 ₹ 55,60,000 ₹ 5,56,000 ₹ 5,56,000 ₹ 66,72,000 COMM ₹ 8,75,000 ₹ 0 ₹ 8,75,000 ₹ 85,20,000 ₹ 87,500 ₹ 94,82,500

Total ₹ 1356,91,600 ₹ 0 ₹ 1356,91,600 ₹ 220,01,660 ₹ 135,69,160 ₹ 1712,62,420

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

1 Introduction

The Global Environmental Facility (GEF) along with the World Bank and Ministry of Urban Development (MoUD) has initiated the GEF-V project which is termed as “Efficient and Sustainable City Bus Services (ESCBS)” to provide Sustainable City Bus Services in Medium sized cities (with population between 1M million and 4M million). The main objective under the GEF-V Project is to make the city bus services more attractive to enable a shift from personal vehicular modes to environmentally sustainable modes of transport and also to efficiently use the existing infrastructure. The City Bus Modernization Plan developed as part of the project identified technology intervention, namely, Intelligent Transport Systems for enhancing customer experience and bus operations & management. In this Chapter, a brief background of the current Project ‘City Bus Modernization for Chandigarh Transport Undertaking (CTU) Operations’ is provided.

1.1 Purpose of Document The purpose of the ITS detailed project report is firm up the specific needs of CTU into specific projects including the financial outlay for the same. This includes:  Examination of technological parameters.  Description of the technology to be used.  Options analysis  Recommendations on solution  Broad technical specification.  Costing

1.2 Intended Audiences The ITS DPR should be read by all stakeholders expected to have a role in the design, implementation, operation, and/or support of the proposed system, or otherwise expected to be impacted by the system during its lifespan. This includes:  CTU Management  Chandigarh Administration (CA) staff involved in CTU Management & Operations  CTU Technical Staff who will oversee the implementation  CTU - System maintainers and administrators  System Integrator Implementing the System  Organizational planning units (e.g. Labor Relations, Human Resources, and Operations Training)  Financial planning units  Other stakeholders involved in the project.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

1.3 Project Background Chandigarh is one of the four cities selected for implementing demonstration projects based on a competitive process followed by The World Bank to short-list the cities under this programme. The following are the demonstration projects for Chandigarh under GEF-V – ESCBS project.

COMPONENT 2A: PHYSICAL COMPONENT 2B: CAPACITY BUILDING & IMPROVEMENTS TECHNICAL ASSISTANCE

 Modern Depot Equipment for  Hiring of Project Management Consultant Improved maintenance and life of  Fuel Efficiency Programme buses  Capacity Building Initiatives  Modern Intelligent Transport System  Marketing and Branding Program (ITS) and Management Information  Study on Institutional and Funding options System (MIS) for city bus operations  Comprehensive route planning study/business plan  Operating expenses reimbursement

Exhibit 1: CTU Demonstration Tasks Under GEF-V

The cities require a framework for City Bus Modernization Plan (CBMP) and Detailed Project Report (DPR) under Technical Assistance (Component 2A) to be developed for further processing.

1.3.1 Demographics This Exhibit 2 from CBMP report summarizes the base line scenario on demographics of the study area.

CITY POPULATION (2011) GENDER LITERACY RATE (%) AVERAGE INCOME RATIO1

Chandigarh 10.55 Lakh 817 86.05 (Female: - 64.8)

Mohali 1.7 Lakh 911 93.22 (Female: - 91.1)

Panchkula 2.1 Lakh 883 87.86 (Female: - 84.0)

Tri city 14.25 Lakh - - Rs. 22,857/month

National Average - 940 74.04 (Female: Around Rs. 65.5) 5,500/month

Exhibit 2: Demographic Characteristics of Study Area

The average income of household (Rs. 23,000/-) of the study area which translated to average household transport expenditure of about 10.8% of total household income. Around 86% of the households have either car or two-wheeler or both, according to the Master Plan.

There are about 8 lakh vehicles registered in Chandigarh. More than 95% of registered vehicles are TW (70%) and Cars (28%). According the speed delay survey conducted in CMP study, the average

1 Gender Ratio is the number of female persons per 1000 people 6

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

journey speed during peak hours is 32 kmph and during off peak it is 36 kmph, which translates to Private vehicles having a huge advantage for travel (lack of congestion).

1.3.2 Travel Characteristics

Per capita trip rate in the tri city area is 1.32 including walk. This walk trips include the access and egress legs of PT and IPT trips too. Trip lengths mostly depend on the distribution of different activities. As per the CMP study of 2009, mode shares and the average trip lengths for different modes in tri city area are shown in the below Exhibit 3.

Travel Mode Shares in Tri City

MODE AVERAGE TRIP 8, 15.07% 1, 17.35% LENGTH (KM) 2, 2.87% Walk 1.09 Cycle Rickshaw 2.07 Bicycle 3.68 3, 10.94% Bus 11.49 7, 35.38% 4, Shared Auto 5.85 11.24 Auto 4.17 % Two Wheeler 6.89 Car 9.06 6, 1.29% 5, 5.85%

Exhibit 3: Mode Shares & Average Trip Lengths for Different Modes in Tri-City Area

The average trip length for the all the trips is measured to be 6 Km. It can be observed from the exhibit that, there is significant mode share for walk and bicycle. This is due to the presence of pedestrian footpaths and cycle tracks in the city. There are 11.2 % of trips by bus mode in the tri city area. However, there might of increase of ridership as on today as 100 more new buses have been started for city bus service after 2010. Most of the travellers with trip lengths more than 10 Km are using bus as their travel mode, and mostly for work & education purpose. The private motorized trips comprises of about 50% of total trips from where the shift to public transport should be aimed primarily. There are 30% of trips by non-motorized modes which is a good sign, and bus is also having the scope to get the passenger shift from the motorized trips with improved and modernized services.

1.3.3 Public Transport Infrastructure

The public transport system in the tri-city area includes the CTU city bus service. Shared auto and Auto are also present which serve as intermediate public transport system. The public transport infrastructure for the CTU bus service include: bus fleet, bus shelters, and bus depots. CTU bus services travel up to V4 roads which bisect the sectors.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

1.3.3.1 Bus Fleet 379 buses were approved through the JnNURM scheme. An additional 49 buses are also being procured in lieu of the condemned buses. The information on the bus procurement with their model and procurement dates is provided in Exhibit 4. This list does not include the buses existing in the depot that are condemned. All the condemned buses are expected to be disposed by October, 2015.

Timeline Make Description Bus type No. Of buses Total As on Feb 2015 Leyland Existing buses Mini AC 34 34 As on Feb 2015 TATA Existing buses Standard AC 40 74 As on Feb 2015 TATA Existing buses Standard Non AC 60 134 As on Feb 2015 SML ISUZU New semi- low floor Midi AC 80 214 As on Feb 2015 SML ISUZU New semi-low floor Midi Non AC 30 244 As on March 2015 SML ISUZU New semi-low floor Midi Non AC 60 304 By October 2015 TATA Low floor Midi Non AC 49 353 By December 2015 Corona New semi-low floor Standard AC 20 373 By December 2015 Corona New semi-low floor Standard AC 50 423 By December 2015 Corona New semi-low floor Standard Non AC 45 468 By December 2015 Corona New semi-low floor Standard Non AC 45 513 Note: Information as per September 18, 2015

Legend Existing Buses (without On-Board ITS) Recently Delivered Buses (with On-Board ITS) Buses Procured, Awaiting Delivery

Exhibit 4: Existing and Approved Bus Procurement of CTU

1.3.3.2 Bus Depots

Bus depot is the place from where buses are dispatched for the operations as per the schedules and are maintained & parked when not in operation. Currently CTU has four depots from where it is operating all the buses including long route, suburban routes and city bus routes. Two depots (Depots 2 & 4) are only operating the city bus routes, while other two depots (Depots 1&3), both city bus and other routes are being served. All the depots have their own workshops. However, based on need, the buses are maintained at one of the other workshops too. One new depot has been proposed by CTU to be developed at an area of 6.5 acres at Raipur Kalan in Chandigarh to cater to the sanctioned JnNURM buses in the future. The activities are similar in nature at all the depots except the type of routes and buses they manage. The maintenance activity at Depot 4 where JnNURM buses are held is done by TATA under Annual Maintenance Contract (AMC).

1.4 CBMP Overview The CBMP identified “Modernization” as the process of intervening at various levels/sectors of city bus service such as policy/planning, infrastructure building/up gradation, institutional structures, technology, capacity building, marketing/branding in order to enhance the level of service and also to utilize the existing resources efficiently and optimally by ensuring the financial sustainability of city bus operations & very minimal environmental and social impacts. Exhibit 5 shows the elements of the city bus service modernization and broad objectives of CTU identified in the CBMP report.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 5: Understanding of Modernization of City Bus Service

The CBMP identified various implementation strategies for critical action plans that are recommended as part of the city bus modernization plan based on the needs, gaps and SWOT analysis. The implementation strategies were divided into six categories as shown in Exhibit 6.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

perational hysical echnological O P T

Financial Institutional Marketing

Exhibit 6: Implementation Strategies for City Bus Service Modernization

The Technological interventions were categorized as ITS MIS/ERP systems and the Public Transport ITS.

1.4.1 ITS Infrastructure

The CBMP also identified the various ITS initiatives that CTU is currently undertaking. These include: 1. On-Bus ITS (OBITS) was part of the JnNURM buses (100 buses of Depot 4): It includes PIS display boards inside the bus, GPS tracking system, etc. However, none of the systems are currently functional and has been discarded. No integration requirements are required for the proposed system due to non-functioning of the earlier OBITS equipment. 2. The AMC at Depot 4 i.e. TATA Motors uses CRM (Customer Relationship Management) software for stores inventory and management. 3. CTU has introduced some of depot management system’s with the support of NIC (National Informatics Centre) modules as mentioned below:  Vehicle and Crew Scheduling -  Waybill Management System  Attendance Leave Information System  Store & Inventory Management System 4. It is also noteworthy that in all the newly sanctioned 379 JnNURM city buses, OBITS (including GPS devices, CCTV cameras, Driver Console unit and Variable Message sign boards) are factory fitted in the buses (Integral part). Hence it can also be treated as an opportunity. 5. The route information along with fixed maps (raster images) is provided for different routes in the website. 6. “Chandigarh Bus Guide Mobile” Android Application is provided by a Private Agency called “86Business Street” in Chandigarh.

1.5 Scope of the ITS DPR ITS system for Chandigarh City Bus service will deploy technology which will help the city bus experience for commuters and help CTU staff to improve fleet management, efficiency and to provide better services to the commuters. The scope is limited to public transport improvements for city bus services. 10

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

1.6 Report Organization This DPR document has 6 chapters that are organized to explain the current scenario of CTU operations, need for implementation of ITS and the proposed Intelligent Transportation System solution proposed for CTU bus operations. Breakdown of the chapters are mentioned below Chapter 2: Outlines the Needs Analysis for the implementation of ITS Chapter 3: Technology selection along with options analysis Chapter 4: Description of the system architecture and components Chapter 5: Details of project financials and procurement are explained in this chapter Chapter 6: Details of the implementation plan are given in this project.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

2 Needs Analysis

Understanding the requirements and project background, needs analysis was performed based on the current situation and future needs. After analyzing the needs of the stakeholders, requirement of the system and existing technology, the impacting interventions which will support modernization of the city buses through technology interventions are discussed in this chapter.

2.1 Technological Interventions The very fact that around 86% of Chandigarh households own either two wheeler or four wheeler or both, cautions the need for attracting the significant choice riders to the city bus mode. It is also stated in vision for city bus service that, the city bus should be a ‘mode by choice’ for passengers2. That means the services offered by the city bus service should be competitive enough with that are present for other modes. The modernization of city bus service is focused towards increasing the level of service, attractiveness and efficiency in resource utilization. Among different strategies adopted for the implementation of city bus modernization, technological interventions are the key strategy for achieving the objectives as shown in Exhibit 7.

Operational Physical Technological Financial Institutional Marketing

Exhibit 7: Strategies Adopted for City Bus Modernization

2.1.1 Methodology A high-level planning of the ITS system as shown in Exhibit 8 was developed for CTU that will help achieve these goals.

2 Please refer to the “City Bus Modernization Plan” Report for more details on vision, objectives, action plans and justification on need for technological interventions 12

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Chandigarh City Bus Service Needs

ITS Technologies

ITS Solutions

ITS Induced Improvements

Economic & Community Benefits

Exhibit 8: High-Level Planning of ITS System for CTU

The CTU ITS plan consists of first identifying the needs of the bus service, and based on the needs creating a strategic plan that will provide technology based solutions. The deployment of these ITS solutions will lead to necessary bus service improvements resulting in economic and community benefits.

2.1.2 “Key Needs” Analysis Different issues in city bus system are summarized below which are considered to be resolved with various technological options available. The following concerns/issues as shown in Exhibit 9 have been identified with respect to the interactions with key stakeholders who are directly connected with the system, so as to improve efficiency of services corresponding to them.

Exhibit 9: Identified Issues in City Bus System of CTU stakeholder Technology Needs CTU Passengers  Need for improving reliability of bus service.  Need for information dissemination to bus users for improving the usage of public transportation.  Need for bus arrival information to improve efficiency of accessing the bus network.  Need for simplifying ticketing for passengers and creating telescopic fares (on transfers) through Electronic Ticketing Machine (ETM) and smart card ticketing system. CTU Central  Need for real-time bus location information for enhancing Administration operations.  Need for passenger information systems to increase ridership.  Need for electronic ticketing system to reduce leakages.  Need for smart card based ticketing system to enhance customer experience with the bus system.  Need for integrated system for efficient decision making  Need for data management and analysis 13

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Need for detailed MIS/ERP solution to provide decision makers with data to continuously improve operations.  Need for effective monitoring and evaluation system for different activities and understanding the parameters effecting the performance of city bus service  Need for quick incident (accidents, breakdowns, etc.) detection and improved reaction times on the incident response.  Need for improvement in financial performance through better operational, maintenance and financial control. Depot Activities  Need for efficient process for scheduling of trips, vehicles and crew  Need for automated data of revenue from bus fares.  Need for efficiency in monitoring of operations as per schedules  Need for real-time guidance to crew when required.  Need for reducing revenue leakage and improving efficiency in traffic inspections.  Need for data management and analysis at depot level.  Need for automating maintenance and other depot activities  Need for capacity building and training using technology for bus operations.  Need for increase in productivity of staff by improving efficiency in activities performed.

Based on discussions with CTU that the crime rate in Chandigarh is low, security cameras at the bus shelters were not considered as a strong need.

2.1.3 ITS Technologies Transit ITS services include tracking, surveillance and communications, such as automated vehicle location (AVL) systems, computer-aided dispatch (CAD) systems, and remote vehicle and facility surveillance cameras, which enable bus agencies to improve the operational efficiency, safety, and security of the bus service. There are multiple ITS technologies available for Transit Management as listed in Exhibit 10.

Operations & Fleet Information Dissemination Safety & Security Management

•AVL/CAD •In-Vehicle Systems •In-Vehicle Surveillance •Transit Signal Priority •In-Terminal/Wayside •Facility Surveillance •Maintenance •Internet/SMS/Phone •Employee Credentialing •Planning •External Bus Display Boards •Geofencing of Depots, •Service Coordination Operations Boundary

Exhibit 10: Components of Transit ITS3

3 Transit Management Systems, US Department of Transportation, http://www.itsoverview.its.dot.gov/TM.asp

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

2.2 Current Efforts CTU had implemented a few projects in the past years for bringing technology into its operations and maintenance. The details on base scenario have been discussed in the report on city Bus modernization plan. The same section has been extracted and presented in APPENDIX 1 in this DPR. However the summary of base scenario current efforts for technological interventions of city bus service is given below. The following are the different initiatives that had taken place for CTU city bus operations in the past few years:

Depot Management System In Bus ITS PIS & Feedback

CTU has introduced some of  Provision of information on DMS modules  In all the JnNURM routes in CTU website. sanctioned city buses, the  Vehicle and Crew on-bus ITS (OBITS) is  “Chandigarh Bus Guide” Scheduling present with, Mobile Android Application is  Waybill Management GPS devices, provided by a Private Agency System CCTV cameras,  Attendance Leave Driver Console unit Information System Variable Message Signs  Store Inventory Management System

Exhibit 11: Route Information Provided on CTU Website

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

The current status of different activities of CTU along with level of technology intervention in executing/providing those activities/services is presented in the Exhibit 12 below:

If Present: Level of

Technology

Intervention

Activities or Service

Sl. No.

Category

Presence of

Full

Partial

Activity/Service

Manual

Just InitiatedJust 34 Incident and Emergency Management      35 Maintenance Monitoring & Recording      36 Store Inventory Management      37 Fuel Management      38 Scrap Management      39 Attendance Management      40 Training Activities for staff      41 Management of Maintenance for Equipment      42 Surveillance     

Exhibit 12: Current Status of Technology Intervention in CTU

It is observed that, even though the existing modules of TMS are comprehensive in terms of input they capture, they have limitations in terms of reports which need to be addressed. Also, there is very few trained staff available to maintain and utilize these software modules efficiently. The following are the key limitations in existing modules of the Transit Management System (TMS) for the modernization process:

 Waybill System  The system was developed for manual ticketing process currently used by CTU  The current process need to be substantially overhauled for proposed ETM based ticketing.  The current application provides multiple reports, but has limitations to support decision making due to lack of reports by flexible filters (by conductor by month, by month, comparison for various months, for various routes, for various routes for multiple months, etc.).  Scheduling & Planning System  The system was developed with long-distance buses in mind, hence it does not provide for the intermediate bus stops in each route.  It is not possible to provide a computer generated schedule that consists of multiple routes for city services from the system.  The reporting system is inadequate for city bus service operations  Duty rotations for the drivers and conductors are being set only the day before the operations, which makes it complicated for drivers and conductors to plan more than one day ahead.  Driver and Conductor duty allocation is done through arbitrary process since rules for allocation cannot be fed into the system.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Leave Management System  The system is not in operations due to various problems with inputting information.  Stores & Inventory Management System  This is a new system developed by NIC, but use of which is limited to a handful of CTU personnel.  The Stores manager and many of the other staff are still more comfortable with the manual process. Hence the system is underutilized.  The application is quite extensive, but comes without any user manual.  The system has limited flexibility in extracting reports by various filter parameters.  The application lacks dashboards and other user friendly features that can support decision makers. On the AVL system, the new buses are being delivered by different manufacturers with on-board ITS equipment as per UBS-II specifications. The manufacturers are required to share the details of the ITS equipment and the setup needed for CTU. It is necessary to develop common backend ITS software for all the buses being supplied by various manufacturers mainly for ease of operations. A separate memo has also been submitted to CTU on this issue which is attached as an APPENDIX 1-B with this report.

2.3 Organizational Structure CTU was established in the year 1966 with a fleet of around 30 buses and now provides bus services to the public covering the city, suburbs and the neighboring states. CTU is also a member of Association for State Road Transport Undertaking (ASRTU). The organizational structure of CTU is been shown in the Exhibit 13 below.

Director, Transport, Union Territory, Chandigarh

Assistant Divisional Assistant Divisional General Managers (2), Assistant Controller Superintendent (Head Superintendent Manager (Technical & Manager (Traffic & All Depots (F&A) (H) Office) (Recruitment Cell) Stores) Commercial)

Care Taker (Nazir) Purchase Section & Station Supervisor Esstt. Asstt. General (H) Care Taker (Bus Stands) Stores (Traffic) Compassionate Appointments, Statistical Assistants Election Work, Budget Assistants All type of Recruitment Work Building Assistants

Assistant Controller Works Manager Superintendent (F&A) Esstt. Asstt. (H) Esstt. Asstt. Drivers Esstt. Asstt. Conductors Esstt. Asstt. Management Esstt. Asstt. Workshop Preventive Identity Card Clerk & Establishment Maintenance Accountant Dispatch Work Assistant Assistant

Exhibit 13: Existing Organizational Structure of CTU

Observations on Organizational Structure of CTU:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 The existing CTU organization is established at two levels viz. central office level and depot level.  General Managers at central level are responsible for management of depots. Depot doesn’t have dedicated Depot Managers associated with each depot as is the general practice.  There is a lack of adequate trained technical staff for planning and design of operations.  There is no separate team for marketing and public outreach activities.  It is found from the site visits and discussions with CTU that the General Manager carries multiple responsibilities.  There is a separate section to look after legal issues related to CTU.  The CTU is directly under the umbrella of Chandigarh Administration (CA) which is beneficial in terms of quick decision making and co-ordination with authorities of CA.  The organizational structure has been defined for nature of operations of CTU few decades ago but at present the activities have been modified but not the same have not been reflected back in the organizational structure accordingly.  All the purchases happen at central level only.

Exhibit 14 shows the broad picture of current practice in CTU for city bus services.

KEY ACTIVITIES OF CTU DESCRIPTION Overall Management and CTU is headed by Director Transport of UT. Various functions are Administration managed by the General Manager, Assistant Dvisional Managers, Assistant Controller, Superintendents. The present organizational structure has been presented in Exhibit 65. HR Management Typically CTU recruites all the employees on full time regular employment basis. Recruitment is based on written test and practical tests. However, CTU has now initiated the process of recruitement of drivers and conductors under manpower supply contract. All the depots are managed under General Managers of corresponding depots. Daily attendance and leaves of employees are managed at depot level only. Currently MIS is being used for management of leave information at all the depots. Bid and Contract Management All the contracts and bids are managed at the central level under the Director, CTU. There is also a ‘legal cell’ present in the head office for resolving any issues. Public Relations Management CTU publishes all the routes and other information in their website (http://chdctu.gov.in/). It also accepts comments/ suggestions from public/ users online or directly at head office and accordingly CTU resolves those issues. It also publishes all the notifications on the website. Capacity Building There is no specific cell for capacity building/ training but the newly recruited drivers and conductors get trained by the senior drivers/ conductors. Co-ordination with other As CTU comes directly under UT, the co-ordination with other Departments departments such as engineering, urban planning, etc. is done at Director or Secretary level from Chandigarh Administration. As CTU operates long route buses as well, any integration of the long distance routes with city bus routes and associated facilities is easy. Bus Operations Planning & There is no dedicated technical wing in CTU for bus operations planning. Design [Technical Assistance] CTU usually hires consultants for any major planning assignment. Any

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

KEY ACTIVITIES OF CTU DESCRIPTION minor modifications in specific routes and time tables are done in-house at General Manager level with approval from Director. ITS Planning/Design & NIC (National Informatics Centre) has developed few MIS modules for Implementation CTU’s usage. CTU has some dedicated staff at head office to look after the utilization/ maintenance of MIS modules and to extract required reports from the MIS modules. Buses All the buses are owned by CTU. CTU procures new buses based on demand and availability of funds. Bus Shelter Development & Inputs are taken from CTU as to where the bus shelters have to be Maintenance created but the bus shelters are developed and are maintained by Chandigarh Administration. However, all the revenue from the advertisements on bus shelters are forwarded to CTU. Right of Way Development & Right of Way (RoW) is developed by Chandigarh Administration and Maintenance Municipal Corporation only. Bus Depot Development All bus depots are planned, designed and developed by Chandigarh Administration. Bus depot infrastructure is maintained by CTU. CTU is consulted by chandigarh Administration before finalizing any such developments. Bus Opetations Execution & CTU operates and monitors the buses from all the depots. There are no Monitoring private operators. Traffic inspection is also done by CTU staff. All routes, way bills, ticket and cash collection details are entered daily into the MIS modules which are accessed from depots and Head office. Maintenance4 of Buses All the buses are being maintained by CTU with its own staff, except for 100 buses which are being maintained under annual maintenance contract by Tata. At present all bus depots have their own workshops for major repairs too. Works Manager in Depot takes care of all the maintenance activities at the depot level. NIC has developed the Stores and Inventory application. Scrap Disposal at Depots Scrap is stored at each depot and it gets auctioned for disposal as and when the scrap quantity becomes considerable. Fuel Management All the buses gets fuelled at their respective bus depots. Parking of Buses All the buses are parked at corresponding depots only. A very few buses are parked at route start points in order to reduce dead Km. Statistics Management All depots prepares the operational and financial reports each month and sends them to Head office and statistical department of head office compiles all the reports at one place and calculates the performamnece parameters for each depot. The required reports on route wise operations, revenue, etc. are being managed from MIS modules. Purchase for Stores All the purchases happens based on rate contracts of ASRTU. All the purchases happen at central level.

Exhibit 14: Current Practice of CTU in Performing Different Key Activities of City Bus Services

4 It includes the preventive maintenance, repair maintenance, etc. 20

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

2.3.1 Special Purpose Vehicle (SPV) As required by JnNURM norms, CTU has started a separate SPV for running the city operations. The SPV, Chandigarh City Bus Services Society, is expected to run the city operations going forward. However, there are various concerns that are listed here:  Current CTU staff is against the SPV, and has put a legal petition in front of the court to this extent.  Only around 100 buses are long distance buses. Questions arise on how to accommodate the 1826 staff of CTU if the SPV is operational.  IBI has provided recommendations on the SPV structure (refer to Appendix M of the CBMP Report).  CTU is developing the SPV with a vision of organic growth out of the current CTU structure that can assimilate as much of the current CTU practices while leading to the SPV’s independent performance in the future. The clarity on the roles and responsibilities of the SPV is still evolving.  The contracting process of SPV which shall be independent of the CTU’s current contracting processes still needs to documented.

2.4 Current CTU Processes As with all State Transport Undertakings (STUs) in the country, CTU also has no written Standard Operating Procedures (SOPs) for its various operations, maintenance, human resource planning or other processes. The existing processes are mapped in the exhibits below for: (1) Operations, (2) Maintenance, (3) HR, (4) Finance, (5) Ticketing, (6) Stores and (7) Scrapping are mapped in the exhibits below. Currently, no specific process exists for Training in CTU.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 15 Existing Operations

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 16 Existing Maintenance

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 17 Existing HR

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 18 Existing Finance

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 19 Existing Ticketing

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 20 Existing Stores Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 21 Existing Scrapping Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

2.5 Suggested Technological Interventions Keeping in view the transportation needs of the Chandigarh City Bus services and the available ITS technologies, ITS solutions that can provide the required transportation improvements are evaluated and detailed in this section. The ITS solutions that are recommended for CTU bus operations are as follows: 1. Provide Automatic Vehicle Location (AVL) with the following objectives: a. Increased productivity of the transit system by improving the reliability of the system. b. Reduced operational costs of the buses by developing a fleet management system using the vehicle tracking mechanism. 2. Provide Passenger Information Systems (PIS) with the objectives of: a. Improved customer service to the transit riders by information dissemination through: i. Display boards at terminals and other prominent locations ii. Web based portal iii. External bus display boards for older buses to ensure bus information is provided from front, side and rear locations for passenger convenience. b. Reducing stress levels for commuters by providing prior knowledge of the bus arrivals and other schedule information through: i. SMS system that provides bus arrival information at all bus stops across the Tri-city area ii. Mobile application providing CTU city service information iii. Commuter Portal that provides both real-time and static (schedule data) to internet users iv. Interactive Voice Response System (IVRS) for the passengers not comfortable with website and SMS based information systems. v. PIS boards at critical locations across the city 3. Introduce Electronic Ticketing Machines (ETMs) with Smart Card reading capability to: a. Improve customer convenience b. Reduce fare leaks c. Improve understanding of demand by origin-destinations (passenger counts). d. Provide information for new fare policies i. Time-of-day pricing ii. Special event pricing e. Allows seamless bus transfers 4. Develop Transit Management Systems application that can support: a. Scheduling and rostering software for Planning that will support improving bus operations and crew management b. Master database for drivers, conductors and various staff that can support computerized leave management system to achieve better accountability from the staff

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

c. Depot and Terminal management system to support decision makers with data on activities performed along with resource and time requirements. d. Workshop management system to better log the maintenance needs and activities. e. Provide MIS reports on the various depot, terminal, workshop and bus operations activities. 5. Develop a Transit Management Centre to achieve: f. Stakeholder coordination (Traffic Police, etc.) through providing interaction and a common data sharing location. g. Improve bus schedule adherence and reliability, through a the AVL application and alert monitoring system h. Provide incident management capabilities by providing a centralized location for viewing/identifying incidents and dispatching incident response teams. i. Providing emergency dispatch by providing a link from the TMC to the hospitals with ambulance service. j. Improve reliability of service and efficiency of the operations through better oversight. 6. Perform data collection and archiving services with the objectives of: c. Developing performance measures to continuously evaluate the performance of the system. d. Develop algorithms to enhance bus service planning, and create new fare policies. 7. Develop MIS/ERP dashboard for the project with the objectives of: a. Providing holistic, integrated information to the CTU management through detailed MIS reports and user friendly, flexible dash board consisting of tables and graphs. b. Provide ridership and modeshare details on a daily, monthly and yearly basis using filters in the dashboard. The information shall also be provided through filters by bus, route, conductor/driver, schedule, origin, destination and various other useful decision making parameters. c. Provide passenger counts and revenue information in realtime and/or preset intervals as stated by the Client during the design phase. d. Provide route and schedule adherence information with various filters for the decision makers to get an understanding of the ground problems. e. Provide bus maintenance information in terms of preventive and reactive maintenance (breakdowns, etc.). f. Provide critical stores & purchase inventory details for decision support.

2.6 Suggested Processes for Modernization/Implementation of ITS The recommended processes for: (1) Operations, (2) Maintenance, (3) HR, (4) Finance, (5) Ticketing, (6) Stores (7) Scheduling (8) Training and (9) Scrapping are mapped in the exhibits below.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 22 Recommended Operations Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 23 Recommended Maintenance Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 24 Recommended HR Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 25 Recommended Finance Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 26 Recommended Ticketing Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 27 Recommended Stores Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 28 Recommended Scheduling Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 29 Recommended Training Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 30 Recommended Scrapping Process

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

3 Options Analysis

3.1 Service Options The Transit ITS industry is new in India and not yet mature. Internationally, there are essentially three service options available for transit ITS: Traditional, Hosted, and Software as a Service (SaaS). These three different service options are generally described as follows:  Option 1: Traditional - The most common service delivery approach in the transit ITS (mainly focussed on CAD/AVL system) industry to date, this model assumes an agency-owned system, procured from a ITS vendor, including all on-board and central hardware, software systems and licenses. While an agency in this option owns the central system hardware it actually only licenses the right to use the central system software, which remains owned by the vendor so that licenses can also be sold to other transit agencies. The sales of software licenses and annual software support provide a large part of the revenue stream used by the vendors for ongoing software development and support to its overall customer base. The agency is generally responsible for system maintenance and operations, often with a vendor under maintenance contract. Functionality of products in this service delivery approach range from basic systems, to those offering robust and advanced operational functionality with a high level of customization available.  Option 2: Hosted - An emerging service delivery option that is very similar to the Traditional model in terms of breadth of product availability (i.e., most of the Traditional ITS vendors are offering, or considering offering, hosted solution delivery). While the central system hardware is still owned by the agency and central system software licensing still purchased, the primary difference is that the system is hosted and maintained at a facility operated by the vendor. Theoretically, this would allow for easier central system updates, with the vendor holding more responsibility for ensuring that service impact is minimal, and also responsible for more of the system management and operations. There would be annual service fees to the vendor, with the potential value proposition for the agency being if these fees would be more than offset by reduced agency O&M costs. o In India, the system can be hosted at the State Data Centers (SDCs). However, this does not give the advantage of easier central system update. It will help in reducing the cost of central system hardware.  Option 3: SaaS - Software as a Service has become a common delivery model for providing many business applications in the IT industry, in which the software and associated data are owned by the vendor and centrally hosted in the cloud, with access provided to customers on a leased basis. The SaaS purchaser replaces any capital investment in hardware and licenses with services fees, and likely in addition would have reduced O&M costs. In many market sectors, SaaS is a preferred delivery model by customers looking to reduce IT support costs by avoiding capital purchases and outsourcing hardware and software maintenance and support to the SaaS provider. In CAD/AVL Hosted and SaaS offerings, onboard equipment is usually agency-owned in the traditional manner. Although the onboard equipment must inherently be located on the vehicles, it could certainly also be leased instead of owned. Outsourcing onboard equipment O&M however is complicated by the fact that it is normally expensive for an outside vendor to provide the degree of onsite support needed for high availability. For the Industry Scan in North America, several different vendors within these service options were contacted, initially

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

through an emailed survey form and then follow-up telephone interviews. The vendor questions focused on the level of functionality provided by the CAD/AVL system, and the functional and integration capabilities of the onboard equipment.

Preliminary results from the vendor community indicated that while the SaaS option can provide cost effective Automatic Vehicle Location (AVL) and Real- Time Passenger Information (RTPI) solutions for the transit industry, the product offerings are generally very light in system functionality. Hosted and traditional solutions provided adequate functionality, however many vendors offering a hosted solution had not yet standardized a business model, and vendors vary their pricing structure client-by- client. These details are specific to North America. In India, robust net connectivity is another issue that was considered while evaluating the Hosted and SaaS options. A review of the current state of practice in India and availability of service models determined that both hosted and SaaS models are not viable at present as summarized in *Hosting in SDC instead of Vendor site will reduce the cost Exhibit 31. Traditional model where the agency owns the hardware and the software is considered the best option at this time.

PARAMETER TRADITIONAL HOSTED* SAAS

Cost (NPV) ₹₹ ₹₹₹ ₹

Capital and O&M Breakdown

Staffing Impacts

Connectivity Robustness

Ability to Meet CTU Needs

*Hosting in SDC instead of Vendor site will reduce the cost Exhibit 31 Service Options

Recommendation: The Option 1: Traditional service model is recommended to be adopted given the current stage of industry for Automated Vehicle Location (AVL) Systems, Fare Collection System (FCS) Passenger Information Systems (PIS), Transit Management System (TMS).

3.2 AVL Alternatives The various alternatives evaluated for AVL system were:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Option 1 – Do Nothing: This was not considered a viable option from the very start since the new 483 JnNURM buses are all coming with installed GPS units capable of providing vehicle tracking.  Option 2 – AVL on the New JnNURM Buses: A total of 134 existing buses with remaining life cycle of at least 4 years are present in the CTU fleet. Since these buses do not have existing AVL system on the buses, it was considered an option to not add AVL on these buses. The following analysis was conducted: o Advantages of Not Adding AVL to Existing Buses: . Experiences in India so far showed that installing sensitive equipment like AVL systems has been difficult. It has been even more difficult to make them functional and robust in the long run. . Integration between the new UBS-II equipment and the System Integrator (SI) equipment will be complicated, especially since CTU has no contract requirements that the Bus OEM has to support the integration. . As part of the Modernization a separate SPV, is planned for the city bus services. It is deemed necessary to provide the management of the SPV with information on all the buses to continuously improve the operations. Accurate and timely data is quintessential for making the services optimal and create positive growth and revenue. o Disadvantages of Not Adding AVL to Existing Buses: . Having only certain buses in the fleet with next bus information is not conducive for penetration of ITS system in the Tricity area and will defeat the purpose of the whole project  Option 3 – AVL on All buses: The existing 134 buses and the new 449 buses will all be provided with AVL system. In the existing buses, the Single Controller Unit (SCU) and Bus Display Console (BDC) will be installed. All the buses will be integrated through a central AVL system software. The analysis on this option is as follows: o Advantages of Including All Buses in the AVL System: . Next bus information will be available from all buses which will ensure that the passenger has great confidence in the system. . Since, even the USB-II equipment will be provided by various vendors given the buses are coming from various OEMs; the integration still needs to occur. It is possible to procure the AVL equipment for the older buses that are UBS- II compliant. o Disadvantages of Including All Buses in the AVL System: . UBS-II is relatively new and the integration efforts are still in the early stages in the country. Hence the understanding on sufficiency of UBS-II data exchange formats, protocols and APIs is still evolving. Recommendation: To satisfy the objectives of the project, Option 3 - AVL on All buses is recommended.

3.3 Fare Collection Alternatives CTU ticketing process is currently manual. Early in the project the team discussed various options penned below: 42

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Option 1: Do Nothing – This option assumed that no modifications will be made to the current system of the manual ticketing to support existing or future operations. This option was quickly rejected since one of the main objectives of CTU behind the modernization project is to automate the ticketing process.  Option 2: Electronic Ticketing Machines (ETMs) - The option consists of ETMs with only paper based ticketing. The analysis is as follows: o Advantages: . ETMs with paper based tickets are commonly used across many State Transport Undertakings (STUs) in India. The requirements, technology and devices are well established to support CTU ticketing process. . ETMs will ensure automated ridership information is available for CTU decision making process. o Disadvantages: . Without smart cards, consumable cost for paper tickets and ink has to be borne by CTU on a regular basis. . Extensive training and handholding will be required by CTU to migrate CTU conductors from current manual ticketing to any other ETM based option.  Option 3: ETMs with Only Smart Cards – While ETMs with only smart cards was discussed with the stakeholders, it was not considered as a viable option since many passengers can be intermittent passengers and will not want to spend money on buying the smartcard (additional initial cost on smartcard).  Option 4: Standalone ETMs with Only Smart Cards – In this option, having smartcards installed on poles in the buses without conductors was discussed. The main advantage is the reduction in staff and the corresponding staff costs. It was rejected at the every outset since it will create a huge change in the operations for CTU. In addition, the honour system required in passengers to ensure successful ticketing without conductors is not considered viable at this time.  Option 5: ETMS with Smart Cards, Standard Credit/Debit Cards & Paper Tickets – Handheld ETMS with conductor that can read smartcards, standard credit/debit cards and also discharge paper tickets was analyzed: o Advantages: . Provides ridership information, reduces leakages through smartcard systems, provides better visibility. . Provides open system through using standard credit/debit cards. . Ensures that regular, intermittent and occasional users are all accommodated. . Reduces consumable usage o Disadvantages: . Still requires consumables for the paper ticket users.  Option 6: ETMS with Bank Based Cards – Handheld ETMS with conductor that can read Bank Based Cards (also called cobranded cards) and can discharge paper tickets was reviewed:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

o Advantages: . Banks will invest in the system and can reduce the cost of Point of Sales for the agency. . With the ever increasing number of cards that passengers have to carry, a bank based card might be preferable to passengers. . o Disadvantages: . Banks have a fee (0.03%) on each ticket transaction of about which will increase the cost of travel for the passengers. . The interest on the epurse for each passenger will mostly not be provided to CTU. This interest will benefit the Bank. . The cobranded cards are not yet extensively used for transit in India. For BMTC, the architecture is still being developed by Axis Bank for Rupay cards. Recommendation: With the objectives of: (1) automated ridership data, (2) reducing leakages, (3) meeting passenger needs and expectations, and (4) not requiring additional research or increased cost to passengers; Option 5: ETMS with both Smart Cards & Paper Tickets is recommended.

3.4 Communication for Fare Collection Alternatives The following options were evaluated: Option 1: No Realtime Data Transfer – In this scenario, the ETM data transfers occur only at the end of the day. The transfer at the end of the day can be through wired or wireless mode at the depots. This is a common process of transfer and is closer to the current processes of CTU that at the end of the day the conductor comes to the depot to settle the account. However, based on the project objectives – the stakeholders were of the opinion that ETM data should be available for review at least every hour to reduce leakages and get a better sense of how passenger boardings/alightings are happening in realtime. Option 2: Realtime ETM Data Transfer Directly to Control Room – In this option the ETMs will come with inbuilt GPRS connectivity and will transfer the ticketing data at the user set time period to the control room. The analysis of this option is as follows:  Advantages: o Information is available in realtime and can be used to track route, TOD and conductor trends to reduce leakages and support improved operations practices. o The ETMs are not dependent on other bus systems (SCU) to transfer the data. o No integration requirements exist since the ETM can directly send the data to the Control Room. o These kind of ETMs are being used in India, ensuring the technology is mature.  Disadvantages: o Separate simcards are required for the ETMs, which is additional monthly operational cost. Option 3: Realtime ETM Data Transfer Through SCU – In this option the ETMs will come with inbuilt Bluetooth or Wifi connectivity and will transfer the ticketing data at the user set time period to the Single Controller Unit (SCU). The analysis of this option is as follows:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Advantages: o Information is available in realtime and can be used to track route, TOD and conductor trends to reduce leakages and support improved operations practices. o Separate simcards are not required for the ETMs reducing the monthly costs. o Location information and other statistics from the SCU can be combined with ETM data to get a richer set of information that can support better decision making.  Disadvantages: o The ETMs are dependent on the functioning of the SCU to transfer the data. o Integration of ETM with SCU is required for sending the data to the Control Room. . exchange formats, protocols and APIs is still evolving. . UBS II does not have protocol requirements clearly set for transferring data with another device. Recommendation: Both Option 2 and 3 provide the solution requirements of CTU. To reduce the regular operational cost and provide a richer dataset that combines the ETM information with SCU data (in the long run), Option 2: Realtime ETM Data Transfer Directly to Control Room is recommended.

3.5 PIS Information Alternatives Traveler information is critical for transit bus patronage. Physical displays, SMS, IVRS, Web Portal and Mobile Application were all considered for disseminating PIS information. It was decided that all these options will be for information dissemination. Within the PIS display, various alternatives were evaluated: Option 1: PIS Display at All Bus Shelters in the City:  Advantages: o Passengers at bus shelters need information and providing PIS displays at all/most bus shelters will ensure the visibility of ITS project and also provide the information. o There will be lesser requirement for other modes of dissemination if display boards are provided all through the city.  Disadvantages: o Vandalism, and in-turn providing security to all the display boards across the city is a big concern. o In routes where the frequency of buses is less than 8 minutes, the need for information is not high (peer discussions mentioned that passenger behavior analysis shows that at less than 8 minute bus frequency the passenger frustrations do not exist). Hence, providing display boards at all these locations is costly and mostly unrequired. o Maintenance of these equipment spread across the city is a concern as seen in other cities that installed PIS displays in a larger number of locations. o Since the city services will keep expanding, adding PIS displays at all new locations is another concern. Option 2: PIS Display at Selected Locations in the City:  Advantages:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

o Installing PIS displays at high volume locations that are also secure ensure that ITS project is visible. o Vandalism and maintenance concerns will not be as important and will not affect the success of the project.  Disadvantages: o Uneducated Passengers also shall mainly depend of SMS and IVRS services, hence training and education will become paramount.

Recommendation: Option 2: PIS Display at Selected Locations in the City was recommended to ensure reduction in cost and mainly to alleviate security and maintenance concerns.

3.6 PIS Display Type Alternatives LED Matrix displays and LCD boards are commonly used for display of bus information in India. Traditionally LED matrix display boards were used, but now we quite a few industrial grade LCD boards being used. Experiences in other implementations in India showed the following:

PARAMETER LCD DISPLAY LED MATRIX DISPLAY

Cost (NPV) 1.2 to 1.5 times * ₹ ₹

Capital and O&M Breakdown* ₹ 1.1 to 1.2 times * ₹

Staffing Impacts for Maintenance

Lifetime 50,000 hours (100,000 hours for some 100,000 hours models)

Testing COTS Product, no testing required Testing required and difficult to conduct for larger boards since many labs are not set for LED board testing

Power Medium Low

Space vs. Display Content High Low (takes a 8 line LED board of about 2m height to display 4 buses in a page in local language)

Display Quality High Medium to Low (single colour, pitch has impact of quality of local language display)

File Types Text, Audio, Video, Animation, Flash, files English text is supported properly; can be played bitmap have to be created for local languages. Graphics are difficult to show using the LEDs.

Ability to Meet CTU Needs

* From discussions with implementers in India

Recommendation: LCD Display was recommended to ensure continuous display with minimal maintenance needs.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

3.7 Transit Management System (TMS) Alternatives Depot Management, Workshop Management, HR & Payroll, Accounting & Finance Systems, Stores & Inventory Systems, Scheduling & Planning system, etc. have been combined as Transit Management Systems for this project. Enterprise Resource Planning (ERP) systems have been used in the country for some of these functions. In the CTU scenario, as discussed earlier, the Stores and Inventory System has been recently developed. Waybill system, scheduling & planning system and leave management system were existing for multiple years.  The Waybill system is the ticketing system for manual ticketing process. For the ETM based ticketing system, the current waybill system will not provide the required features. Hence, the Way Bill application is recommended to be discarded and a new application developed as part of this project. CTU staff working on the ticketing system agreed that the ETM introduction will require new software development.  Scheduling & Planning software currently under use by CTU is a combination and of manual and computerized process that provides bus & crew rostering for the next day. The software functionality is setup mainly for long distance buses. The application provides only origin- destination points, it is also limited in providing any level of analysis to optimize/improve planning of city services. Hence, the Scheduling & Planning application is recommended to be discarded and a new application developed as part of this project. CTU staff working on the software also recommended that an improved application is required for bus and crew scheduling/rostering for city buses.  Leave Management System features are limited and is currently not used by CTU. CTU staff recommended that this application needs to be developed as part of the project. The recommendation from the consultant also that leave management needs to be part of the project. Stores & Inventory Management System was developed about a year back for CTU operations. However, it was observed that while a computer based system is being updated with information, it was not used for inventory control (ordering of equipment based on inventory levels, etc.). The Stores Manager still depends on his experience and parallel manual processes for stores & inventory management. Two to three of the CTU staff of well-versed with the application and have been able to maintain the computerized system. No manual is available for the application and gaps were found in MIS reporting and a few other features that have not been addressed. The following two options were evaluated for the Store & Inventory Management System: Option 1: Integrate Current Project with Existing Stores & Inventory Module – In this option, the Stores & Inventory Management System developed by National Informatics Centre (NIC) will be retained and integrated with the rest of the System Integrator modules. The advantage is to retain a system that is recently developed and serves the requirements of CTU. The major disadvantage is the need for integration which is always complicated in such systems. Option 2: Discard Existing Stores & Inventory Module – Discarding the module has the advantage of not requiring integration which can help the project move faster and attract more System Integrators to bid on the project. However, this will create Government of India Audit issues since money was spent on the system.

Recommendation: Option 2: Discard Existing Stores & Inventory Module was recommended to ensure the project doesn’t get bogged down by system integration issues. Discussions with CTU staff revealed that getting support from NIC for integration will be extremely complicated. Key staff of CTU recommended that the SI should develop an improved and integrated Stores & Inventory Management system. 47

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4 System Architecture & Components

In this section, the major ITS components identified for CTU are presented. System Sub Systems Utilization in different Activities

Automatic Vehicle  Vehicle Tracking System Real time bus arrival information 1 Location System (AVL) for Buses Real time monitoring of movement  Single Controller Unit Scheduling/Bus Dispatch (SCU) Ensuring schedule adherence  Bus Console Display Driver on-route guidance  Back-end Application Monitoring SLA’s of contractors Software Incident/Emergency Management  Communication System Fuel Management Performance Monitoring MIS

Passenger Information  PIS at Bus Shelters Real time bus arrival information 2 System (PIS)  On-board PIS Customer interaction and experience  External PIS  En-route or pre-trip PIS  Back-end application software  Communication System  Electronic Ticketing On-board Fare Collection 3 Fare Collection System Machines Pass Handling  Pass issuance/renewal Concessions and Discounts system Handling  Pass (Smart card) Fare Integration with other modes Validation Data Availability for future planning  Waybill Management purpose System Traffic Inspection Traffic and Revenue Reconciliation MIS

Transit Management  Trip Scheduling & Vehicle Assignment system Automated 4 System & & MIS  Crew Management/Rostering system depot, terminal  Fuel Management and workshop  Store Inventory Management system activities  Vehicle Maintenance Management system Decision  Attendance Management System making  Passenger feedback & grievance address Integrated system systems  Passenger feedback system approach to  Infrastructure/Asset Monitoring System enhanced  Purchase Management operations.  Contract/Bid Management In-bus security  HR Management System cameras on  Management Information System (MIS) older buses

 Data Archival Performance Monitoring Central Control Centre 5  Display of surveillance On-Route Driver Guidance  Display system for bus Adequate Data Availability monitoring Monitoring of SLAs of Contractors  Communication System Monitoring Vehicle Movements Emergency/Incident Management Passenger Guidance

 Tapes Supports Analysis and Planning Data Archiving  Servers 6  NVRs

Exhibit 32 CTU ITS Components

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.1 System Architecture The system architecture is illustrated in Exhibit 33. Data Centre will consist of all the Servers required for the proposed system. The following sub sections details the each of the system components.

Exhibit 33 System Architecture

4.2 Automatic Vehicle Location (AVL) System Automatic Vehicle Location system improves the reliability of the bus/transit system, which improves confidence among the commuters and reduces the waiting times for commuters’. Information from real-time tracking of buses will be disseminated to commuters through PIS, websites and mobile applications. It also provides information on the common bottlenecks and allows transit agency to work with Traffic Police and the Municipal Administration to improve these bottlenecks and improve transit travel times.

4.2.1 Overview Automatic Vehicle Location System is a major component of the ITS requirements of this project. Key specific purposes are discussed below but not limited to: Improve on-time performance: Monitor the movement of the city buses and provide continuous real- time information to drivers to speed up or slow down between established time points and provide transit planners with systemic schedule adherence bottlenecks on the route. This information will support the transit planners in planning the operations better. Increase Ridership: Make bus travel simpler and more attractive for commuters by:  Improved on-time performance of buses enhances the reliability among commuters,

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Information of routes, bus schedules, ETA/ETD5, and next stop information for onboard passengers,  Bus information through SMS, website, etc.  Availability of mobile applications to enhance use of system. Improve Schedule and Planning: Provide MIS Reports for bus operations, Terminal, Depot and Workshop Operations. Automate data collection, and improved accuracy and accessibility of data for the transit planners will be achieved. Through the real time monitoring, the missed/deviated trips can also be tracked and actions will be taken accordingly. The rescheduling dispatching of trips can be also be done effectively using AVL. Improved monitoring of private operators: The AVL system also improves the accountability in the operations. In case of city bus operations through PPP in future, the bus operators can be monitored for the service level adherence and also the same data can be used in handling payments to the private operators. Efficient Incident Management: Using the real time monitoring of operations, the incident management during any emergency or break down can be quicker and efficient.

4.2.2 Buses 379 buses were approved through the JnNURM scheme. An additional 49 buses are also being procured in lieu of the condemned buses. The information on the bus procurement with their model and procurement dates is provided in Exhibit 34. This list does not include the buses existing in the depot that are condemned. All the condemned buses are expected to be disposed by October, 2015.

Legend Existing Buses (without On-Board ITS) Recently Delivered Buses (with On-Board ITS) Buses Procured, Awaiting Delivery

Exhibit 34 Existing and Approved Bus Procurement of CTU

5 ETA – Expected Time of Arrival 50

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.2.3 AVL Functionality & Benefits

S.NO. FUNCTIONALITY BENEFITS STAKEHOLDER 1 Vehicle Tracking – Real- Situational Awareness: AVL software Dispatchers Time Bus Locations provides improved situational awareness which helps dispatchers manage larger fleets than before.

2 Vehicle Tracking, Arrival Performance & Reliability: The Traffic Time Information transmission of schedule adherence Department, feedback helps to maximize on-time Depot Managers performance and reliability

3 Breakdowns & Incident Proactive Approach: AVL helps the Depot Managers, Reporting in Real-Time organization to be proactive in Traffic Controllers addressing operational issues, including more timely and effective reaction to service disruptions

4 Estimated Time of Arrival Traveler Information: AVL provides Passengers (ETA) Information real-time next bus predictions to customers both pre-trip and enroute.

5 ETA with Information Increased Ridership: Next bus Agency Dissemination information reduces customer anxiety and improves customer confidence in the system leading to increased ridership.

6 AVL Data Archival Improved Planning & Scheduling: Traffic Availability of reliable historical data Department, and incident information provides an Agency excellent basis of planning & schedule adjustments that can support improved operations and revenue.

4.2.4 AVL System Concept The new buses now being procured through JnNURM scheme come with onboard ITS (OBITS) equipment. This equipment confirming to Urban Bus Specification II consists of:  Single Control Unit (SCU)  Bus Driver Console (BDC)  Passenger Information System (PIS)  Security Camera Network (SCN) and Cameras  Vehicle Health Monitoring and Diagnostic (VHMD) An additional 134 existing buses also require AVL system and on 34 buses driver console to be installed. Among the existing buses, 34 buses have to be fitted with inner destination boards, 34 need both front and side destination boards and 170 buses have to fitted with side destination boards. CCTV cameras have to be fitted on 134 existing CTU buses. List of buses which need AVL units, destination boards and cameras are given in Appendix 4. Bus manufacture or OBITS equipment Original Equipment Manufacturer (OEM) is expected to provide UBS-II compliant protocols that the System Integrator shall use for integration.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Given that none of the existing buses have any AVL equipment, the SI shall integrate OBITS equipment with AVL equipment that SI shall deploy on the project. The AVL System will implement core technology to integrate with the OBITS equipment and enable CTU to optimize scheduling, improve operation efficiency, real-time information for vehicle arrivals to commuters, systematized vehicle maintenance, and crew rostering. The architecture for the project based on the needs, objectives and goals of the project is shown in Exhibit 35.

Exhibit 35: AVL & PIS System Architecture The AVL System vehicle technology components to be implemented under this project are as follows: Single Control Unit (SCU): The SCU is at the heart of OBITS equipment’s, all the other equipment’s shall be connected to the SCU. The SCU shall have open protocols as mentioned in UBS II to integrate with various sub systems. Two way voice communication between crew at bus to dispatcher at TMC, waypoint data transfer through GPRS connectivity to central system at data centre, events like harsh breaking, over speeding, etc., It has GPS and GPRS receiver in it, GPS & GPRS antenna exposed outside to sky to get good signal. In case of dark zone areas all the data will be stored in SCU for certain amount of period. Diagnostic logs and other files shall be stored in SCU will transfer to AVL central system at data centre.  Bus Driver Console (BDC): On board electronic information exchange peripheral interface to the SCU that allow crew to view and exchange information with dispatchers using the AVL central software. The BDU shall be shown the current location of the vehicle on map, next stop and distance, live stream of on board camera, emergency messages sent by dispatchers from AVL central system.  Automatic Vehicle Announcements: Provides commuters with automated next stop information and other announcements sent from TMC by dispatchers.  Security Camera Network (SCN including On board Cameras): Hardware that manages the on board camera, stores recorded image/video, and integrate with SCU to allow for data transfer to the video management software via WLAN at Depot/Terminal on request by dispatcher.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

The video will be stored for 2 days on the NVR provided along with the bus. This information will be continuously overwritten.  In bus signs: The In bus signs, which provide riders with route, approaching stop and destination information, will be integrated with the SCU to allow these to be automatically changed approaching the start of each trip. Also it supports Ad-hoc messages sent from Control Centre by dispatcher.  Vehicle Health Monitoring and Diagnostics: Hardware that helps to monitor and alert the vehicle engine behavior and status, fuel level and its status, breaks and other mechanical system status in vehicle as mentioned in UBS II. This equipment integrate with SCU to transfer any mechanical events on the fleets as soon as it happened and end of the day all the events and logs will be transferred to Transit Management System (TMS) at depot, workshops, terminals, etc.

The proposed ITS system would support a fleet that is mix of regular (134 buses without OBITS) and OBITS (379 buses with OBITS) buses, the Systems Integrator would be expected to ensure (given requisite support from Bus manufacturers) seamless interoperability between the Transit Management Center and the different types of buses.

4.2.5 Functional Requirements The operational needs for AVL were identified through discussions with CTU staff.. The following needs represent operational requirements to achieve the goals and objectives of the system:  Improve on-time performance of city buses by automating and monitoring vehicle location and schedule adherence.  Provide easy to use data to the transit planners to continuously improve the bus scheduling and crew rostering in the tri-cities.  Provide centralized databases for crew and other assets to ensure that needed data flows occur seamlessly.  Provide convenient customer interfaces for accessing real time data to increase ridership (display boards at bus stops, SMS, IVRS, commuter website and mobile applications).  Install PIS displays at bus stops, terminals and depots with information as per needs of the audience at these locations.  Integrate with OBITS equipment on the buses that are being procured through JnNURM scheme. Ensure camera data is downloaded from the SCU on a regular basis either at depots or terminals.  Potentially provide proposed system compliant OBITS equipment on the city bus services.  Integrate with Transit Management System and other subsystems such that central overlapping data (such as crew data, bus scheduling data, etc.) exists in only one database.  Provide information to passengers to ease transfers within city and between city and long distance services.  Provide GSM/GPRS connectivity for the SCUs through a reliable network provider that will ensure continuous data flow as required by the project.  Provide primary and secondary data connectivity to control room equipment and all PIS display proposed for the system.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Provide primary and secondary power (UPS, DG, etc.) so that there is continuous power for the system to function.  Seek long-term operations & maintenance agreements to support the ITS system.  Seek maintenance agreement that includes training for all staff involved in the running of the system.

4.2.6 AVL Central System The System Integrator expected to provide the complete solution for CTU fleets with integration of AVL component as mentioned earlier. Exhibit 36 below illustrates AVL central system expected to develop by system integrator.

Exhibit 36: AVL Central System Schematic

AVL Monitoring and Scheduling Software: The software will integrate with the Single Control Unit (SCU) of all the fleets of CTU to provide real-time fleet status and operations, two way voice communications to crew from TMC, incident management, real time information and alerts, and MIS capabilities. Major, medium and minor alerts shall be available in a convenient, easy to use manner in the software. The application shall consist of an accurate GIS map of the region with layers for roads, landmarks, geographic features, etc. The software shall provide the flexibility to support various user modes and user preferences including map views, alert configurations and Software that streamlines and improves schedule preparation, immediate rescheduling as demand, adding trips intermediately, cancellation of trips which is not expected to run, and allows for greater integration with operations and other software modules. The dispatcher at TMC shall able to react

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against the alerts sent from SCU quickly. AVL system shall support at extend of business requirements. It shall support demand responsive scheduling and dispatch management. AVL system have ability send updated configuration of OBITS equipment from TMC. AVL software shall able send voice files of location/landmark from TMC to SCU. AVL have feature to identify that the vehicles are not on operations will not schedule for future, in which AVL and Transit Management System database shall provide that information. Real-Time Passenger Information of Display Screen: Software module (infotainment) integrated with the AVL system and Scheduling module to provide real-time fleet information to the commuters. PIS board shall capable to display images, videos, instant message, and predefined message in various formats. All these advertisement shall be stored in the system and it shall have ability to generate the report for billing purpose. Real-Time Passenger Information of Website: A website which provides CTU commuter with fleet locations and real-time predictions. Real-Time Passenger Information of Mobile and SMS: The Mobile application which provides commuters with fleet locations and real-time predictions on the Map through GPRS. Commuter those does not have GPRS connection can use SMS to get the real time information on their mobile phones. Interactive Voice Response (IVR): Automated telephone software that provides passenger information (schedule, real-time, demand response confirmations) and receives passenger complaints. There will dispatchers at TMC to assist commuters during CTU operation hours. Transit Management System (TMS): The TMS software shall consist of Depot Management System (DMS), Workshop & Terminal Management System, Inventory Control, HR & Payroll, etc. and shall be integrated for master lists with the AVL system to provide effective information exchange of fleets and crew between these sub systems without overlap. All the image/video recorded shall be transfers the data at depot to video storage through wireless connection. Similarly VHMD device transfer its logs and event to TMS software to effectively manage the fleet end of the day. Real-Time Data Feed: A data feed of fleet shall be available on demand for CTU or third-party developers to provide real-time fleet information through mobile applications. The format of the data feed shall be in GTFS-RT, it could be decided during the design stage.

4.3 Passenger Information System

4.3.1 Overview The PIS provides automatic notification to passengers on next bus arrival/departure which shall be deployed at each station and terminal, displayed in the website and made accessible on the mobile application. The primary purpose of the PIS is to inform passengers of next bus arrival/departure times per direction of travel. Data provided to the commuters will be in the form of:  Static Data – Schedule information only;  Real Time and Static Data – Scheduled information with exception reporting if the difference between the scheduled and actual arrival time exceeds a configurable threshold;  Real Time – Provide expected arrival or departure times;  Other ad-hoc information including time clock.

PIS signs shall be industrial grade LCD based single-sided sign boards that provide static or real-time information to the commuters at bus stops and terminals. Using the PIS signs, the control centre operators shall also have capabilities to communicate messages and emergency management information on a-per station or a system-wide basis. List of bus shelters where the PIS display boards will be installed are given below:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

S.No. Bus Station Name Number Display Type 1 ISBT -43 3 Industrial Grade LCD 2 ISBT -17 3 Industrial Grade LCD 3 PGI Sec-12 1 Industrial Grade LCD 4 Punjab University Sec-14 1 Industrial Grade LCD 5 Pec College sec-12 1 Industrial Grade LCD 6 Punjab civil Secretariat 1 Industrial Grade LCD 7 Punjab Harayana Court 1 Industrial Grade LCD 8 IT park 1 Industrial Grade LCD 9 Mani Majra 1 Industrial Grade LCD 10 Mansa Devi 1 Industrial Grade LCD 11 Ram Darbar 1 Industrial Grade LCD 12 Maloya 1 Industrial Grade LCD 13 Dhanas colony 1 Industrial Grade LCD 14 S P Barrier 1 Industrial Grade LCD 15 Sec-65 Mohali 1 Industrial Grade LCD 16 Sec-62 ISBT Mahali 1 Industrial Grade LCD 17 ISBT Kharar 2 Industrial Grade LCD 18 Railway Station Chandigarh 1 Industrial Grade LCD 19 Lake 1 Industrial Grade LCD 20 H O D Chandigarh 1 Industrial Grade LCD 21 Housing Board Chowk 1 Industrial Grade LCD 22 New OPD (PGI) 1 Industrial Grade LCD 23 Rock Garden 1 Industrial Grade LCD 24 Rose Garden sec -16 1 Industrial Grade LCD 25 Phase -6(Sector 56) 1 Industrial Grade LCD Total 30

Exhibit 37: List of PIS Display Boards to be installed at Bus Shelters

Static and real-time information shall be provided for passengers through: Website will publish the real-time bus position, arrival and departure details, trip cancellation and other alerts. Through the webpage, commuters can plan their trip by accessing the schedule details of the buses and real-time position. Mobile SMS will support users without access to smart phones, while Mobile application will help commuters in the same way as the website by providing the real-time updates and alerts on the bus operations.

4.3.2 PIS System Concept The PIS signs provide important traveler information to the passengers. Data from the AVL system in- board the buses will be transferred to a backend server. The AVL data will be processed using backend software algorithms and ETA / ETD data will be generated in real-time. The real time data

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.3.3 Functional Requirement  Typically, the character height of the PIS sign dictates the viewing distance for the commuter. The character height of the PIS signs to provide a visibility of at least 30m from each PIS sign.  The PIS signs shall also include in-built features of automatic brightness adjustment based on ambient lighting conditions to ensure that the display is clearly visible to the passengers at any given point in time during the day or night.  Since these signs also provide accurate information about the next bus arrivals, it is important that the time displayed on all these signs is synchronized over one common source for synchronization.  PIS communicate over wired and/or wireless systems for communications. With respect to time synchronization, the signs shall support Network Time Protocol (NTP) based synchronization.  PIS signs shall be IP based and communicate over state-of-the-art communications system with the control centre over wired and/or wireless communications. Therefore, these time displayed as part of these signs will be synchronized using NTP via a central source located at the control centre.  The PIS system shall also provide the ability for integration with the IVRS and SMS subsystems. LCD industrial grade displays of 32” and 17” are proposed for the project. Based on prior experience, it was felt that Off-the-Shelf products were found to be more reliable than LED boards. The other reason is that testing for larger LED boards is not established properly in India.  The Mobile App shall provide the following requirements, specification and design: o Provide accurate departure times o Provide Users current location for rendering of ETA at the closest bus stops automatically o Display of the most recent and accurate bus schedule o Prediction of likelihood of catching the bus at a specific moment o Display of bus schedule based on current location o Reminding users when specific bus is leaving/is about to arrive o Clean interface to display schedules o Widget to display on home page o Support efficient decision making through personalization of location choice and reminder delay

4.4 Fare Collection System

4.4.1 Overview The Fare Collection System (FCS) is designed to help CTU to meet its operational requirements and to maximize the revenue realization by adopting robust system design approach to minimize the fare leakage. Broad objectives of the FCS are: a) Customer convenience

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

b) Revenue accountability and realization c) To meet the operational requirements of CTU d) Minimizing revenue leakage e) Auditability

4.4.2 System Concept The city bus services shall use on-board ticketing using paper tickets and smart cards. The commuters will be able to buy the tickets after boarding the bus. In case of smart card, the fare will be deducted from commuter smart card after the destination station is entered by bus conductor and the smart card is tapped against ETM. The process shall adhere to the “Guidelines for issuance and operation of Prepaid Payment Instruments in India” issued by Reserve Bank of India (RBI). The central system software will include processes to reconcile data on ticket sales (whether in the form of paper tickets or of ticket/pass data carried on smart cards), with actual revenues received plus smart card stored value balances. This software will also need to include processes to reconcile smart card and paper ticket inventory with the quantities procured and issued.

4.4.3 Functional Requirements Smart Card Smart cards shall be designed to be used as an e-purse as well as to handle at least 15 different policies with multiple configurable parameters which are detailed in the requirements. The policies along with configurable parameters shall be discussed with CTU at design stage and finalized as per their requirements. The smart card transactions shall check the following aspects:  Whether there is enough minimum pre-configurable balance available on the smart card.  Check if there is any prior trip within a threshold time The smart card will have primarily two types of accounts:  E-purse; and  Smart Pass

E-purse: The e-purse cards will have certain, user provided, value stored in the card account. Based on each usage, the applicable fare will get deducted from the smart card account. Generally e-purse cards have long validity/expiry date and the amount unused is refundable if the commuter wish to surrender or close his/her smart card account. The telescopic and other journey based fare discounts/benefits will be applicable on e-purse accounts. For a smart-card user to make a trip the smart card shall at least have a minimum balance which can be configurable in the system for each card type. When a smart card user boards a bus, the conductor requests the commuter the destination and enters the same in the ETM machine after which the smart card is tapped against the ETM to record the origin and destination of the commuter. The ETM checks the immediate prior transaction of the commuter stored locally on the smart card and deducts the fare accordingly from the smart card. Therefore to enable the distance based telescopic fare integration possible the immediate prior trip transaction has to be both locally and centrally stored in real-time. The trip hence takes the prior origin into consideration if any which is present within a specified threshold time and deducts the fare from

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

the balance accordingly in case of an e-purse. If there is no prior trip information falling within the threshold time the applicable fare is deducted.

Smart Pass Any type of discount policies, monthly pass, weekly pass etc shall be configured under smart pass. These types of accounts will be applicable for a specific route only and will be time/duration based and the account does not have any monetary value. Once a commuter purchases a pass in the form of, it has time duration applicable and the amount unused is not refundable and lapses at the end of the duration for which the pass is applicable. If a user with this category of pass travels on a route other than the assigned, the smart card will not be accepted by the system and the commuter has to purchase paper ticket to complete the journey. For a smart-card user to make a trip the smart card shall have a valid policy for that specific location/ route. If the smart card is programmed as a pass then the requisite policy is to be validated. There shall be random audits at the time the commuter exits at the destination to avoid any fare evasion by checking if the smart card commuter has a valid ticket or not. Therefore a smart card user needs to handover the smart card to the conductor only once just before making a trip making the transaction quick and similar to that of a cash user. Smart Card Issuance: Smart Cards for general public and pass holders will be provided at Point of Sales across the Tri-city area. The locations will be at 24 e-Sampark sites across the tri-city areas as listed below.

Exhibit 38 POS Locations (Source: CTU)

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.4.4 Electronic Ticketing Machines Currently manual ticketing is practiced in CTU city services. Hand-held Electronic Ticketing Machines (ETM) will be provided for all the city buses for the project. These ETMs will be equipped to read the smart cards. Commuters who use smart cards can use them in the city services by tapping the card on the ETMs, other commuters have to buy separate paper ticket for the journey. The proposed ticketing process is shown in Exhibit 39.

Exhibit 39 Electronic Ticketing Process 60

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.4.5 Fare Structure CTU currently uses a stage based fare system which is connected to distance travelled on the route. CTU can explore other fare structures to promote bus system. The smart card travel ensures that CTU can do telescopic fares, dynamic fares and many other options to enhance the ridership. The commonly used fare structures for bus service include6:  Flat fare: fare remains constant irrespective of distance travelled on a particular route.  Graduated fare: fare increases with stage or distance on a particular route (current CTU method).  Zonal fare: fare increases with trip distance according to fare bands, It is usually independent of number of bus routes used, i.e., free transfers, and also usually independent of mode of travel selected if bus and rail are both available) Each of these fare structures can further incorporate the concession fares that are currently provided by CTU.

4.4.6 Payment & Recharge Mobile Application and web based payment along with ticket counters will form the methods by which passenger can recharge the payment media.

4.4.7 Audit / Enforcement System audits are an important aspect of fare collection system. The FCS shall provide analysis and reporting to allow reconciliation and audit of the various operations. Spot checks and audits are proposed to be performed by the Inspectors on buses, POS terminals and other applicable areas to ensure revenue maximization. The system shall allow audit, imposing penalties at various levels and reconciliation of the same. The penalties hall be configurable in the system and shall be defined in configuration parameters on various discrepancies/anomalies types. The system shall allow for deposit adjustments in the event that there is a discrepancy between the counted values and the actual bank deposits. The user enters the actual bank value deposited. The dialog will calculate whether there was an over payment or a short payment when the bank count is entered. Additional adjustments may be required for auditing purposes that may be assigned directly to a conductor, POS operator or cashier. To enforce the paper tickets, the machine readable (barcode or similar) portion should be coupled with human-readable printed text so that if an auditor or a conductor wants to read the paper ticket, the printed data on the ticket shall have all the required information in a readable text form. The auditors will be using ETM to audit the paper and smart card journey details of the commuters. The provisions shall be made in the system software and ETM machines to support the same.

4.5 Transit Management System The current bus operations are headed by General Manager (GM) in central office. There are 4 depots among which, city bus services are handled by Depot-2 and Depot-4. Depot is managed by Depot Manager (DM). Each depot has various departments like Traffic, Mechanic and Accounts. All depots have workshops and all repairs are taken care internally in the depot.

6 Urban Bus Toolkit, World Bank, http://www.ppiaf.org/sites/ppiaf.org/files/documents/toolkits/UrbanBusToolkit/assets/1/1e/1e6.html 61

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.5.1 Overview CTU has introduced computerized depot management system modules for Vehicle and Crew Scheduling, Waybill Management, Attendance Leave Information and Store Inventory Management with the help of National Informatics Centre (NIC). There is no centralized system to update all the information in one place and in a single shot. A description of the various existing systems of CTU is given below.

 Vehicle and Crew Scheduling: The current CTU bus operations are managed by the Traffic Department that is responsible for bus scheduling and crew rostering. The Traffic department evaluates on a regular basis the demand, requests from residents of the tri-cities and such, and determines the bus routes and schedules. Crew is then assigned based on a duty-rota developed by the depot staff. No optimization software is currently used for this analysis.  Waybill Management System: All the routes information, crew information and bus information are fed into the system. Then the information noted in the way bill by the conductor during the route operations is entered into the system by attaching the same information with preexisting information at the end of the shift. The reports module has options to filter and generate reports based on dates and depots. The following Exhibit 40 shows the various reports that can be generated with the way bill management system.

Exhibit 40: Available Reports from Waybill Management System of CTU  Attendance Leave Information System: The attendance is being captured through the leave information of the staff of CTU. The attendance is entered manually into the applications for all the staff of CTU.  Store Inventory Management System: Store Inventory Management is deployed by NIC as shown in Exhibit 41. It has been utilized for managing stores at each depot with job cards tracking.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 41: Screenshot of the Inventory Management System Developed by NIC for CTU

4.5.2 Goals and Objectives The following overarching goals and objectives were identified for integrated TMS:  Improve Vehicle Maintenance By providing systematic planning for vehicle maintenance will cut down the vehicle idle time for non-operational buses, vehicle routine maintenance, breakdown ratio shall come down, automated alert for maintenance, vehicle on time departure from depot, easy to check vehicle in/out status according to schedule time, vehicle transfer between depots/divisions.  Improve Fuel Management (not part of the ECBS project) By providing Fuel management systems, fuel consumption and stock can be controlled and monitored. Fuel leakages also can be monitored.  Improve Scheduling and Planning Having DMS, vehicle allotment for the scheduling will be easy, crew and vehicle assignment shall be once in the system, if any changes required system shall allow them to update the changes, schedule cancellation or new schedule allocation. This reduces frequent manual intervention and error free operation.  Improve Data Management and Reporting Data warehousing will help CTU to run the hassle free operation, for example looking at the data will provide idea of cut down the schedule/trip, dead kilometers, vehicle wise KMPL or manufacture wise KMPL or driver wise KMPL, utilization of tyre and life cycle of tyre retreading, battery life, repeated issues by fleet wise of manufacture wise, vehicle utilization, accident and breakdown data, master data of crew, vehicle and other staffs, over time hours, warranty details necessary items, fuel consumption, etc.,  Facilitate Effective Management

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

The entire movement of the vehicle shall be recorded on the system to manage effectively. Depends on priority system shall send alerts to concerned department or staff. Each vehicle history provides usage and lifetime of the fleet to decide for scrap. Fitness certificate, road permit, insurance shall be maintained in system to track and manage smoothly, to track history of tyre lifetime to do tyre treading to minimize operational cost.  Improve Information Accuracy Stores module shall have history of stock, material forecasting, accurate information of spare parts, warranty details, spare tracking provides accurate information.  Ensure Reliable Information Attendance shall be recorded through proximity reader to avoid manual intervention. Leave and holiday will be managed systematically to monitor staff attendance. The system shall help CTU to monitor staff’s in and out time. In case fleet not departure on time than system helps management to track the delays.  Facilitate Easier Processing System helps CTU to track and pay staff’s salary, incentive, ESI, PF and IT in short time.  Develop Centralized System HR and Depot management shall use same database to maintain employee records. This is to avoid manual duplication at various places. In case of staff transfer from depot to depot and division to division it will be updated one place.

4.5.3 Proposed Integrated Transit Management System Based on the various discussions with CTU staff, the following points were expressed as the needs of the TMS.  Replace the existing computerized systems being utilized by CTU o Waybill Management System: since the current waybill system is developed for manual ticketing and cannot be upgraded easily for the business process requirements of a smartcard based ETM ticketing system. o Existing Scheduling & Planning System: since it does not have the features for city bus services. In addition, it also has limited reporting capabilities for the requirements for city bus services. o Existing Leave Management System does not have reporting capabilities and is not being used even at present. o Stores & Inventory Management System: is expected to have issues with respect to NIC support to enhance the functionality - as per CTU staff.  Various TMS sub system to be integrated with each other to meet current and future business requirements, such as, ensuring maintenance schedules are available at workshop and depot locations through single input.  Centralized TMS to synchronize with TMS system at various places (depots, terminals, etc.).  Centralized TMS to be integrated with AVL and FCS systems for effective operations.  Only required integration to ensure no overlapping of data between the various subsystems of TMS and also other subsystems of the System Integrator tasks.

The following Exhibit 42shows various sub systems of TMS proposed for this project.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Depot

Scheduling and Workshop Rostering TMS

Stores & HR & Inventory Payroll (Replace Existing)

Exhibit 42: Sub Systems of Transit Management System

The windows based TMS software shall be deployed at each depot for smooth operation and maintenance. The centralized TMS software shall be deployed at Data Centre which communicates to various components of the TMS software at each depot/terminal and syncs the data at frequent interval to update the records. The TMS software at each depot shall work as standalone with local database in case of communication failure between centralized TMS system. Exhibit 43 illustrates the centralized and integrated TMS.

Exhibit 43: Concept of Centralized TMS

4.5.4 System Concept The proposed integrated TMS shall have following major sub systems and its features to meet CTU business requirements. Interface between various TMS sub systems are given below in Exhibit 44.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Scheduling & Planning

Exhibit 44: Interface between Various TMS Sub Systems

4.5.4.1 Depot Management System (DMS) The DMS software shall be deployed at minimum of 3 locations at each depot in Traffic, Accounts and maintenance areas.The DMS shall include the following functionalities as shown in Exhibit 45 and Exhibit 46.

Crew Vehicle Vehicle Rostering Scheduling Dispatch

Vehicle Vehicle Routine Accounting Management Maintenance

Security System

Exhibit 45: Functionalities of Depot Management System

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

•Information about Crew, Staff, Vehicle, schedules, routes, stop name and stop code, Landmarks, etc. Master Data •Master data shall be in forms with read and write access to the end user based on role and responsibility. Management

•All non ticketing and ticketing accounts carried out from the depot. Accounting System

•Crew rostering shall be done systematically based on logic defined by CTU. •There shall be a display to show vehicle in and out status at the depot gate. Crew Rostering •Optimization of crews shall be provided through a proven crew rostering software.

•System shall have the ability to create, edit and update the schedules/trips and allocate crew to the schedule. Scheduling •Optimization of bus schedules shall be provided through a proven scheduling and planning software.

•Detailed information of fuel consumption of vehicle wise and by stock, history of fuel intake, monthly fuel stock and each pump wise consumption, etc. Fuel Inventory •Alerts shall besent to concerned staff through SMS or Email in advance on the fuel stock at predefined Management time.

•Schedule maintenance, periodic maintenance, routine maintenance shall be automated in the system with detail of start and end date, status of maintenance, etc. •Shall shall allow depot manager or authorized person to set the configuration to enable or disable the alert Vehicle Routine for concered registered staff. Maintenance •Warranty tracking

•The VHMD device on the vehicle shall have diagonostic logs of vehicle engine, oil, break, fuel, etc. which shall be transfered to DMS software once the bus arrives at the depot. •The VHMD logs shall be shown in the format of MIS reports on the system with details. If case VHMD sent Vehicle the issues in code format then system shall ability to display in the readbale format for CTU for effictive Management operations.

•Gate In/Out detail as per current CTU procedures shall be captured. Security System

Exhibit 46: Functionalities of Depot Management System

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Exhibit 47 shows minimum infrastructure of Depot Management System at various departments and display near to the gate to identify the vehicle in and out status. The depot vehicle dispatching information shall be captured from AVL central software of CTU fleets. Proximity device (biometric reader) shall be installed at depot gate to record staff, crew and any other person with permission to enter depot premises shall be recorded for their HR and payroll process.

Maintenance

Exhibit 47: Depot Management System

4.5.4.2 Workshop Management System (WMS) Currently, Workshop is part of the Depot in CTU. The WMS software shall be deployed at two or more places inside each workshop area. The current/proposed workflow of the workshops shall be captured in the system. This software will be part of a centralized system to manage unique information across the division/region. Each and every fleet movement shall be captured in the system to track and reduce fleet’s non-operational hours. WMS shall send alerts through SMS and Email to authorized staff.

4.5.4.2.1 MIS Reports Customized MIS report shall meet CTU business processes by integrating VHMD device with DMS shall help CTU to track vehicle health and provide preventive maintenance when required. Sample MIS report formats are shown in Appendix 2.

4.5.4.3 Stores and Inventory Stores and Inventory management shall provide inventory position visibility, streamline in-store activity, improve CTU management performance and productivity, reduce labor cost, transport cost, barcode reader to identify product details and enter into system. The Stores and Inventory shall have following features and functionalities at a minimum:  It shall have history of purchaser name, contact detail, etc. to manage vendor and purchase order.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 System shall have track of invoice detail of each and every items that are supplied by the vendor. In addition to invoice how the payment made by CTU shall be recorded in the system.  If contingency stock goes below a defined limit, the system shall send details through email to concerned staff.  Inventory data from stores, to drive optimal purchasing and stock levels across various depots. Centralized inventory shall be provided that can update and manage the stores effectively from any location.  Inventories with unlimited product attributes, tracking of quantity on hand and in transit by attribute; multiple units of measure and flexible costing shall be present in the application to support effective inventory management.  Provide visibility and control with serial and lot based traceability, as well as integrated audit controls.  Prevent stock-outs and overstock using in-store location level tracking.  Inventory management application shall provide various performance measures, such as stock out, inventory value, etc., to support the Purchaser to improve and optimize the inventory management.  The application shall be accessible through secure role-based portal access, and easy web services integration.  Enable the performance of back-office business functions anywhere in the depot/division.  In addition to Stores and Inventory system, the application shall have provision to enter all the assets of CTU.  Asset management shall have master data of all the physical location, various types of assets and its make, model, serial number, part number, warranty, department, vendor name, etc and unique identification ID of the asset.  Ability to store images of each asset, mobile or immobile, etc. shall be provided  Provision for transferring assets between depots and divisions shall be available.  Bidder to stick tags on each of the assets.  In case of any hardware or items are lost then concerned staff shall be able log a complaint with concerned department to take necessary action. The process shall be trackable through the system  Asset management shall have enough information to claim insurance from third party vendor.

4.5.4.4 HR and Payroll System Human Resource and Payroll Software shall provide comprehensive accounting solution to meet the demands of current CTU business processes and future needs based on the system requirements. The system shall enable the user the choice of sort order, selection of branch, department, position, etc. and other parameters to generate payroll output as per requirement, either on screen or as hard copies. Following are major features of HR & Payroll:  Employee details  Staffs score card system  Time management using proximity reader  Centralized system  Quick payroll process  Email alerts as per requirements  Leave Management System  Electronic salary slip generated automatically or on-demand by authorized staff.  Integration with other systems of TMS, AVL and AFCS for crew details and leave information.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Workflow structure of the payroll system is shown in Exhibit 48:

Exhibit 48: Workflow of Payroll System

4.5.4.5 Crew Rostering Rostering module will facilitate assigning of crew members to the buses and their schedules. The rostering will be designed to follow the crew allocation methods used by CTU or the recommendation of the software, as determined by CTU after using the Scheduling & Rostering software:

 Duty preferences are taken from the crew.  While assigning the duty to the Drivers/Conductors, these preferences are taken into consideration and are assigned as per their seniority in the organization  Once a duty has been assigned to a crew member, then he continues with the same duty for the whole rostering period.

4.5.4.6 Scheduling TMS will provide the scheduling module to manage schedules decided by depot. These schedules are assigned to the bus by depot technician or approved person at depot level. If the vehicles haven’t left from the depot as per scheduled time then crew and concern people will be getting SMS alert. 70

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Schedule Software can optimize driver and bus allocation. Fixed route scheduling software provisions for the passenger demand with optimal number of buses through designing and modifying the bus routes. The application allows for modelling the planning process in public transportation which consists of different recurrent and complex tasks which start at a strategic level. At the operational level, the application provides for collecting or forecasting the number of passengers for each origin, destination and transfer point. For the crew, the software allows for optimizing at a planning level and then for daily operations. The operations process that the scheduling software is trying to optimize is:

Exhibit 49 Operations Planning Process

The scheduling software should have the following features:  Support strategic planning activities for bus and crew scheduling  Support operational optimization of bus and crew scheduling independently or together  Operational optimization of crew with consideration with labour laws and other applicable rules  Comparison of alternatives for selection of particular set of operations by the client  Integrate with the AVL system to provide real time distribution scheduling on unexpected/variable demand.  Performance reporting on service levels, cost reduction, etc.

4.5.4.7 Leave Management System Leave management system enables the HR manager to track and maintain leaves of the employees of the firm / organization. The leave management module defines various leave types based on their eligibility, which they are assigned to various employee levels. Various types of leaves are:  Earned Leave (EL) / Privileged Leave (PL)  Casual Leave (CL)

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Sick Leave (SL)  Compensatory off (Comp offs)  Maternity Leave (ML)  Paternity Leave (PL)

Leave management system enables user to create and configure leave types as per grades, designation or any other hierarchy in the organization which are driven by the rules and HR policies. Leave policies can be configured based on the requirements.  Applicability of Leave type to a pre-defined grade7  No of leaves eligible / yearly quota per leave type  Monthly Leave accrual setting  Leave rule during probation period  Leave to be applied by no of days in advance  Leave regularization policy within a defined time period  Define a window of no. of day for long & short Leave application  Sandwich leave rule configuration, that is leaves taken between Public holiday or weekly offs  Validate if two leaves types can be clubbed  Leave encashment & carry forward policy  Leave type lapse rule for Paid leaves, Sick leave, Comp offs

Leave management system allows the user to configure and exports the reports as part of the MIS and alerts. It allows to maintain the leave record of all the staff and officers and reports can be generated for different departments and to schedule the allocation of resources based on the leave calendar.

4.5.5 Other Systems Integration with TMS The proposed Transit Management System is expected to integrate with other systems like AVL and PIS that are proposed. The following Exhibit 50 shows various ITMS System interface.

7 http://www.opportune.in/ 72

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

TMS

Data FCS AVL Exchange

PIS

Exhibit 50: Data Exchange Needs

4.5.5.1 TMS with AVL & PIS AVL is a separate system to track and monitor alerts, route deviation, emergency response and two way voice communication, schedule adherence, etc. of the fleet from Common Mobility Centre by dispatchers. Generally vehicle change, crew change, schedule/trip cancellation shall be confirmed at depot before the vehicle departure. Need for Integration: On DMS & WMS data of Vehicle Master, Crew Master, Accident, Breakdown, Rostering and Scheduling are expected to integrate with AVL system. By integrating AVL with DMS, CTU will save operation time and reduce staff time and effort in updating two separate systems. TMS and AVL shall either have a single database or separate databases that shall synchronize to provide correct data seamlessly. In case of any changes, schedule will update on the DMS at depot, centralized DMS at Data centre will be synced and update to AVL Database. Vehicles that are available at workshop for maintenance shall be automatically removed from AVL system from the operations. This shall help operations team to manage the schedules effectively.

4.5.5.2 AVL with Payroll and HR The HR & Payroll is a separate software to manage all the staff personal details, working days, holiday, leave, over time and theirs wages. HR & Payroll module defined briefly in other section in this document. Need for Integration: Crew Master from HR module shall integrate with TMS and AVL system to update crew attendance and crew transfers to run smooth operations. The integrating of HR module with the Depot Management System will help DM to schedule the crew assignment effectively during their absence. During crew absence the detail shall be entered in the HR module in advance. The data will be updated on TMS software too. This will enable DM or Traffic Dept. to appoint other crew effectively. In case of crew transfer, system shall enable the alert and provide alternate crew name (who is available) to run schedules without delay.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.5.5.3 TMS with FCS Fare Collection System consists of POS and ETM machines. Need for Integration: Since FCS provides the revenue component, limited and secure data exchange shall occur. The conductor and schedule information for ETMs, bus stop locations for ticket counter POS, etc. are overlapping between the master lists of TMS and FCS. However, the data exchange should be limited to be applied by only authorized personnel and in a controlled and secure manner.

4.5.6 Other System Infrastructure at Depots and Terminals

4.5.6.1 Data Transfer of In-Bus Camera Data There will be cameras inside the bus, will be recording continuously (as per UBS II). The recording will be saved in the Security Camera Network (SCN) device which is fixed inside the bus. Video/Image Storage: Once the bus arrives at the depot, the stored data from SCN shall be transferred to storage server at depot or terminal through WLAN. The contingency approach is to have data copied to Portable drive from SCN and dumped to storage server at depot manually. After video/image data dumped to the server at particular path, the video software shall able to show the video/image at user convenient. Video/ Image are displayed on the software shall display the time of recording, vehicle ID or vehicle reg. no, driver ID, at minimum.

4.6 Transit Management Centre Transit Management Centre (TMC) is a vital part of CTU operations to bring together all the administrative functions at one place. Central Control Centre is not an independent component but TMC is a centralized location or hub of traffic/ administration of all the ITS components for processing data inputs and delivering outputs to the different ITS components on city services network, command and control, computing using the appropriate software’s and skilled key personnel and communication to and from many types of ITS applications. The sub components of TMC depend on other various ITS sub-systems and the way of operations of bus services and scale of the system.

4.6.1 System Concept The system concept for Transit Management Center consists of:  All the responsible stake holders will be jointly monitoring the CTU operations and any decision can be taken collectively and quickly.  Single data base for various data sources.  Monitoring of various operations at one place which improves productivity.  Improved response level.  Effective and efficient monitoring and control.  Reduced response time in emergency situations.  Disseminating real time information to users, commuters and project and other authorities.  More effective use of ITS applications.  Monitoring and control of various sub-systems and devices installed on the CTU buses.  Compilation, recording, analysis, processing, storage of information and data.

Exhibit 51 shows the concept of the control center for CTU.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Single Data Update

MIS AVL

DMS PIS FCS

Exhibit 51: Central Control Centre Concept of Single Data Update Module.

4.6.2 Functional Requirements The functional requirements of the TMC consist of:  Provide information and data management system for the overall control, supervision, configuration and maintenance of CTU operations.  Real time monitoring of buses on GIS map taking its geo positions received from the GPS mounted on buses and simultaneous constant computation of expected arrival times at downstream stations using the efficient travel time algorithms.  Operational management and alert monitoring of the buses in real-time to ensure improved efficiency for the agency and better service to the commuters  Passive monitoring of safety and security for infrastructure  Real-time decision making for any emergency management services.  Providing commuter support through IVRS.  Monitoring the ITS system and fault diagnosis and alarm monitoring of all sub-systems.  Data of various ITS components (data archiving) stored in control centre for any future planning or R&D purposes.  Transmitting of all the outputs to the corresponding ITS units at stations or on-board of the buses and signalized intersections in real-time through wireless communication system.  Provision of emergency numbers in the AVL application and simple quick access for the dispatcher to connect with the emergency numbers. 75

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

 Allocation of space for Traffic Police in the TMC and corresponding system support.

As it supports a lot of data processing and transmitting, TMC requires large amount of communication system to support its operations through wired or wireless. For the effective functioning of TMC and hence the efficiency of ITS, the following components are very critical to be considered,

 Automated Data Acquisition  Fast Data communication to and from TMC  Accurate analysis of data at the management center  Reliable information to the passengers/operators/other stakeholders

The accurate data analysis includes the data cleaning, fusion and analysis. Once data from the sensors or GPS units received to TMC, it should be checked. Reliable passenger information should be passed on to the public on time through efficient system having the capabilities to transmit the information through SMS, Internet and to bus stops and vehicles timely.

4.6.3 Data Archiving Central Control Centre collects traffic and incident related information about the transportation network. This data is combined with other operational and control data in order to manage the transportation network and to produce traveler information. Along with this, data of FCS, bus operations, crew details, and others will also be fed into servers in the TMC. Archiving this data is an effective way of making it available for operators who want to make improvements to their particular transportation system. TMC collects data which includes:  Traffic incidents  Traffic violations  Vehicle speeds  Schedules  Vehicle details  Fare collection details

Archiving these data provides a cost-effective way to obtain data that can be used by transportation planners, designers, and researchers alike for many purposes. Data can be used for facility planning and design, developing control strategies, congestion tracking, emissions modeling, deployment of response personnel, and schedule of maintenance and construction.

4.6.4 TMC & Video Wall The Transit Management Center (TMC) is the heart of management and control system. It is in this control room that critical decisions are made. The control center must create an environment in which information is gathered, processed and disseminated clearly in time. The vehicle position data from all the buses will be monitored in the control center. The feeds of all the cameras installed on the buses, will be monitored at the control center thereby ensuring effective 76

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

monitoring. Based on the AVL application monitoring, number of camera feeds in the control room and number of operators, the video wall will be designed to ensure optimum and effective monitoring. Control center shall have space one data center to accommodate 2-3 server racks, 8 to10 work stations for monitoring around 500 buses which includes vehicle location monitoring, dispatch, cash- up and ETM monitoring and PIS data dissemination. The design of the control center will be done to ensure optimum utilization and ease of operations for the operators working in the control center. The alarm inputs from various sub-systems and any equipment failure in the field will be monitored in the control center which will be displayed and indicated on the relevant computer/system and based on the information the operators will be able to take necessary preventive or corrective action. The emergency protocols and procedures will be made available to the control center operators for them to follow in case of any emergency situation. As the TMC and video-wall are expected to operate for 18 to 20 hours every day, high quality video display solution is recommended. One video wall of 70” size shall be installed in the TMC.

4.6.5 Man power This section of the report provides indicative man-power requirements for the Operations Agency, which can be further deliberated and fine-tuned based on the operational needs/set-up of CTU.

4.6.5.1 Assumption The following Exhibit 52 below shows the assumptions considered for the man power estimation for the operations agency.

SI. No Item Numbers 1 Number of City Buses 583 2 Number of Depots 5 3 e-Sampark POS 24 4 Number of shifts in a day 2

Exhibit 52: Data for Man Power Estimation

4.6.5.2 Dispatcher and Control Room Personnel The following operations activities are expected to be carried out at Control Centre by dispatchers.  Monitoring Vehicle movement for the tri-city operations.  Schedule creation and assignment to fleet.  Reschedule transaction and trip cancellation if required.  Monitoring and responding on alerts and events on the AVL software. Route deviation, bus bunching, over speeding, breakdown, call back request from fleet, etc.  Equipment status monitoring on the system dashboard. Like offline, online, fault, communication problem, etc.  Playback trips for operation improvements. Like bus bunching, delay, non-schedule adherence, etc.  Develop, review and appraise MIS reports on operational performance and other buses.  Review reliability, timeliness and accuracy of PIS information.  Review ETA/ETD data for accuracy on a periodic basis. 77

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Ideal education qualifications and experience of personnel for TMC operations are given in Exhibit 53.

Number Minimum Educational Minimum Work SI. No Designation Work Locations Previous Designation Qualifications Experience 1 Master’s Degree in Transportation Engineering or Operations Research Operations or Equivalent. Relevant experience Operations Manager, Maintenance 1. TMC 10 Years Manager in operations management. Manager, Transportation Engineer Candidates with experience with bus operations will get preference 16 (5 in each Experience as drivers, conductors, shift at TMS, traffic controller or ticket collectors one at each within CTU or in the region are Minimum Exp: 5 years Driver, Conductor, Ticket Collectors, 2. Dispatcher TMC & Depots depot for preferred. Reasonable computer Control room Operator each shift) skills to run the AVL/FCS application is required. Systems 3 Systems Administrator, Systems 3. TMC / Depots/ POS Bachelor’s Degree in Electronics 3 Years Administrator Engineer

Exhibit 53: Education & Experience Qualifications for ITS Staff

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

4.6.6 Roles and Responsibilities The roles and responsibilities for the various agencies involved in the project, along with the responsibility matrix is provided in this section.

4.6.6.1 CTU CTU will be administering the operations and will be responsible for the scheduling of the buses and crew rostering.

4.6.6.2 System Integrator The SI is expected to closely work with bus manufacture/ OBITS equipment manufacture, CTU, and Consultants appointed by CTU. The SI shall provide all the integration support and develop necessary API, Program and necessary development to integrate with OBITS equipment. The SI scope of services shall include the following:  Planning & Design o Development of Implementation Schedule in MS Project detailing each task of the project along with intelligent estimate of timelines and dependencies. o Development of Software requirements and Hardware requirements document. o Development of System Requirements Specification o Development of PIS design document specifying the format, font and such to develop the layout of the PIS board that the commuter finds simple and easy to understand. o Power calculations and sizing of UPS and DG o Test plan development o Field equipment installation diagrams including electrical diagrams as required. o Installation check sheets  Hardware o Provide PIS boards for bus stations, interchanges, depots, etc. o Potentially provide OBU, BDC and ETM for city bus services. o Servers, Switches, Racks and other network components for the-AVL system. o Workstations with large dual monitors for dispatchers. o Workstations with large monitor for depots, etc. o SMS and IVRS hardware  Software o Development/Tailoring of API for bus manufacturer’s OBITS system integration with SI’s system o Oracle database for the data. o Fully functional and highly customizable AVL application consisting of master database, maps, MIS reports, etc. o PIS software for showing information in Hindi and English. o Commuter Portal. o MS Office (Word, Excel and PowerPoint) for workstations.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

o Other supporting software for the AVL system.  Integration o Integration of other subsystems as required for seamless implementation of the project o Integration with field equipment from Control Center.  Training for relevant personnel  AVL & PIS implementation  Maintenance support for system and field equipment Exhibit 54 shows the responsibility matrix of various activities carried during the project execution and maintenance.

Sl. Support and Category System Component Setup Ownership No. Maintenance 1 FCS Bidder Purchaser Bidder 2 AVL Bidder Purchaser Bidder 3 PIS Bidder Purchaser Bidder 4 Software TMS Bidder Purchaser Bidder 5 Accurate Data to be Provided Purchaser Purchaser Purchaser 6 Data entry work for all master data into application Bidder Purchaser Bidder 7 FCS Bidder Purchaser Bidder 8 AVL Bidder Purchaser Bidder 9 PIS Bidder Purchaser Bidder 10 Hardware TMS Bidder Purchaser Bidder 11 Communication System Bidder Purchaser Bidder 12 UPS power backup including batteries Bidder Purchaser Bidder 13 Removal and fixing of hardware/equipment Purchaser Bidder 14 DR Site DR Site Service Bidder Bidder Bidder 15 Central Control Center Purchaser Purchaser Purchaser 16 Civil, Electrical Works and Furniture Purchaser Purchaser Purchaser 17 Depot/Interchange/Workshop Infrastructure Purchaser Purchaser Purchaser 18 TMC - , Raw Power supply DG Set Purchaser Purchaser Purchaser 20 Infrastructure Data Center equipment's Bidder Purchaser Bidder 21 Geo-Fencing Survey Bidder Purchaser Bidder 22 Logistics for Removal and fixing of Purchaser Purchaser Purchaser hardware/equipment 23 Data Center Purchaser Purchaser Bidder 24 Printer Paper (A4) Purchaser Purchaser Paper rolls for ETM machine Paper roll for POS ticket printer Diesel for Generators DVD/CD for any video/image backup Consumables Monthly Telephone bill SMS cost IVR System call cost 25 All Printer cartridges supplied by supplier Bidder Bidder Tape Data Cartridges Printer Head 26 Space for Training Purchaser Purchaser Purchaser 27 Training Training materials, system, hardware Bidder Bidder Bidder Exhibit 54: Responsibility Matrix 80

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5 Procurement Plan and Project Financials

Project procurement plan consists of the process of identification of need of the project in terms of good required, transportation, maintenance. Whereas, implementation plan consists of the design and specifications and project scheduling (time frame for implementation). In this chapter, the process of procurement and implementation of the ITS project for CTU is detailed.

5.1 Procurement Plan In the procurement plan, the selection of ITS implementation agency also referred to as System Integrator (SI) will be done. SI will provide all components planned in the ITS, integrate, test, roll-out and manage the system for a specified period of time. CTU shall float a tender for global participation on a single stage bid process which consists of technical and financial bids together which follows the National Competitive Bidding (NCB) process. The cost of the bid document and last date of purchase will be announced along with the date and time of bid opening.

5.2 BOQ and Costs Estimation The BOQ for the CTU ITS project is as follows:

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Quantity exclusive of Item Code Component Location Subsystems / Items spares/ consumables

1.1 Fare Collection System (FCS) FCS FCS Software FCS Central System Software inclusive of but not limited to: FCS Database application (Primary Server + DR Server) FCS FCS application software (Primary Server + DR Server) FCS Anti-virus software (Primary Server + DR Server) 1 FCS Automatic Back-up\ archiving software FCS Any other COTS software (Primary Server + DR Server) FCS TMC FCS Hardware FCS Central System Hardware inclusive of but not limited to: FCS Primary Server 1 FCS DR Server 1 FCS Automatic Back-up devices with media 1 FCS KVM Switch with LCD Monitor 1 FCS Server Rack (includes rack requirements for all systems) 1 FCS Network All-in-one-printer 4 SC FCS Smart Card Issuance Work-Station POS (16 E-Sampark – Only in Chandigarh) inclusive Hardware of but not limited to all software and hardware related to: FCS Camera 24 FCS Document scanner 24 POS FCS Smart card revaluing device 24 FCS Workstation 24 FCS Handheld ticketing machine inclusive of but not limited to: Field Equipment FCS Handheld ticketing machine inclusive of all related accessories, software to meet 1283 / Depots the requirements

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

FCS 1283 3G/GPRS enabled SIM Cards FCS Smart Card Personalization FCS Smart Card Personalization Printer 3 FCS Camera 3 FCS Document scanner 3 FCS Workstation 3 TMC FCS Handheld ticketing machine inclusive of all related accessories, software to meet 15 the requirements (for CTU Auditors) FCS Central Control Centre Operator Work-station for FCS FCS FCS Cash-up workstations 2 FCS Fare media - Smart Cards 1,00,000 1.2 Automatic Vehicle Location System (AVL) CS Software AVL AVL System Software inclusive of but not limited to AVL RDBMS Database AVL AVL Central Application software 1 AVL Automatic Back-up/ Archiving software CS Hardware AVL AVL Hardware inclusive of but not limited to AVL AVL Server 2 AVL Database Server 2 AVL Tape Drive 1 AVL Tape Data Cartridges 30 AVL Communication Server 2 AVL Web Server 2 AVL Domain Server 1 AVL 3G/GPRS enabled SIM Cards 513 AVL AVL Workstation AVL AVL Dispatcher Workstation with Dual Monitor and necessary accessories 8

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

AVL EPABX 1 AVL Landline Phones 8 AVL Hands free/ Headphone 8 AVL Printers AVL All in One Printer (Color Print, Copy, FAX) 1 AVL LaserJet Printer 2 AVL KVM Switch with LCD Monitor 2 OB OBITS Hardware as per UBS II Hardware AVL AVL Single Control Unit and Bus Driver Console 134 AVL Side Destination Boards 204 AVL Front Destination Boards 34 AVL Inner Destination boards 34 DR Site AVL Disaster Recovery Service AVL Disaster Recovery Service for Complete AVL system (includes FCS) 1 1.3 Passenger Information System (PIS) PIS PIS Customized or COTS Software for PIS 1 PIS Commuter Website 1 PIS Commuter IVR System 1 PIS Commuter SMS System 1 PIS Commuter Mobile Application 1 PIS 17" LED Passenger Information Display at Bus Stops across City 22 PIS 32" size of Passenger Information Display at ISBT's, etc. 8 1.5 Transit Management System (TMS) TMS TMS TMS Central Application software including Scheduling & Rostering 1 TMS TMS Application software for workstation 50 TMS TMS Server (Primary & Secondary) 2 TMS Workstation for TMS with 17" LCD monitor and other accessories 40

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Workstation for monitoring Video/Image with 17" LCD monitor and other 2 TMS accessories TMS Printer and Scanner for TMS workstation at Depot 4 TMS 55" size of Passenger Information Display at Depot 6 TMS Cameras 4 TMS Proximity Reader 4 TMS Proximity cards for staffs 2500 TMS In-bus cameras 134 TMS In-bus NVRs for camera recording 134 1.6 Transit Management Centre (TMC) TMC TMC Video Wall 1 x 70" 1 TMC Data Archiving Software 1 TMC Tape Drive Cartridges 30 1.7 Communication System (COMM) COMM COMM Data Center - Network Components and LAN 1 COMM TMC Data center (Data & Internet) 1 COMM TMC Data center - Redundancy 1 COMM Primary to DR Site 1 COMM Depot (Broadband for 10 workstation) 5 COMM PIS Display (Dongle/Broadband) 30 COMM IVRS (Switching device) 1 COMM SMS (Modem) 1

Exhibit 55: Bill of Quantities (BoQ) for CTU ITS Project

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

5.3 Financial Analysis of the Project The summary costs are provided here. The detailed costs are provided in Appendix 3.

Capital Cost O&M Cost for Component SI Cost (10% of Capital) Total Project Cost Total Installed Cost Spare Cost Total Capital next 6 years

Total ₹ 1356,91,600 ₹ 0 ₹ 1356,91,600 ₹ 220,01,660 ₹ 135,69,160 ₹ 1712,62,420 *FCS – Fare Collection System, AVL – Automated Vehicle Location, PIS – Passenger Information System, TMS – Transit Management System (Depot Management, etc.), TMC – Transit Management Center Exhibit 56: Summary Costs for CTU ITS Project

5.3.1 Project Phasing Based on discussions with CTU, the following phasing was considered for the implementation:

Phase Phase Phase 1 ITS 2 MIS/ERP - TMS 3 TMC •FCS •Depot/Workshop • Video Wall •AVL Management • Control Room •PIS •HR/Payroll •Scheduling/Roste TMC ring • Data Center for AVL, FCS & PIS TMC • Basic Control • Addition to Data Room Center for TMS • Data Archival

External Bus Displays

Exhibit 57 Phasing for the CTU ITS Project

CTU preference is to implement the three phases is through a single System Integrator (SI). The SI is expected to complete the implementation in a phased manner with Phase 1 being for 6 months, Phase 2 from 6 to 12 months and Phase 3 from 12 to 18 months. The SI is expected integrate all the components to provide seamless implementation with minimal data entry and external dependencies for CTU.

The phasing is determined based on immediate needs of CTU as identified by its core team. In Phase 1, the automated ticketing through ETMs, the AVL system to provide the realtime information on the buses, and the 86

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

PIS information for commuters were considered as priority. The bus routes, driver/conductor information, etc., shall be entered through the AVL system. It was felt that these ITS systems will provide the management with the necessary data to get an understanding of the problems with passenger demand and scheduling needs. A basic room with systems and a basic data center will be implemented in this phase. Based on the SI system, either the existing datacenter of CTU or a new location will be selected.

In Phase 2 the Transit Management System (TMS) solutions which focus on the current core activities that are being conducted by CTU like stores & inventory, maintenance activities, scheduling & planning, ticketing, etc. While some activities are already computerized, many of the activities are done manually by CTU staff. Hence, the implementation of this phase requires substantial business process reengineering that starts with building capacity within existing CTU staff. The GMs, Stores Managers, etc. all require to become computer literate to make the Phase 2 successful. Data Archival shall be implemented in this phase rather than Phase 1 to ensure its usage for all the systems (AVL, ticketing, etc.) in an effective manner. The needed additional servers for TMS system shall be added to the data center implemented in Phase 1. Finally, external PIS displays for the 34 existing buses for rear and side locations shall be implemented at this point. The objective of the boards is to ensure that passengers can identify the bus routes from behind and side of buses; and do not need to run to the front of the bus to identify them. Currently, CTU is still having trouble accurately inputting the route information for the front external PIS display, hence many buses are seen with a static board that is showing conflicting information that the electronic display. These electronic boards were phased such that CTU is more adept at implementing ITS solutions.

In Phase 3, CTU seeks to implement a proper control room with a video wall. The expectation is that by this time AVL system would have penetrated CTU and would need support from realtime dispatch operations. Hence, a control room with video wall will be a need and can ensure CTU to provide efficient realtime operations.

5.4 Project Cost The costs are estimated based on the tentative bill of quantities as discussed in the chapter. The total project cost is sub-divided into capital cost and recurring cost. Capital cost is the initial investment for the project estimated based on the market survey for all the ITS components. The total capital cost for the project is estimated at Rs.13.56 crores. The total cost of the project is estimated at Rs. 17.12 crores

The recurring cost includes the operating and maintenance of the ITS infrastructure, human resource, depreciation and overheads. The estimate for the recurring cost was arrived based on the project needs and discussions with CTU. The total recurring cost is estimated at Rs.2.2 crores for the project period of 6 years. This project period shall be extendable to 8 years based in the SI bid document.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

6 Implementation Plan

Implementation plan describes the how the proposed system will be deployed, installed and made operational. The plan shown in Exhibit 58 consists of an overview of the proposed ITS system, description of the major tasks in the implementation, resources involved in the implementation. The implementation is developed during the design stage of the project and updated during the deployment stage based on the ground conditions.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Activity/ Reports Due Implementation & Acceptance Phase Sl. No. Project Phases Phase 1 Phase 2 Phase 3 Item of Activity (Work) Month 1 Month 2 Month 3 Month 4 Month 5 Month 6 Month 7 Month 8 Month 9 Month 10 Month 11 Month 12 Month 13 Month 14 Month 15 Month 16 Month 17 Month 18 A Project Planning and Design Documentation A-1 Project Plan A-2 Site Survey Report D A-3 Hardware Design Documentation A-4 Software Design Documentation D A-5 System Requirement Specifications D A-6 Implementation Plan D A-7 Monthly Progress Report D D D D D D D D D D D D D D D D D A-8 Phase-wise Status Report D D D A-9 Exit Management Plan D A-10 Final Project Report D B ITS - Fare Collection System B-1 Procurement - ETM & Workstations B-2 Installation & Configuration D B-3 Smart Card and ETM Integration D B-4 Testing D B-5 System Acceptance D B-6 MIS Report D C ITS - AVL and PIS System C-1 Procurement - AVL, PIS Display Boards & In-bus Display Boards C-2 AVL Installation (134 Buses) C-3 PIS Installation at Bus Stations C-4 AVL Software Integration (513 buses) C-5 Commuter Portal - Website, SMS, IVRS, Mobile Application D C-6 On-bus PIS Intergation D C-7 Testing D C-8 System Acceptance D C-9 MIS Report D C-10 Destination (External) Boards Installation, Testing and Acceptance D Transit Management Centre D-1 Data Centre Hardware Procurement for Phase-1 D-2 Data Centre Hardware and Software Installation D-3 Phase-1 ITS Software Customization D D-4 Basic Control Room Setup D-5 Testing D D-6 System Acceptance D D-7 Data Centre Hardware Procurement for Phase-2 D-8 Data Centre Hardware and Software Installation D-9 MIS/ERP Dashboard D-10 Scheduling & Rostering D-11 HR & Payroll D-12 Depot Centralization D-13 Workshop Management System D-14 External Bus Display Installation and Interface D D-15 Testing D D-16 System Acceptance D D-17 MIS Report D D-18 Procurement for Phase-3 D-19 Central Control Room D-20 Video Wall Installation and Integration D-21 Integration of All Systems D D-22 Testing D D-23 Project Rollout D D-24 Final Operational Acceptance D G Training & Capacity Building G-1 Training Plan D G-2 Equipment Installation Manual D G-5 Hands on Training G-6 Capacity Building Workshops Exhibit 58: Implementation Plan

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6.1 Studies As part of the ITS implementation, the system integrator shall undertake study of the existing operations, objectives and goals to be achieved through project. The activities to be undertaken by the SI are as follows: a) Review existing management systems and capabilities  Conduct existing staff interviews  Review of internal management practices  Identify information flows in area including schedule development, dispatch operations and commuter information system. b) Identify the technology function requirements  Identify the activities necessary to support the project during and post implementation  Recommendations to develop technology capabilities within the organization c) Develop operating procedures for information technology  Develop manuals and handbooks on operations and system information. d) Estimate resource requirements for the continued operation of technology system  Develop estimations for cost and personnel for implementation and support of the project.  Recommendations of existing staff skill development and new recruitments if required.  Identification of implementation risks and schedule deviation due to staff availability during different phases of project implementation.

6.2 Project Implementation Unit CTU will set up a Project Implementation Unit (PIU) with the following staff composition for the monitoring of the project implementation.

SL NO. DESIGNATION IDENTIFIED OFFICIAL

1 PUI – Head General Manager (Computerisation)

2 Member Head of Traffic and Operations department

3 Member Head of Engineering Department

4 Member Head of Administration and Accounts

5 Member General Manager (Purchase)

6 Member Financial Manager

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6.3 Roles and Responsibility Each stakeholder has specific role to plan in the implementation of the ITS project. Roles and responsibilities of the stakeholders are outlined below. Roles and responsibilities will be detailed out with liability clauses during finalization of the contract.

6.3.1 Project Implementing Unit / CTU  Develop Standard Operating Procedures (SOPs) for all processes and freeze the requirements for the SI to implement before start of implementation.  Providing approvals at various stages and release of funds based on the progress.  Providing and arranging the permissions for SI for implementation of the work.  Provide required assistance in data gathering and other key requirements during the implementation phase of the project.  Facilitate meetings between various stakeholders during the project execution phase.  Facilitating workshops for knowledge transfer from the SI to the CTU staff on the use of the ITS equipments and software.

6.3.2 System Integrator  Design, supply and implementation of the ITS components are the responsibilities of the System Integrator (SI).  Ensure all ITS sub-systems are fully integrated for smooth operation of the system end-to- end.  Delivering quality products and providing the quality service is SI responsibility.  SI should ensure SLAs are met during the operation phase of the project.  Deploy adequate staff to complete the tasks in the specified time as per the implementation plan.  Provide technical assistance and training to the CTU staff on usage of the hardware and software which are part of the project.

6.3.3 Project Evaluation Agency Project Evaluation Agency will be an external third party agency who will evaluate the implementation of the ITS project.  Preparation of the pre implementation report.  Undertake pre and post implementation studies.  Timely evaluation of the project and report submission

6.4 Scaling Requirement The initial system is being planned for 583 buses, 4 depots (excluding Tata AMC buses). The application software and the hardware shall be capable of handling future demand of 1000 buses, 10 depots and around 5000 staff.

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6.5 Operations Concept Exhibit 59 shows the relationship between external, central, and field systems that will interface with the proposed ITS system. The exact configuration and full capability of the external, central, and field systems will depend on the information available and format of the information from the external sources. Conceptually, however, this proposed ITS system must be flexible and able to support a number of new systems as needed.

Exhibit 59 Operations Concept

External Systems – These systems exist outside CTU ambit, such as traffic data, road weather, customers with requests, or emergency notifications from police or fire services. CTU must interface with these systems to provide a safe and reliable bus service. The means by which agency collects this data must be flexible as the systems will not have standardized interfaces. For example, individual police may telephone the Control Centre with details of an emergency, while traffic data may be supplied in the future by some Tricity agency electronically. Internally, CTU must process this data in a standardized fashion that will enable a consistent distribution between the Field Systems (e.g., onboard equipment) and the Central System (e.g., Controllers).

Central System – This element represents both the CTU central information systems and the central operational processes that take place at the Control Centre, as well as storage, maintenance, and security facilities within CTU. Information is collected at this level from a variety of sources. These include information from external systems to CTU, internal central systems (Stores Inventory Software, etc.), or from the vehicles or field personnel such as Traffic Controllers. The information is processed into a standardized format that works for the recipients to whom it is then distributed (e.g., bus drivers, local police, customers).

Field Systems – These include the CTU buses, maintenance vehicles, mobile data systems, personnel, and non-CAD/AVL onboard systems such as the ETMs, etc. Notifications from the field systems, for example, a vehicle health status alert from VHMD diagnostics, can be distributed and trigger a central system such as maintenance to alert mechanics to an issue on board a vehicle. Alternatively, maintenance may turn off an alarm on a vehicle remotely, or the Control Centre may 92

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control an onboard system, such as the on-board passenger information sign, by distributing a command.

6.6 Risk Management Process Risk is inherent in any project. It is more so in ITS projects due to the lack of organizational strength in the agency and availability of skilled firms/professionals for implementation in India. Exhibit 60 below provides a roadmap for key risks identification, monitoring and mitigation.

COMPONENT SUBCOMPONENT RISK MITIGATION Lack of accurate schedules and routes mapped out by the agency CTU Staff to freeze all the routes, Accurate leads to inaccuracies in the AVL signoff and share with the SI. Clear Schedules & software, which leads to route SOPs should be provided for Routes deviation errors. Also drivers operations will mitigate the risk. following the daily schedule is another concern. CTU Traffic Department Staff to travel the routes and get inputs If all the bus stops are not properly from the conductors. Bus Stop mapped, skipping of bus stops will Bus Stop locations where no physical shelter occur in voice announcements. In Locations is present should be marked by addition, the ETA information will paint for the SI. This will ensure not be provided for these bus stops. that the geo-fencing locations are AVL System fixed in one go. SI shall conduct a detailed study of operating buses using voltmeters to Voltage spikes, installation issues Bus measure spikes in voltage. In were common problems faced in Installations addition, bus body shall be studied other cities for ITS implementation. and installation diagrams shall be provided for CTU approval. CTU to ensure that all OBITS The new JnNURM buses have equipment is fully compliant with installed UBS-II OBITS equipment, UBS-II standards and protocols. Integration while the older buses require SCU & CTU should test the equipment for BDC. Integration shall be a conformity. challenge. SI to tailor/develop APIs, etc, to integrate the system. PIS installations should occur where security can be provided by CTU or any other government agency. It should be clearly understood that the SI cannot provide security for the display Security and maintenance issues board. However, the SI should PIS System Installations have been principal concerns for provide casing around the display PIS display boards. boards where required to ensure its safety. The SI should have automated alerts for maintenance issues of the remote PIS displays. CTU should have log sheet and a process to keep track of the

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COMPONENT SUBCOMPONENT RISK MITIGATION working of the displays on a daily basis. Adequate training should be provided. Speakers from other Acceptance by ETM is critical element of the ITS Fare STUs where ETMs are used should CTU drivers system and needs to accepted Collection be bought to CTU to give and immediately before the rest of the System confidence that the system is conductors system. friendly and helpful to the employees. TMS System Application The Software Application correctly SOPs on all the processes before Development representing the processes of CTU. implementation can mitigate this risk. CTU ITS Data Data transfers are not seamless Detailed design stage with the SI to System Integration resulting in various subcomponents ensure that the design documents not providing the expected benefits. and SRS are in line with the requirements of the project and the data transfer needs. Exhibit 60 Risk Assessment & Mitigation

6.7 Training & Knowledge Transfer

Training and knowledge transfer program should be initiated by CTU to support the penetration of ITS throughout the organization. CTU Staff, System Integrator and Project Management Consultant (PMC) shall be responsible for the training. The training material shall be developed for both management and staff of CTU. The training material should be in local language (Hindi or Punjabi) for the staff who are not comfortable with English. An example of AVL training is shown in Exhibit 61.

Exhibit 61 Vehicle Mounting Unit/CAD-AVL unit (VMU) Training Manual from IBI’s VTMS Project

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The training should look at the stakeholder requirements, type of ITS understanding required and mode of training. Preliminary training schedule is shown in Exhibit 62.

Stakeholder business need training module duration mode of training Driver/conductor  High level  Intro to ITS 2 hours Presentation understanding  SCU Usage Control Room of ITS  Basic MIS Visit  Understanding Reports of SCU and its functionalities  How ITS is used that impacts the drivers & conductors Depot Manager/  High level  Intro to ITS 2 days Presentation Senior Depot understanding  Detailed ITS Hands-on Staff of ITS Applications Training  ITS Usage Introduction  Detailed MIS Reports Management  High level  Intro to ITS 1 hour Presentation understanding  Basic MIS of ITS Reports  ITS Usage Mechanical Staff  High level  Intro to ITS 2 hours Presentation understanding  Vehicle Control Room of ITS Installations Visit  Equipment Fixing

CTU ITS Users  Detailed  Intro to ITS TMS - 5 Presentation understanding  Detailed ITS days Hands-on of ITS Applications AVL – 2 Training  Detailed Handson days understanding Training FCS – 2 of Applications  Detailed MIS days  Detailed Reports understanding of MIS report Exhibit 62 Preliminary Training Plan

6.8 Monitoring & Evaluation Plan Monitoring and evaluation are important tools to track the progress of the project and to facilitate decision making in keeping the project on the right progressive path. The objective of the monitoring and evaluation is to keep track of the progress of the project and to analyze the progress to plan the future course of the project. For ITS projects, it is important to track the penetration of ITS and whether the benefits are realized. A preliminary M&E framework is presented for CTU to track the project.

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Sl Performance Source of Location of Reports and Details / Criteria Measures Sample size No. Indicator data measurement frequency Explanation 1 Commuter impact Waiting time, travel Along the route & Primary - time at station, Commuter From user surveys at Impact : Overall 1.1 User crowding at bus stops, 1% satisfaction bus-stations and on- Bus operations survey on board crowding, board timely information Before ITS installation, Quarterly Primary - Commuter surveys at Change in waiting time after ITS installation Impact : PIS ( 1.2 Waiting time User selected bus stops for commuters in till end of the Display boards , 1000 survey along the route minutes assignment SMS , Web ) Surveys at selected Change in total travel bus stops along the Impact : Modal 1.3 Travel time Primary time of commuters in 100 route & Vehicle shift minutes Tracking reports Waiting time + travel 1.4 User cost time

Availability of User From webpage Real-time CTU commuter friendly 2 months after Impact : PIS, service survey & access count, SMS 1.5 route maps, schedule, complete ITS Website, SMS All information to SMS / counts and user real time information installation services commuters Web stats surveys etc 2 Operator (CTU) impact Primary - Before ITS Impact : Staff Depots / Divisional ITS impact on CTU 2.1 Staff installation, 2 months Organizational 1% of Staff Satisfaction offices operations survey after ITS installation acceptance of ITS After pilot study, during project Primary - Knowledge of ITS and ITS Penetration Depots / Divisional implimentation,2 2.2 Staff its applications among 100 at STU offices months after survey the CTU crew complete ITS installation Change in the Before project Impact : Operational operational cost per installation, 6 months All - for one month period 2.3 Secondary CTU operation Operational cost / km kilometer before and after complete ITS for baseline and after-project planning after the project installation

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Change in the Operational operational cost per 2.4 cost / Secondary CTU operation passenger passenger before and after the project Change in the total EPKM – earnings of the 2.5 Earnings per Secondary CTU operation operator per kilometer kilometer before and after the project Change in the total earnings of the EPP – Earnings 2.6 per passenger Secondary CTU operation operator per passenger before and after the project Change in the overall 2.7 Profit Secondary CTU operation Profit before and after the project 2.8 Operational impact ■ Timely departure from ■ < - 10 terminals is min essential to maintain good ■ -10 to -1 schedule min downstream ■ -1 to 5 ■Before ITS min Before project Departure / selected Number of trips within implementation- Schedule installation, 2 months 2.8.1 ■ 5 to 10 Primary Intermediate / Arrival the described tolerance records from CTU 1000 data points adherence after complete ITS min points / deviation range can be accessed installation ■ 11 to 15 for evaluation min ■ Irregular headway ■ > 15 min increases waiting time and diminishes the effective capacity of buses 3 Environmental impact

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

All - for one month period Fuel Vehicle Tracking Change in fuel Impact : 3.1 consumption / Secondary 6 months for baseline and after- data consumption in liters Passenger fare passenger km project 4 Safety

Accidents per Sector wise , Measures provide All - for one month period 100,000 vehicle Number of accident per 4.1 Secondary Vehicle Tracking Quarterly passenger and for baseline and after- km (Vehicles & 100,000 vehicle km data vehicular safety. project Passengers) Accidents per Sector wise , Measures provide All - for one month period million Number of accident per 4.2 passenger Secondary Vehicle Tracking Quarterly passenger and for baseline and after- million passenger trips trips (Vehicles data vehicular safety. project & Passengers)

Secondary Sector wise & In case of emergency All - for one month period Incident - measured actual or accidents the time Impact : Central 4.3 Quarterly for baseline and after- response Operation response time from taken in minutes to control station project records the records respond / clear it 5 Others Terminals and bus ETA & ETD Accuracy of the bus 5.1 Primary stops where display Monthly 30 locaitons accuracy arrival and departure boards are installed information 5.2 ITS commissioning

SCU & BDC 5.2.1 Buses All Locations installation Display board Terminals and bus 5.2.2 All Locations installation Primary - stops Field SCU & BDC Monthly after pilot 5.2.3 surveys Buses All Locations functioning installation till completion Display board Terminals and bus 5.2.4 functioning All Locations stops ITS 5.2.5 MIS reports System All Reports generated

CTU - Chandigarh Transport Undertaking ; ITS – Intelligent Transport Systems; STU – State Transportation Unit;PIS- Passenger Information System; SCU - Single Controller Unit; BDC - Bus Display Console; MIS – Management Information System; ETA – Estimated Time of Arrival; ETD – Estimated Time of Departure

IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

APPENDIX

September 2015 99 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

Appendix 1 – Baseline Scenario of City Bus Services

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Introduction

Demographics

The following Exhibit 63 summarizes the base line scenario on demographics of the study area.

POPULATION GENDER CITY LITERACY RATE (%) AVERAGE INCOME (2011) RATIO8 Chandigarh 10.55 Lakh 817 86.05 (Female: 64.8) - Mohali 1.7 Lakh 911 93.22 (Female: 91.1) - Panchkula 2.1 Lakh 883 87.86 (Female: 84.0) - Tri city 14.25 Lakh - - Rs. 22,857/month National Average - 940 74.04 (Female: 65.5) Around Rs. 5,500/month Exhibit 63: Demographic Characteristics of Study Area

The primary, service and manufacturing sectors are the major employment sources in the study area. CTU city bus service aims to serve the travel needs of the total population of tri-city which is about 1.4 million people. The average household size is 4.46. The table below shows the projected population for the three cities.

#POPULATION SOURCE FOR CITY POPULATION (2031) (2011) PROJECTIONS Chandigarh Master Chandigarh 10.55 Lakh 15.5 Lakh Plan for 2031 Mohali 1.7 Lakh 8.15 Lakh CMP for Chandigarh Urban Complex Panchkula 2.1 Lakh 5.42 Lakh

Tri city 14.25 Lakh 29.07 Lakh | # Census

The average income of household (Rs. 22, 857 /-) of the study area is quite high when compared to that of national average which also could be the reason for high motorized vehicle ownership. The average household transport expenditure is around 10.8% of total household income9 as shown in . The Master Plan for Chandigarh states that 86% of the households have either car or two-wheeler or both. Given the income levels and private vehicle ownership numbers, modernizing of city bus services is required to focus on increased comfort and reliability is essential to shift the people from private motorized vehicles to the public transport. Frequency and comfort mostly will have greater impact on bus ridership than fares.

Institutional Framework

Various functions related to transportation services in the city and responsible agencies are listed in the below Exhibit 64.

8 Gender Ratio is the number of female persons per 1000 people 9 CMP for Chandigarh Urban Complex, 2009

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FUNCTION RESPONSIBILITY Municipal Corporations10 and Chandigarh Transport Infrastructure and O&M Maintenance Administration Policy for Traffic, Vehicle Registration Transport Department of all the three areas Chandigarh Administration for Chandigarh and City Urban Planning Punjab and Haryana Urban Development Authorities for other two cities. Traffic Rules Enforcement, Awareness and Traffic Traffic Police in all the three areas. Management City Bus Services Chandigarh Transport Undertaking (CTU) Municipal Corporations, Development Authorities, Interstate and Intercity Bus terminals Chandigarh Administration & Operations by CTU Bus Stops Maintenance Municipal Corporations in all the three areas. Environmental Pollution Control Pollution Control Board and Committee Intercity and Inter State Bus Services CTU, Haryana Roadways, Punjab Roadways

Exhibit 64: Key Transportation Services and Responsible Agencies in the Tri-City Area

CTU is responsible for the city bus services in the study area. CTU was established in the year 1966 with a fleet of around 30 buses and now provides bus services to the public covering the city, suburbs and the neighboring states. CTU is also a member of Association for State Road Transport Undertaking (ASRTU). The organizational structure of CTU is been shown in the Exhibit 65 below.

Director, Transport, Union Territory, Chandigarh

Exhibit 65: Existing Organizational Structure of CTU

Exhibit 66 presents the growth of population & registered vehicles and accident pattern over the past 5 years. The rate of growth of vehicles is faster than the rate of growth of population which is a threat to the urban transport system. It can be observed from the graph that, there is a decline in number of

10 Municipal corporations of all the three areas of tri-city areas

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accidents from 2010 which may be attributed to the introduction of new JnNURM buses in 2010. It also shows the potential of city bus services to gather more mode share with more population.

Exhibit 66: Growth of Population, Registered Vehicles & Accidents in Chandigarh

The user satisfaction survey conducted by The World Bank reports that 77.2 % people stopped using the bus once they bought a TW or a car. Chandigarh Traffic Police are active in enforcement of traffic rules and in public education through different means. A lot of guidance on following traffic rules and fines is provided in their website (http://www.chandigarhtrafficpolice.org/index.php). Police are encouraging people to travel through public transport and non-motorized transport to reduce congestion and accidents. They are also trying to encourage public to participate in traffic enforcement by becoming traffic marshals.

Travel Characteristics

Per capita trip rate in the tri city area is 1.32 including walk. This walk trips include the access and egress legs of PT and IPT trips too. Trip lengths mostly depend on the distribution of different activities. As per the CMP study of 2009, Mode shares for different modes in Chandigarh Urban complex area11 are shown in the below Exhibit 67.

It can be observed from the Exhibit 40 that, there is a significant mode share of walk and bicycle modes. This is due to the presence of good pedestrian footpaths and cycle tracks in the city. The private motorized trips comprise about 50% of total trips from where the shift to public transport should be aimed primarily. There are about 30% of trips by non-motorized modes which is a good sign, and bus

11 It is to be noted that, the mode shares provided here are of 2009 year due to the lack of the latest data than that for tri-city area. Hence, it may subject to change at current year.

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has a further scope to get passenger shift from the motorized trips with improved and modern bus services. There are 11.2 % of trips by bus as a mode in the tri city area. However, there would be an increase of ridership as on date as 100 more new buses have been inducted into city bus service after 2010.

Travel Mode Shares in Tri City in 2009

8, 15.07% 1, 17.35% 2, 2.87%

3, 10.94%

7, 35.38% 4, 11.24 %

6, 1.29% 5, 5.85%

Exhibit 67: Mode Shares for Different Modes in Tri City Area in 2009

Relevant Future Proposals

The following (as given in Exhibit 68) are the different development proposals proposed by CTU and other authorities of Chandigarh, which have impact on city bus services in the Tri-City area.

S. PROPOSED PROPOSAL STATUS NO. BY/ UNDER 1 Augmentation of Buses from CTU About 449 buses have been sanctioned and JnNURM procurement process has been initiated by CTU. Some buses also got delivered. 2 Expected Augmentation of CMP About 1250 buses have been estimated to be Buses present as city bus service, in CMP considering the Metro Rail and BRT system. The numbers may increase, if these systems don’t get implemented by that year. 3 Bus Shelters Improvement & CTU and Chandigarh Administration is in the process of Rebuilding Chandigarh finalizing the design of new shelters. Retrofitting of Administration bus shelters has not yet started. IBI has given inputs on the same. 4 Bus Depot Development CTU and Chandigarh Administration is in the process of Chandigarh finalizing the design of new depot. IBI has given Administration inputs on the same. 5 Bus Depot Development CMP CMP has suggested having 8 bus depots by 2021 for city bus service. 6 New Inter State/ City Bus CMP Information Not Available Terminals (3) 7 New Intra City Bus Terminals CMP Information Not Available for BRT

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S. PROPOSED PROPOSAL STATUS NO. BY/ UNDER 8 Metro Rail & BRT CMP Metro Rail (64.3 Km) and BRT (144.2 Km) have been planned as per CMP. Metro DPR has been prepared for 7 corridors. But these proposals are not yet approved. 9 Recruitment of employees CTU CTU is in the process of recruiting about 230 drivers and 230 conductors by ‘outsourcing to a private company’. 10 Public Bike Sharing System Chandigarh In the process of preparation of DPR. Administration

Exhibit 68: Summary of Relevant Future Proposals in Chandigarh by Different Agencies

Proposed MRTS

 CMP proposed a BRT (Bus Rapid Transit) network covering the Tri-city with 144.2 km of BRTS on 10 corridors. However, there has not been any progress on the development of BRT is Chandigarh Urban Complex.  As per CMP 2009, the metro rail is proposed in three phases covering total of 64.3 Km; of which 44.8 Km is in Chandigarh, 6.5 Km in Panchkula and 13 Km in Mohali.  In 2012, the Metro Rail DPR12 was approved. As per the approved Metro DPR, the metro rail has been proposed on two corridors as given in  Exhibit 69: Details of Proposed Metro Rail in DPR for Chandigarh Urban Complex Area (Tri-City) below on a total length of 37.6 Km with 30 stations.

TOTAL YEAR 2018- YEAR S. ELEVATED UNDERGROUND CORRIDOR LENGTH ESTIMATED 2018- NO. (KM) (KM) (KM) TRAFFIC PHPDT Capitol to Gurudwara Singh 1 4.427 8.070 12.497 168185 7007 Shaheeda Transport Terminus to 2 19.041 6.035 25.076 173716 6711 Grain Market Total 23.468 14.105 37.573 341901 13718

Exhibit 69: Details of Proposed Metro Rail in DPR for Chandigarh Urban Complex Area (Tri-City)

 It is suggested in Metro DPR to start the operations by the year 2018. However, there is no progress on the development.  As per the metro DPR, the frequencies are designed to be around 12 min for peak hours and 16- 30 min for lean hours in 2018 if it gets implemented by that time.  Different alternatives proposed in Metro DPR are shown in Exhibit 70.

12 DPR - Detailed Project Report

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Exhibit 70: Proposed Metro Rail Corridors (Alternative II – Pink+Red) in Metro Rail DPR

Public Transport Infrastructure

The public transport system in the Tri-city area includes the CTU city bus service; shared auto-rickshaw service and regular auto-rickshaw are also present which serve as intermediate public transport system. The public transport infrastructure for the CTU bus service include: bus fleet, bus shelters, and bus depots. CTU bus services travel up to V4 roads which bisect the sectors. Recently, Chandigarh Traffic Police has started pre-paid auto service at 8-10 prominent locations. An overview of the various critical infrastructure of CTU such as buses, bus queue shelters, bus depots and manpower availability with the CTU for the city bus service has been presented in the subsequent parts of this section.

Bus Fleet

In FY2013-2014, CTU has the total fleet of about 517 buses which include both long distance regional buses and also city & suburban buses. There are currently around 453 buses that are being operated after condemning the old buses which are operated from four depots of CTU. CTU has already issued an auction notice for scrapping of around 54 buses along with some workshop materials.

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Out of the 453 buses, 13290 buses were running as city bus service which is serving Tri-City Area in 2013-14. There are some suburban bus services to the nearby areas like Zirakpur, Kharar, etc. The fleet includes standard size buses, semi low floor non A/C, A/C, Low Floor A/C buses, Low floor non A/C Buses, and mini A/C buses. All the fleet is from either manufactured by TATA or ASHOK LEYLAND only. CTU has secured funding for about 100 TATA MARCOPOLO buses by MoUD under JnNURM scheme in the year 2010. The Exhibit 71 below gives the existing bus fleet details as in FY 2013-14.

S. CATEGORY OF NO. OF MANUFACTUR Average Age Bus Image NO BUSES BUSES ER in years

Semi Low Floor Non A/C 1. 90 TATA 8.69 Buses (650 mm)

Low Floor A/C Buses TATA 2. 40 4.38 (400 mm) MARCOPOLO

Low Floor Non A/C TATA 3. Buses 60 4.38 MARCOPOLO (400 mm)

Standard Front Engine ASHOK 5. 66 -- 8.94 Buses (900 mm) LEYLAND

ASHOK 6. A/C Mini Buses 34 4.99 LEYLAND

Total 290 6.65

Exhibit 71: Summary of Fleet Available For Operation with CTU for City Bus Service as in FY 2013-14 Source: CTU fleet data base, 2014 There were about 20 buses being operated per one lakh population of the tri-city (14.25 lakhs). Average age of the bus is observed to be around 6.65 years which is close to the scrapping age as per the scrapping policy of CTU. As per the CTU’s norms, scrapping age is about 8 years or 5 lakh Km which ever reaches first. The average age of 6.65 doesn’t include the new sanctioned buses which are under procurement. Semi low floor TATA buses and standard buses are more than 8.5 years old which are not in very good condition. All the buses under city bus services are with BS II compliant engines.

13 Public Transport Review of Cities Part 1: User Satisfaction Survey, WB Study, 2014

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TYPE OF BUS AC/NON AC FLOOR HEIGHT (MM) BHARAT STAGE NO. OF BUSES Midi AC 650 BS IV 80 Midi Non AC 650 BS IV 90 Standard AC 650 BS IV 70 Standard Non AC 650 BS IV 90 Standard AC 450 BS IV 70

CTU has placed orders for new buses under JNNURM scheme. The delivery of buses has already been started in October 2014. By November 2015, around 330 buses of sanctioned 379 buses will get delivered to CTU. These new buses will be equipped with GPS and passenger information system inside the bus. Man Power Assessment Currently all the city buses and other long route and sub-urban route buses are being managed together, there is no specific manpower ratio for city bus that is available. The manpower ratio14 for the entire CTU operations is about 4 persons per bus as shown in Exhibit 46. It includes crew, maintenance staff and the management staff in the total organization. From the Exhibit 73, it is observed that the manpower productivity is approximately 50 Km/staff/day whereas the national average manpower productivity is about 53.9 Km/staff/day15.

2200 2172 600 2136 2096 493 2100 500 472 471 2055 453 2000 406 409 400 1921 1900 300 1826 1800 200

1700 100 of Buses Number Held Staff Strength in numbers in Strength Staff

1600 0 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 Financial Year Staff Strength (Source: STUs Performance Book) Staff Strength Number of Buses Held

Exhibit 72: Manpower and Operational Fleet with CTU in 2013-14

CTU is facing shortage of crew for bus operations as there have been limited recruitments in the past decade. It is found from CTU that, about 20% of total staff cost in 2013-14 was spent in overtime duties. It shows the criticality of staff shortage. Still, CTU was not able to utilize all the fleet (only 74% of fleet used to get utilized in Depot 2) and also not able to operate the entire Km scheduled (with around 10% of missed Km in Depot 2). The staff shortage not only impacts directly the amount of operations, but also the quality of service such as reliability, overcrowding and customer’s negative perceptions on the service. There is also a risk of having high number of breakdowns and accidents because of improper driving behaviour due to overtime of drivers.

14 Public Transport Review of Cities Part 1: User Satisfaction Survey, WB Study, 2014 15 State Transport Undertakings – Profile and performance 2011-12, CIRT

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CTU has called tenders for outsourcing of about 230 drivers and 230 conductors in September 2014. CTU is anticipating recruiting more staff considering the new buses that are being procured under JnNURM.

Bus Queue Shelters

Bus Queue Shelters (BQS) are specific to its own government jurisdictions and hence CTU is responsible for bus shelters which are required in the Chandigarh Administration jurisdictions. However, CTU operates city bus service in Mohali and Panchkula too. There are about 266 bus queue shelters present in Chandigarh which cover almost all the bus stops of CTU route network in Chandigarh area. Exhibit 74 shows the details of existing bus queue shelters. Presently, Chandigarh Administration is in the process of designing new bus queue shelters and is also retrofitting some of the shelters.

Bus Depots

Bus depot is a place from where buses are dispatched for the operations as per the schedules and are maintained & parked when they are not in operation. Currently CTU has four depots from where it is operating all the buses including long route, suburban routes and city bus routes. Two depots (Depots 2 & 4) are only operating the city bus routes, while other two depots (Depots 1 & 3) operate all routes including city bus, suburban and long distance routes. All the above mentioned depots have their own workshops. However, based on need, the buses are maintained at one of the other workshops too. One new depot has been proposed by CTU to be developed in an area of 6.5 acres with the capacity to handle around 125 buses at Raipur Kalan in Chandigarh to cater to the sanctioned JnNURM buses in the future. Exhibit 76 below shows the geographic locations of existing and proposed depots. With addition of 379 buses in near future after condemning all the remaining over aged fleet from Depot 2, the total fleet of city buses (Depot 2 and Depot 4) will be 513 buses. The total capacities of depots (Depot 2, Depot 4 and Raipur Kalan Depot) which will be dedicated to city bus service will be ideally 355.

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Depot 3

Depot 4 Depot 1 Depot 2

Raipur Kalan Depot (Proposed)

Exhibit 73: Geographic Location of Existing & Proposed Bus Depots of CTU

The depot locations seem to be compatible with the route terminal points. However, the dead Kilometers are still greater than 6% for CTU operations.  Most of the A/C buses are with Depot 4 and also the terminal points of major number of AC routes are very close to Depot 4 or at Depot 4.  Most of the point-to-point routes are having terminal points close to Depot 3 and Depot 4.  The location of new proposed bus depot is located to ensure a Depot for Panchkula access. There needs to be detailed study on allocation of routes to each depot before operationalizing the new depot so as to reduce the dead kilometers. It can be addressed as part of route rationalization study. The design of new bus depot (at Raipur Kalan) is in the process. The design of new bus depot (at Raipur Kalan) is in the process. One of the four depots is being taken care by TATA motors as AMC for maintenance of buses. The team visited the depot at ISBT Sector 43 which is under maintenance by TATA Motors where the vehicle maintenance is found to be more organized.

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The proposed new depot at Raipur Kalan (shown in Exhibit 78) is measured to be around 26,000 sq. m. (Approximately 6.42 Acres).

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Exhibit 74: Satellite View of Site Layout of the Newly Proposed Raipur Kalan Depot (Source: Google Maps) The new buses scheduled to be delivered by the end of December 2014 are being delivered by two different manufacturers with on-board ITS equipment as per UBS-II specifications. The manufacturers are required to share the details of the ITS equipment and the setup needed for CTU. It is necessary to develop common back-end ITS software for all the buses being supplied by various manufacturers mainly for ease of operations.

Ridership & Operational Performance

Ridership is a key indicator in assessing the service level of any public transport system. The daily ridership16 of last 5 financial years has been analyzed and reported in Exhibit 79.

16 Review of the performance of SRTUs – FY 2012-13, MORT&H, Jan-2014

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250000 2500000

2207163 2242485 2116381 200000 2000000 1884088 1840143192094 195168 184193 1784679

163976 150000 160152 1500000 Km 155325 -

Passengers 100000 1000000 Passenger

50000 500000

0 0 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 Financial Year

City bus passengers/day Passenger-Km

Exhibit 75: Ridership Pattern of City Bus Service of CTU Over Last Six Financial Years

The ridership over last six years is varying between 1.5 to 2 lakh passengers. The ridership increase in the year 2010-11 is due to the introduction of additional 100 JnNURM A/C and non A/C buses along the city bus routes. A fall of ridership in last two financial years is observed which is mainly due to the reduction of buses due to condemnation of some buses and age of the bus leading to more breakdowns. These kinds of fluctuations show the inconsistency in supply of buses and hence demand is getting affected. The system will also lose the reliability with this kind of pattern.

 Currently CTU is carrying 1.55 lakh passenger trips per day on city bus service with about 537passengers per bus per day which is relatively low when compared to the national average of over 1000 passengers per bus per day.  The following table gives the depot wise statistics for some parameters in the financial year 2013-14. The statistics of depot-2 and depot-4 are representative of city bus services.

PARAMETER DEPOT 2 DEPOT 4 No of buses operated 108 97 Total Operated Km/ Day 22755 16710 Total Dead Km/ Day 2593 8 Fleet Utilization 74% 97% % of Dead Km in total Km 10.2% 0.1%  There is a fleet utilization of about 86% for city buses (Depots 2 &4). The remaining city buses were not able to be operated because of the reasons like maintenance issues, lack of drivers/ conductors to run the buses, etc. It is found from depot wise statistics that, there is only 74% fleet utilization in Depot 2 for the same reasons. The fleet utilization in Depot 4 is about 97% which is good when compared to the national average which is about 84%.

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 The total dead kilometers are contributing to 10.2% of the total Km in Depot 2, which require further study of the routes. Depot 4 has negligible dead kilometers, as most of its routes start from ISBT itself which is located beside the Depot 4.  Vehicle productivity of 148 Km per bus per day is low as compared to the national average of over 180 Km per bus per day.  Average Load factor of 69% for city bus service shall be in the median range when compared with the best STU’s nationally.  Punctuality of Services: It is documented that about 32.5% of users of city bus service are not satisfied with the punctuality of city bus service.

Passenger Information

Information to passengers is provided using the following methods by CTU for city bus users:  Route Schedules & maps are placed on CTU’s website, and any changes in the scheduled routes on any particular day are also updated through the website.  Many bus shelters don’t have even static information on the routes that pass through that stop. There is no real time passenger information for CTU city bus service at present. There is a mobile application for the information on city bus routes along with the map and frequencies. However, the data in this application does not get updated as per the changes in CTU routes data frequently.

Fares

Fare structure is based on the distance travelled by the user. Prior to September 2014, there were only two fare slabs: ‘below 5 Km’ and ‘over 5 Km’ for both A/C and Non-A/C buses as shown in Exhibit 80 below. S. NO. BUS TYPE DISTANCE SLAB FULL TICKET 1 0-5 Km ₹ 5 Non-A/C Buses 2 > 5 Km ₹ 10 3 0-5 Km ₹ 10 A/C Buses 4 > 5 Km ₹ 15

Exhibit 76: Previous Fare levels in CTU’s City Bus Services as per Fare Revision in April 2010

The fare structure has been revised on the 3rd of September 2014, after incorporating more slabs in fare structure as shown in Exhibit 81. However, the number of fare slabs depends on the variance range of the different trip length intervals of users. Fare level is different for A/C buses than that for Non-A/C buses.

FARE STRUCTURE S. NO. BUS TYPE Distance Slab Full Ticket Half Ticket 1 0-3 Km ₹ 5 ₹ 3 2 Non-A/C Buses 3-10 Km ₹ 10 ₹ 5 3 > 10 Km ₹ 15 ₹ 8 4 0-3 Km ₹ 15 ₹ 8 5 A/C Buses 3-10 Km ₹ 20 ₹ 10 6 > 10 Km ₹ 25 ₹ 13

Exhibit 77: Current Fare levels in CTU’s City Bus Services as per Fare Revision in September 2014

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There is around 50% concession for children (between 3 years and 12 years) in ticket fare which in the above is referred to as “Half Ticket”. CTU doesn’t charge any fare for children below 3 years of age. There is 50% concession for senior citizens, valid only for travel within UT area of Chandigarh. The minimum fare has been set at ₹ 5 for full ticket and maximum fare is set at ₹ 25 for A/C buses for travelling more than 10 Km. At present scenario, fares are collected through traditional manual ticketing method. The information on sale of tickets is entered daily in the waybill by the conductor.

Fleet Breakdowns and Trends

Fleet breakdowns are very critical as they directly affect the reliability of the city bus system. Fleet breakdowns over the last two financial years have been reviewed to know the level of criticality. It is observed that, the fleet breakdowns in the city buses are more compared to that of the long route buses. It is concerning to note that the breakdowns in the Depot 4 are observed to be the highest for last two years where new JnNURM buses are held with better maintenance management systems. The following Exhibit 84 shows the fleet breakdowns in Depot 2 and Depot 4 which pertain to only city bus service as per the operational statistics data of CTU.

NUMBER OF OPERATED NUMBER OF BREAKDOWNS/ 10,000 S. NO. KM BREAKDOWNS OPERATED KM FY 2012-13 FY 2013-14 FY 2012-13 FY 2013-14 FY 2012-13 FY 2013-14 Depot 2 93,17,166 83,05,406 519 765 0.56 0.92 Depot 4 59,39,093 60,99,232 987 679 1.66 1.11

Exhibit 78: Fleet Breakdown Statistics in 4 Depots of CTU in Last 2 Financial Years

On an average, there is about one breakdown per month for running every 2 buses. There are about 4 breakdowns occurring for city buses (depot 2 and depot 4) every day. More than 90% of these break downs are in minor category. The breakdowns for city bus services are found to be 0.56 to 1.66 breakdowns per 10,000 operated Km in the financial year 2012-13 and 0.92 and 1.11 breakdowns per 10,000 operated Km in Depot 2 and Depot 4 respectively. The national average stands at 0.97 breakdowns per 10,000 operated Km. Overall, the breakdown rates are not significant enough to create a negative impact on the operations, but there is still scope for reducing the breakdowns by investigating the reasons in much more detail. Most of these breakdowns are related to tyre punctures, diesel and starting trouble. The following are the key reasons for large breakdowns in the city bus service:  Poor driving of the drivers which increase the attrition of several bus parts like gear box, tyres and brakes. It may be because of overtime working of drivers due to shortage of staff.  In general, TATA Marcopolo buses (which are present in Depot 4) have frequent complaints of breakdowns compared to the other models of buses.  Inadequate maintenance facilities and infrastructure in Depot 2.The cause wise analysis as per the data provided by CTU has been shown below in Exhibit 85for last year (January to December 2014). It is found from the data that, the number of break downs after the financial year of 2013-14 has been

September 2015 115 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

decreased considerably by around 50%. There are only 314 breakdowns reported in the total year of 2014 where it was 614 from April 2013 to March 2014.

Exhibit 79: Cause-Wise Breakup Count-Split In Year 2014

It is found that there are only two towing vehicles and one breakdown vehicle in total with CTU for attending breakdowns across all the depots. As there is limited number of buses available, it has been difficult for CTU to designate some buses as spare buses to replace the breakdown vehicles.

Fleet Accidents and Trends

The Exhibit 86 below shows the accidents rates (number of accidents per 1,00,000 Km) involving CTU buses for the entire operations. The rates are found to be consistently varying between 0.2 and 0.4 with an average of 0.37 accidents per 1,00,000 operated Kilometers.

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Accident Rate

0.4 0.35 0.3 0.25 0.2 0.15 0.1

0.05 1,00,000 Km) 1,00,000

0 Accident Rate (Number of accidents per per accidents of (Number Rate Accident Year

Exhibit 80: Accidents Rates of CTU Bus Operations from 2001 to 201417

The following Exhibit 87 shows the accident statistics over the last financial year 2013-14 across all the depots.

PARAMETER DEPOT 2 DEPOT 4 No. of buses held 147 100 Operated Km 8,305,406 6,099,232 Fatal Accidents 0 1 Major Accidents 0 8 Minor Accidents 17 75 Total Accidents 17 84 Accidents/ 1,00,000 Km 0.20 1.38

Exhibit 81: Accidents Statistics for CTU depots It is found that, accident rates are significant at 1.38 for Depot 4 where new JnNURM buses (TATA Marcopolo buses) are operating. It is also higher than that of the national average of 0.27 accidents per 1,00,000 Km. Category-wise split of accidents is shown in Exhibit 88.

17 http://chdctu.gov.in/statistic.aspx (Accessed on 06th October, 2014)

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91%

Fatal Accidents Major Accidents Minor Accidents

Exhibit 82: Split of different categories of accidents occurred in FY 2013-14 for CTU buses

Discussions with the employees revealed that, the reasons for more accidents in Depot 4 buses is the length of the new model which causes a problem in driving/ maneuvering, especially while negotiating blind curves in inner sector roads and roundabouts18. Other reasons for accidents that were gathered from the conversations include:

 Poor driving discipline amongst the drivers  Overtime of existing drivers due to shortage of drivers  Poor traffic discipline of drivers of other vehicles and also the pedestrians while crossing roads.  According to the traffic police, there is also negligence of the victim in accidents involving city buses.

Fuel Economy

Currently all CTU buses use diesel as fuel. All the buses get fuelled at their corresponding depots only. The following Exhibit 89 gives the statistics on fuel economy for CTU buses for the FY 2013-14. Depot 2 and Depot 4 are for city buses.

PARAMETER DEPOT 2 DEPOT 4 CTU

HSD Consumption in Liters in an year 2267291 2768084 9787148

HSD Consumption in Liters in a day 6212 7584 26814 Total Km (Dead + Operated) in an year 9251724 6102291 35534268 Average Mileage (KMPL) 4.08 2.20 3.63

Operating Buses 155 100 453

Fuel Consumed per bus per day 40 76 59 Exhibit 83: Fuel Economy Statistics of CTU Bus Operations Currently on an average, CTU has the mileage of 3.63 Km per liter which is lower than the national average (of urban STUs) of 3.82 kmpl. TATA Marcopolo buses in depot 4 has much lower mileage at 2.2 kmpl, buses seem to be more of fuel guzzlers and also being A/C buses, this is contributing to the low mileage.

18 http://www.hindustantimes.com/punjab/chandigarh/ctu-needs-to-put-safety-in-the-driver-s-seat/article1-1269381.aspx (Accessed on 06th October, 2014)

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Availability of Statistics with CTU

Most of the data and statistics have been found to be manually maintained in registers which is of a concern as there are chances of errors in the manual processes. CTU has initiated the usage of MIS modules for maintaining some of its processes. However, some reports (such as passenger details) are not readily available from those MIS modules even though the data is present in the back end of the system. CTU maintains monthly statistics on overall operations which get prepared at each depot level and are then compiled for CTU as a whole in the head office. Monthly statistics currently being populated include the following details at depot and CTU levels:  Expenses and Revenues  Fleet Details  Operated and Dead Km  Fuel Consumption Details  Breakdowns and Accidents Monthly statistics of each depot are manually prepared and the performance measures are calculated using calculators. CTU should look into building its capacity and train its people to use computer and related software for carrying out data analysis tasks.

Financial Characteristics

Financial characteristics of CTU have been analyzed for CTU as a whole and also exclusively for city bus services in the tri-city area. The major revenue sources of CTU as shown in Exhibit 61 include:  On-board ticket fare revenue  Monthly and Daily Pass revenue  Revenue from advertisements on buses and at bus shelters  ISBT (Rents, advertisements and parking fee, etc.) On an average CTU operated around 91,000 Km per day in the FY 2013-14, in which city bus operational kilometers contribute to around 47% (i.e. about 43,000 Km). The daily traffic revenue from the city bus service is ₹ 9.45 Lakhs which is about 40% of total traffic revenue of CTU. The non-fare revenue for whole CTU has been found to be 16.9%, while the non-fare revenue for city bus service is only 2.5% through advertisements. ISBT revenue is major part of non-fare revenue for CTU, amounting to 13.6% of total revenue. The total yearly revenue from city bus services is found to be Rs. 35.2 Cr in the FY 2013-14 as shown in Exhibit 90.

ALL BUS OPERATIONS OF CTU 13.6% 3.1% Total Revenue

1 2 3 104,30,16,5

83.3%

Exhibit 84: Revenue Split for both CTU

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Cost of CTU operations include various components such as staff salaries, fuel expenses, spare parts, taxes, interest, insurances and other overheads. The split of total costs of CTU specific to city bus operations is shown below in Exhibit 91.

CITY BUS OPERATIONS OF CTU

10.7% 0.2% 0.8% 0.5% Staff Salary 4.8% Fuel (HSD & M.Oil) 1.2% 40.6% Spare Parts 7.2% Total Expenditure FY Tyres & Tubes 2013-14 in INR DRF

91,20,43,358 Interest

Taxes

MACT 34.1% Other Overheads

Exhibit 85: Split of Total Costs of CTU Specific to City Bus Operations Without considering the ISBT revenue for city bus service, there is a huge deficit of revenue when compared to the costs. CTU has spent around Rs. 91.2 Cr in the FY 2013-14 on city bus services while the cost of total bus operations of CTU is about Rs. 175.5 Cr. The costs of operations are a concern, as there is a gap of around Rs. 56 Cr. between revenues and costs per year specific to city bus service. This kind of situation becomes the threat for financial viability of the public transport service.  It is noted that, the taxes contribute to about 0.2% of total costs whereas the national urban average is at 1.7%.  Various revenue and cost related parameters have been analyzed for last two financial years for both CTU level and city bus service level, and the same have been presented in  As seen in the chart, around 75% of total cost is spent on staff salaries and fuel. 8.4% of total cost is being spent on spare parts, tyres & tubes.  The average salary per staff is around ₹ 16,900.  Fuel expenditure is around 34%. About ₹ 20 /- per Km is being spent for fuel in operating the city bus.  Earnings per operated Km is observed to be ₹ 22.5 /-, that means about 88% of earnings is being spent in fuel consumption only.  There is about ₹ 10 /- loss being incurred by CTU in carrying each passenger and ₹ 35.8 /- loss being incurred in operating each Km of city bus service.  Only 40% of total cost is recovered back and remaining 60% is being subsidized by the other routes (long routes and suburban) and from the support of Chandigarh Administration.

September 2015 120 IBI CONSULTANCY INDIA PRIVATE LIMITED FINAL TECHNICAL REPORT DETAILED PROJECT REPORT FOR ITS FOR CITY BUS OPERATIONS OF CTU Prepared for Chandigarh Transport Undertaking (CTU)

PARAMETER Total City Buses Total CTU Revenue Related Parameters FY2012-13 FY2013-14 FY2012-13 FY2013-14 Daily no. of Passengers (including pass users) 163976 155325 184110 174395 Total Daily Income (Traffic+ Advertisement + 1065694 969147 2957562 2857580 ISBT) Total ISBT Revenue - - 354031 388273 Share of Non-Fare Revenue 2.9% 2.5% 15.0% 16.7% Total Daily Kilometers Operated 46,917 42,823 102,243 91,837 Earnings per operated Km 22.7 22.6 28.9 31.1 Earnings per passenger 6.5 6.2 16.1 16.4 Revenue per bus held per day 3600 3353 6266 6253 Revenue per bus operated per day 4021 3924 7179 7180 Revenue per Passenger-Km 0.57 0.54 - - Cost Related Parameters FY2012-13 FY2013-14 FY2012-13 FY2013-14 Fuel Cost per Liter 60 61 60 61 Fuel Cost 664800 850838 1272225 1588140 Average total cost of operations per day 2563715 2498749 4880107 4808762 Cost per operated Km 54.6 58.4 47.7 52.4 Cost per passenger 15.6 16.1 26.5 27.6 Cost per bus held per day 8661 8646 10339 10522 Cost per bus operated per day 9674 10116 11845 12082 Cost per passenger Km 1.36 1.40 - - Loss incurred for carrying each passenger 9.1 9.8 10.4 11.2 Loss incurred due to each Km of operation 31.9 35.7 18.8 21.2 Cost Recovery Ratio 42% 39% 61% 59%

Exhibit 86: Financial Characteristics of City Bus Service and overall CTU for financial years FY20112-13 to FY2013-14

Summary of Baseline Scenario

Base line scenario has been summarized as base line indicators and analysis of SWOT19

Baseline Indicators

Among various aspects and parameters analyzed as part of assessing baseline scenario, few critical parameters of city bus operations are compared with that of national average of urban STU’s across India. The summarized base line indicators have been presented in the Exhibit 93. Along with the parameters for city bus operations, depot wise parameters are also given for reference.

19 SWOT – Strengths, Weaknesses, Opportunities, and Threats

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National City Bus Best Parameter (FY 2013-14) Depot 2 Depot 4 Average Best STU Operations Value (Urban STU's)

Dead Km (%) 10.2% 0.1% 6.5% 2.4% 0.78% APSRTC Fleet Utilization (%) (No. of buses operated/ no. of buses held) 74% 97% 86% 84.20% 96.20% TNSTC(SLM) Passengers per operated bus per day 537 1016 1775 MTC(CNI) Bus Utilization (Operated Km/operated buses/day) 211 172 173 215 315.3 MTC(CNI) Bus Productivity (Operated Km/ No. of buses held/ day) 155 167 148 181 - - Average Age of the buses held (Years) 8.02 4.39 6.65 - - - No. of Breakdowns per 10,000 operated Km 0.92 1.11 1.00 0.97 0.05 BMTC No. of accidents per 1 Lakh operated Km 0.20 1.38 0.70 0.27 0.07 DTC Load Factor (%) - - 60% 70.30% 72.45% BEST KMPL of Fuel 4.08 2.20 3.05 3.82 5.28 TNSTC(SLM) Average Trip Length of passengers in Km - - 11.5 9.52 5.26 DTC Passenger Km/ operated bus - - 6175 9699 10325 BMTC Total Staff ratio - - 4 7.68 5.68 BMTC Share of Staff cost in Total cost 50% 28% 41% 62% - - Share of Fuel cost in Total cost 27% 43% 34% 30% - - Non- Fare Revenue Share (ISBT Revenue is not included in depots) 4.1% 0.0% 2.5% 8% - - operating Cost Recovery Ratio (Total earnings/Total Cost) 35% 42% 39% 87% - - Earning per Km (EPKM in Rs/Km) 21.2 25.5 22.6 33.86 - - Earning per passenger in Rs. - - 6 7.75 - - Earning per Passenger-Km - - 0.54 - - - Cost per Km - - 58.4 - - -

Exhibit 87: Summary of Baseline Indicators of City Bus Service of CTU

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Appendix 2 – Sample MIS Reports

April 2015 123

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Bus Breakdown Report This report will be used to know the breakdowns in the depot and its details. Data from the AVL and crew masters will be used to generate this MIS report.

Inputs:  ALV data of the bus which has the schedule details, Location, trip number, breakdown time, Kilometers cancelled.  Crew master database from which the drive and conductor details will be used.  From the SOS alerts or incident log database, incident response time will be calculated.

Outcomes:  To study the frequency of breakdowns in the depot.  To schedule the maintenance of buses with frequent breakdowns.

Data:  AVL Data  Crew master  Alerts log

BUS BREAKDOWN REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Schedule Schedule Bus Reg Trip Breakdown Incident Driver no. & Conductor Kilometers date No. No. no. time responded time name no. & name cancelled 1 2 3

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Bus Frequency Report This report will be used to know the frequencies of each bus route originating from the depot. With the help of this report, bunching of buses and non availability of buses during certain periods of the day can be avoided.

Inputs:  ALV data of the bus which has the schedule details.  Form IV or the scheduling matrix which specifies schedule

Outcomes:  Updating form IV  To study the frequency of service  Avoiding of bunching and distributing of schedule through the day.

Data:  AVL Data  Form IV

BUS FREQUENCY REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Route number Frequency (timing) @ ISBT Frequency (timing) @ Market stop 1 2

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3 Bus Stops Skipped Report This report will be used to check the improper stopping of buses. All the bus stops will be geo coded. If the bus is not stopped at the bus stop, an alert will be raised. Knowing the schedule data, AVL data and from crew details, bus stop skipping can be avoided by alerting the drivers and proper training to the crew.

Inputs:  ALV data of the bus with time stamp and location details.  Form IV or the scheduling matrix to know the schedule details.  Crew master database. Outcomes:  Stream lining the bus operations.  Building confidence in the commuters when the buses are stopped at stops and follow the schedules.  To alert the crew of their mistakes and avoid repetition of mistake.  Training to crew on the operations and following the rules of the STU. Data:  AVL Data  Form IV  Crew master database BUS STOPS SKIPPED REPORT Report generation date 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot Name Depot 4

Sl. No Schedule Schedule Route Trip Bus reg no. Driver no. & Conductor Bus stops Time of stop date No. no. no. name no. & name skipped skipping 1

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2 Crew Attendance Report

This report will be used to check the attendance in the depot which includes all staff and crew members. If the depot has an attendance system like biometric scanner, the data can be stored onto the master database. Same can be used to generate the MIS report.

Inputs:  Crew / staff details from crew master database  Attendance records

Outcomes:  To standardize the leave process  Alert the dispatchers on crew availability before assigning the crew for the vehicle  To streamline the standby crew usage

Data:  Crew master database  Depot attendance records

CREW ATTENDANCE REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Date Total crew in the depot Total at work On pre approved leave Absent without notice % attendance 1 2

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Crew Training Report

This report will be used to keep records of trainings given to the staff and crew of the transport agency.

Inputs:  Crew / staff details from crew master database which will also have the training obtained by the crew / staff and its validity (If applicable).

Outcomes:  Provide training for crew members to keep update on the technology  Training schedules for crew  Checking the validity of the trainings and renewal process

Data:  Crew master database  Training schedules

CREW TRAINING REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name Depot 2

Sl. No Crew ID Date of training Course Results Validity of training Comments from evaluator 1 2 3

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Driver Duty Performance Report This report will be used to keep records of duty details of each driver / driver-cum-conductor and their performance while on duty.

Inputs:  Crew / staff details from crew master database to know his punctuality in duty  AVL data which gives the driver behaviour like sudden acceleration, harsh breaking, stop skipping Outcomes:  Schedule adherence report of the driver  Performance in timely departures  Total kms run Vs the scheduled kms  Speed violation reports  Harsh breaking reports  Stop skipping

Data:  Crew master database  AVL data  Alerts

Driver Duty Performance Report generation date 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot Name Depot 4 Sl. No Schedule Schedule Bus Reg Driver Driver Timely Total kms Bus stops Speed violation Harsh breaking date No. No. number name departure run skipped count count 1 2

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Fleet Utilization Report

This report will be used to keep track of the fleet utilization in the depot. As a summary report, this can be used to check the monthly / weekly / daily percentage utilization of available buses in the depot. Utilization of buses in terms of effective kms run and optimizing the schedules.

Inputs:  Schedules data can be modified effectively utilizing the available crew and vehicles  Maintenance schedules  Accidents met during the period  AVL data which gives the total kilometer utilization of the fleet in the depot

Outcomes:  Maximum utilization of the fleet with timely maintenance of vehicles and keep bare minimum buses as standby  Refreshing schedules to utilize the available fleet in times of festivals and peak operation periods to provide better service  System can generate the details and sent alerts regarding FC or insurance renewal for buses.

Data:  Fleet availability details  Fleet maintenance schedule  Accident details  Bus details  AVL data  Alerts

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FLEET UTILIZATION REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Date Total fleet in No. of buses No. of buses in No. of buses gone No. of stand- No. of buses sent to depot utilized maintenance for FC by buses scrap 1 2 3

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Improper Stoppage Report

This report will be used to keep check the driver performance on duty. When buses are not stopped at the bus stops, waiting passengers will lose confidence on the system.

Inputs:  Schedule data  AVL data shows the bus route and stops skipped  Crew master data will give details on the crew assigned to the trip / schedule Outcomes:  Alerting crew on their performance  Streamlining the operations by tracking and minimizing the errors of stop skipping Data:  Bus details  AVL data  Alerts  Crew master DB

IMPROPER STOPPAGE REPORT Report generation date 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot Name Depot 4

Sl. No Schedule Schedule Route Trip no. Bus reg Driver no. Conductor Previous Stoppage Stoppage Time of date No. no. no. & name no. & name bus stop distance from duration in violation bus stop seconds 1 2

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Maintenance Schedule Report

This report will be used to structure the routine maintenance of the buses. Timely maintenance of the buses will result in fewer breakdowns, lesser cancellations and improved commuter satisfaction.

Inputs:  Vehicle data which include make, model, odometer reading, maintenance history  Workshop schedule for timely maintenance

Outcomes:  Maintenance schedule alert  Previous maintenance records  Upcoming maintenance  Attention alert to concerned maintenance department

Data:  Bus details  AVL data for odometer  Maintenance details from DB

MAINTENANCE SCHEDULE REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

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Sl. No Date Bus reg. Present Maintenance Nature of Tentative date for Attention to no. Odometer Odometer Maintenance Maintenance department 1 2

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Out-Shed Deviation Report This report will be used for reporting the deviation from the schedules

Inputs:  AVL data  Depot location / Geo-code  Crew data  Schedule data

Outcomes:  Deviation from the schedule from actual departure can be checked  Crew can be alerted to maintain the schedule starting times while starting the trips

Data:  AVL data for location  Crew details  Schedule data

OUTSHED DEVIATION Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Schedule No. Bus Reg No. Driver no. & Conductor no. & Schedule Actual start Deviation duration name name start (min) 1 2

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Pre Trip Inspection Report

This report will be used for maintenance purpose. With pre trip inspections, breakdowns during the trips can be avoided.

Inputs:  Bus details  Crew data  Maintenance engineer schedules

Outcomes:  In case of breakdowns, this report will help in know the history of inspections and maintenances

Data:  Bus details  Crew details  Inspection schedules

PRE TRIP INSPECTION REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name Sl. No Date Bus reg. no. Driver No. Odometer Name of person who conducted Name of the crew who reported inspection defect 1 2 3

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Schedule Adherence Report This report will provide the schedule adherence details of the drivers.

Inputs:  AVL data for location tracking  Bus details  Crew data to check previous reports for missing the schedules  Schedule information

Outcomes:  Schedule adherence percentage at each stop as per the schedule prescribed  Crew performance evaluation  Reason for delay in arrival at stops

Data:  AVL data  Bus details  Crew details

Report duration 25/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Schedule Schedule Bus Reg Trip no. Stop Schedule Actual time Deviation (+ Driver no. Conductor no. date No. No. name time / -) & name & name 1 2 3

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Schedule Summary Report

This report will provide the depot schedule details.

Inputs:  AVL data for location tracking and distance travelled  Bus details  Crew data to check previous reports for schedule adherence  Alerts for route violation

Outcomes:  Summary of the entire depot schedules at one place  Total schedules, trips, total scheduled distance, missed / cancelled trips  Route deviation, schedule start / end times if violation alert is raised  Crew performance evaluation  Reason for violations

Data:  Schedule data  AVL data  Bus details  Crew details  Maintenance details (To get info on missed / cancelled trips)

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SCHEDULE SUMMARY Report generated on 29/01/2015 , 15:03:52 Report duration 28/01/2015 00:00:00 to 29/01/2015 00:00:00 Division Name Bangalore Central Division Depot Name Depot 4

Scheduled Actual Extra No. of missed / cancelled schedules No. of trips Total No. of Travelled No. of trips Travelled distance trips distance distance

TRIPS DETAILS Trip No. Schedule Driver no. Conductor Schedule trip Actual trip Scheduled Actual Route Scheduled Actual Reason for No. & name no. & start time start time trip end time end time violation distance distance violation name travelled

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Spares Inventory Report

This report will help the depot manager / maintenance engineer to keep track of the usage of spares and its availability.

Inputs:  Workshop inventory checklist to get the details of the spares and parts  Bus make and models to keep spares for all kinds of buses  Maintenance schedules to keep up with the spares availability

Outcomes:  Less delay in repair and maintenance with availability of spares in the depot workshop  With check of the spares inventory, orders can be place to get the parts on time.

Data:  Maintenance details  Spares inventory

SPAREPARTS INVENTORY REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Date Part ID Nos. Inventory checked on Make Expiry date Checking staff 1 2 3

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Speed Violation Report

This report will help in keep track of speed violators and to take corrective measures to curb speed driving by CTU drivers.

Inputs:  AVL data to know the violation locations  Alerts form the system on speed violations  Crew details to check for violation history

Outcomes:  Depot managers to check for frequent violators and to take corrective measures  Training for drivers who are habitual offenders

Data:  AVL data  Alerts from servers  Crew data

SPEED VIOLATION REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Schedule date Schedule No. Bus Reg No. Driver no. & name Location Latitude Longitude Speed (kmph) 1 2 3

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Vehicle Permit Report

This report will help in keep track of renewal of licenses and road permits for the vehicles.

Inputs:  Bus details with make, model, insurance and permit details

Outcomes:  Depot managers to check for permit expiries and alert concerned department for renewals  Alerts from the serve on the dates of renewals

Data:  Bus details from the vehicle master DB.

VEHICLE PERMIT REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Sl. No Bus reg. no. Fleet ID Permit expiry date Year of manufacture Chassis number Carrying capacity 1 2 3

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Scheduled Trips Report

This report provides the summary of the total scheduled trips for a day

Inputs:  Schedule data  Crew data  Maintenance data

Outcomes:  Depot managers to check the overall schedules per day  Higher officers can check schedules of all the depots in one places

Data:  Bus details from the vehicle master DB.  Schedule data  Crew data

SCHEDULED TRIPS REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Date Total fleet Utilized fleet Under maintenance Total schedules Cancelled schedules Total kms

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Missed Trips Report

This report provides the summary of the missed trips in the depot

Inputs:  Schedule data  Crew data  Maintenance data

Outcomes:  Depot managers to check the details of cancelled / missed trips

Data:  Bus details from the vehicle master DB.  Schedule data  Fleet maintenance schedule data  Crew data

MISSED TRIPS REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name

Date Schedule No. Class of vehicle Crew number Cancelled trip no. Reason for Total kms cancellation cancelled

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Vehicle Trip Revenue Report

This report provides the summary of the missed trips in the depot. Inputs:  Schedule data  Crew data  Revenue

Outcomes:  Trip-wise revenue consolidated report

Data:  Bus details from the vehicle master DB.  Schedule data  Fleet maintenance schedule data  Crew data

VEHICLE TRIP REVENUE REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name Date Schedule number Trip number Conductor No. & name Total revenue

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Vehicle Distance Travelled Report

This report provides the summary of the missed trips in the depot.

Inputs:  Schedule data  Crew data

Outcomes:  Provides the summary of vehicle travel history

Data:  Bus details from the vehicle master DB.  Schedule data  Fleet maintenance schedule data  Crew data

VEHICLE DISTANCE TRAVELLED REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Division name Depot name Vehicle Reg no. Total kms Class of vehicle Last maintenance date Next scheduled maintenance Average KMPL Date Schedule no. Trip no. Driver no. & name Scheduled distance Travelled distance Remarks

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Accident Analysis Report

This report provides the summary of the missed trips in the depot

Inputs:  Schedule data  Crew data  Accident data

Outcomes:  Provides the summary of vehicle travel history

Data:  Bus details from the vehicle master DB.  Schedule data  Crew data  Accident data  Incident response details

ACCIDENT ANALYSIS REPORT Report generated on 29/01/2015 , 15:03:52 Report duration 29/01/2015 00:00:00 to 29/01/2015 00:00:00 Depot name Date Vehicle reg no. Schedule no Driver no. & name Location Accident time Response time Injured Fatal

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Consolidated GPS Report

This report provides the summary of the missed trips in the depot

Inputs:  Vehicle details  VMU unit details

Outcomes:  Provides the summary of GPS tracking history

Data:  Bus details from the vehicle master DB.  Schedule data  VMU data

ACCIDENT ANALYSIS REPORT Report generated on 29/09/2014 , 15:03:52 Report duration 25/09/2014 00:00:00 to 29/09/2014 00:00:00 Depot name Date Vehicle reg no. Vehicle class VMU ID SIM number Schedule no. Scheduled packets Actual packets % availability

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Appendix 3 – Detailed ITS Costing

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Quantity Total Cost exclusive of Installed Unit Total Installed Item Code Component Location Subsystems / Items including cost (INR) Cost (INR) spares/ Spares (INR) consumables 1.1 Fare Collection System (FCS) FCS FCS Software FCS Central System Software inclusive of but not limited to: FCS Database application (Primary Server + DR Server) FCS application software (Primary Server + DR FCS Server) FCS Anti-virus software (Primary Server + DR Server) 1 ₹ 15,00,000 ₹ 15,00,000 ₹ 15,00,000 FCS Automatic Back-up\ archiving software Any other COTS software (Primary Server + DR FCS Server) FCS TMC FCS Hardware FCS Central System Hardware inclusive of but not limited to: FCS Primary Server 1 ₹ 5,00,000 ₹ 5,00,000 ₹ 5,00,000 FCS DR Server 1 ₹ 5,00,000 ₹ 5,00,000 ₹ 5,00,000 FCS Automatic Back-up devices with media 1 ₹ 2,25,000 ₹ 2,25,000 ₹ 2,25,000 FCS KVM Switch with LCD Monitor 1 ₹ 10,000 ₹ 10,000 ₹ 10,000 Server Rack (includes rack requirements for all FCS 1 ₹ 36,000 ₹ 36,000 ₹ 36,000 systems) FCS Network All-in-one-printer 4 ₹ 40,000 ₹ 1,60,000 ₹ 1,60,000 Smart Card Issuance Work-Station POS (16 E-Sampark SC FCS – Only in Chandigarh) inclusive of but not limited to all Hardware software and hardware related to: FCS Camera 24 ₹ 2,000 ₹ 48,000 ₹ 48,000 POS FCS Document scanner 24 ₹ 10,000 ₹ 2,40,000 ₹ 2,40,000

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FCS Smart card revaluing device 24 ₹ 6,000 ₹ 1,44,000 ₹ 1,44,000 FCS Workstation 24 ₹ 70,000 ₹ 16,80,000 ₹ 16,80,000 FCS Handheld ticketing machine inclusive of but not limited to: Handheld ticketing machine inclusive of all related FCS Field 1283 ₹ 25,000 ₹ 320,75,000 ₹ 320,75,000 accessories, software to meet the requirements Equipment FCS / Depots 1283 ₹ 25 ₹ 32,075 ₹ 32,075 3G/GPRS enabled SIM Cards FCS Smart Card Personalization FCS Smart Card Personalization Printer 3 ₹ 1,20,000 ₹ 3,60,000 ₹ 3,60,000 FCS Camera 3 ₹ 2,000 ₹ 6,000 ₹ 6,000 FCS Document scanner 3 ₹ 10,000 ₹ 30,000 ₹ 30,000 FCS Workstation 3 ₹ 70,000 ₹ 2,10,000 ₹ 2,10,000 TMC Handheld ticketing machine inclusive of all related FCS accessories, software to meet the requirements 15 ₹ 35,000 ₹ 5,25,000 ₹ 5,25,000 (for CTU Auditors) Central Control Centre Operator Work-station for FCS FCS FCS FCS Cash-up workstations 2 ₹ 70,000 ₹ 1,40,000 ₹ 1,40,000 FCS Fare media - Smart Cards 1,00,000 ₹ 35 ₹ 35,00,000 ₹ 35,00,000 1.2 Automatic Vehicle Location System (AVL) CS

Software AVLS AVL System Software inclusive of but not limited to AVLS RDBMS Database AVLS AVL Central Application software 1 ₹ 200,00,000 ₹ 200,00,000 ₹ 200,00,000 AVLS Automatic Back-up/ Archiving software CS

Hardware AVLS AVL Hardware inclusive of but not limited to

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AVLS AVL Server 2 ₹ 5,00,000 ₹ 10,00,000 ₹ 10,00,000 AVLS Database Server 2 ₹ 5,00,000 ₹ 10,00,000 ₹ 10,00,000 AVLS Tape Drive 1 ₹ 2,25,000 ₹ 2,25,000 ₹ 2,25,000 AVLS Tape Data Cartridges 30 ₹ 2,000 ₹ 60,000 ₹ 60,000 AVLS Communication Server 2 ₹ 5,00,000 ₹ 10,00,000 ₹ 10,00,000 AVLS Web Server 2 ₹ 5,00,000 ₹ 10,00,000 ₹ 10,00,000 AVLS Domain Server 1 ₹ 4,00,000 ₹ 4,00,000 ₹ 4,00,000 AVLS 3G/GPRS enabled SIM Cards 513 ₹ 25 ₹ 12,825 ₹ 12,825 AVLS AVL Workstation AVL Dispatcher Workstation with Dual Monitor 8 ₹ 90,000 ₹ 7,20,000 ₹ 7,20,000 AVLS and necessary accessories AVLS EPABX 1 ₹ 1,20,000 ₹ 1,20,000 ₹ 1,20,000 AVLS Landline Phones 8 ₹ 1,200 ₹ 9,600 ₹ 9,600 AVLS Hands free/ Headphone 8 ₹ 1,200 ₹ 9,600 ₹ 9,600 AVLS Printers AVLS All in One Printer (Color Print, Copy, FAX) 1 ₹ 80,000 ₹ 80,000 ₹ 80,000 AVLS LaserJet Printer 2 ₹ 11,000 ₹ 22,000 ₹ 22,000 AVLS KVM Switch with LCD Monitor 2 ₹ 10,000 ₹ 20,000 ₹ 20,000 OB OBITS Hardware as per UBS II Hardware AVLS AVLS Single Control Unit and Bus Driver Console 134 ₹ 1,25,000 ₹ 167,50,000 ₹ 167,50,000 AVLS Side Destination Boards 204 ₹ 23,000 ₹ 46,92,000 ₹ 46,92,000 AVLS Front Destination Boards 34 ₹ 35,000 ₹ 11,90,000 ₹ 11,90,000 AVLS Inner Destination boards 34 ₹ 23,000 ₹ 7,82,000 ₹ 7,82,000 DR Site AVLS Disaster Recovery Service Disaster Recovery Service for Complete AVL 1 ₹ 25,00,000 ₹ 25,00,000 ₹ 25,00,000 AVLS system (includes FCS)

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1.3 Passenger Information System (PIS) PIS PIS Customized or COTS Software for PIS 1 ₹ 20,00,000 ₹ 20,00,000 ₹ 20,00,000 PIS Commuter Website 1 ₹ 3,00,000 ₹ 3,00,000 ₹ 3,00,000 PIS Commuter IVR System 1 ₹ 3,00,000 ₹ 3,00,000 ₹ 3,00,000 PIS Commuter SMS System 1 ₹ 4,00,000 ₹ 4,00,000 ₹ 4,00,000 PIS Commuter Mobile Application 1 ₹ 5,00,000 ₹ 5,00,000 ₹ 5,00,000 17" LED Passenger Information Display at Bus 22 ₹ 25,000 ₹ 5,50,000 ₹ 5,50,000 PIS Stops across City 32" size of Passenger Information Display at ISBT's, 8 ₹ 1,20,000 ₹ 9,60,000 ₹ 9,60,000 PIS etc. 1.5 Transit Management System (TMS) TMS TMS Central Application software including 1 TMS Scheduling & Rostering ₹ 250,00,000 ₹ 250,00,000 ₹ 250,00,000 TMS TMS Application software for workstation 50 TMS TMS Server (Primary & Secondary) 2 ₹ 5,00,000 ₹ 10,00,000 ₹ 10,00,000 Workstation for TMS with 17" LCD monitor and 40 ₹ 50,000 ₹ 20,00,000 ₹ 20,00,000 TMS other accessories Workstation for monitoring Video/Image with 17" 2 ₹ 50,000 ₹ 1,00,000 ₹ 1,00,000 TMS LCD monitor and other accessories TMS Printer and Scanner for TMS workstation at Depot 4 ₹ 11,000 ₹ 44,000 ₹ 44,000 TMS 55" size of Passenger Information Display at Depot 6 ₹ 1,20,000 ₹ 7,20,000 ₹ 7,20,000 TMS Cameras 4 ₹ 10,000 ₹ 40,000 ₹ 40,000 TMS Proximity Reader 4 ₹ 6,000 ₹ 24,000 ₹ 24,000 TMS Proximity cards for staffs 2500 ₹ 25 ₹ 62,500 ₹ 62,500 TMS In-bus cameras 134 ₹ 3,000 ₹ 4,02,000 ₹ 4,02,000

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TMS In-bus NVRs for camera recording 134 ₹ 10,000 ₹ 13,40,000 ₹ 13,40,000 1.6 Transit Management Centre (TMC) TMC TMC Video Wall 1 x 70" 1 ₹ 50,00,000 ₹ 50,00,000 ₹ 50,00,000 TMC Data Archiving Software 1 ₹ 5,00,000 ₹ 5,00,000 ₹ 5,00,000 TMC Tape Drive Cartridges 30 ₹ 2,000 ₹ 60,000 ₹ 60,000 1.7 Communication System (COMM) COMM COMM Data Center - Network Components and LAN 1 ₹ 5,00,000 ₹ 5,00,000 ₹ 5,00,000 COMM TMC Data center (Data & Internet) 1 ₹ 80,000 ₹ 80,000 ₹ 80,000 COMM TMC Data center - Redundancy 1 ₹ 80,000 ₹ 80,000 ₹ 80,000 COMM Primary to DR Site 1 ₹ 80,000 ₹ 80,000 ₹ 80,000 COMM Depot (Broadband for 10 workstation) 5 ₹ 5,000 ₹ 25,000 ₹ 25,000 COMM PIS Display (Dongle/Broadband) 30 ₹ 2,500 ₹ 75,000 ₹ 75,000 COMM IVRS (Switching device) 1 ₹ 10,000 ₹ 10,000 ₹ 10,000 COMM SMS (Modem) 1 ₹ 25,000 ₹ 25,000 ₹ 25,000 ₹ 1356,91,600 ₹ 1356,91,600

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Appendix 4 – List of Existing Buses to be Fitted with AVL Units, Destination Boards & Cameras

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Appendix 5 – DEVICE SPECIFICATIONS

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Electronic Ticketing Machine Specification: Features:  LCD Display  Li-ion Battery  Smart cards  Minimum 30 keys  RS232 port & USB  Expected to use minimum 8 hrs without intermediate charging  Auto power off (as set time)

Technical Specification: PROCESSOR 32 BIT Memory Capacity Minimum Flash 8MB Shall store minimum of 500 routes and 5000 tickets Minimum 5000 smartcard list Display LCD with minimum of 60mm x 30mm size Keyboard Minimum 30 keys Printer 2” Thermal printer. Prints >55mm/second Magnetic card reader ISO 14443 Type A or Type B Battery 2500mAh Li-ion battery Shall be charged <3.5 hrs Communication Port Each one number RS232 and USB Width <500gms Environment Operation temperature: -10C – 50C storage temperature: -20C – 70C Humidity: 5% - 95% non-condensing Certifications CE

Workstation – Type1 (Medium configuration) Specification:  Operating System: Windows 7 professional 64 bit  Antivirus: Antivirus and Internet spy ware software  Processor: core i3/i5, 4th Generation (2.8 GHz, 2MB cache)  Memory: minimum 8 GB or higher  Internal Storage: 500 GB SATA  Internal Drive: CD/ DVD RW  Networking: Integrated 10/100/1000 MB  Communication port: RJ45, 2 PS/2, Serial port and 4 USB port  Audio: Integrated (1 headset & 1 microphone)  Form factor: Tower  LCD: 19” IPS LCD shall support minimum resolution of 1600 x 900 and keyboard & mouse.

Workstation – Type2 (High configuration) Specification:  Operating System: Windows 7 professional 64 bit  Antivirus: Antivirus and Internet spy ware software  Processor: core i7, 4th Generation (3.0 GHz, 2MB cache)  Memory: minimum 16 GB  Internal Storage: 500 GB SATA and expandable up to 2 TB  Graphics card: NVIDIA 315 (1 GB)

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 Internal Drive: CD/ DVD RW  Networking: Integrated 10/100/1000 MB  Communication port: RJ45, 2 PS/2, Serial port and 4 USB port  Audio: Integrated (1 headset & 1 microphone)  Form factor: Tower  LCD: 19” IPS LCD shall support minimum resolution of 1600 x 900 and keyboard & mouse.

Server Specification:  Operating System: Windows 2008 server edition 64 bit  Antivirus: Antivirus and Internet spy ware software  Processor: XEON E5 (2.6 GHz, 25MB cache, 10 Cores). Processor expandable up to 2.  Memory: minimum 16 GB DDR4 and expandable up to 64 GB  Internal Storage: 1 TB SATA and expandable up to 2 TB. RAID support.  Graphics card: NVIDIA 315 (1 GB)  Internal Drive: CD/ DVD RW  Networking: Integrated 10/100/1000 MB  Communication port: 2 RJ45 to integrated Gigabit LAN , 2 PS/2, 1 Serial and 4 USB  Audio: Integrated (1 headset & 1 microphone)  Form factor: Rack mounted  LCD: 19” IPS LCD shall support minimum resolution of 1600 x 900 and keyboard & mouse.

Passenger Information System – LCD Display Specification:  Display format: Static, Pagination or scrolling  Display content: Real time information of bus location, Advertisement, Alert message, Current time, News, weather, etc.,  Visibility of display: The signs shall be legible when sunlight is shining directly on the display face or when the sun is directly behind the display.  Environment: The PIS display board shall be industrial grade flat panels that can withstand the environment.  Type of content: Text, Video, Image, Audio, Animations and Graphics files  Language Support: English, Hindi and local language.  Remote Monitoring: The display system shall support remote settings such as display intensity, display off, and time synchronization. PIS shall be managed locally without server or workstation.  Readability: Characters shall be at least 12 cm high to allow for a viewing distance of 30 metres.  Safety: The sign enclosures shall be vandal proof.

Passenger Information System – LED Display Specification:  Display format: Static, Pagination or scrolling  Display content: Real time information of bus location, Alert message, Current time,  Viewing angle: Minimum 150°V – 60°H  Viewing distance: 3 -30 mtr  Environment:

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o Temperature: 0 to +55 deg C o Thermal cycling: 5 Deg C/mt o Vibration: 2 g o Sealing: IP 65 o Humidity: 90% RH o Drop : 1 mt on all faces  Type of content: Text and Numeric  Minimum life of the display system: 50,000 hrs  Language Support: English, Hindi and local language.  Remote Monitoring: The display system shall support remote settings such as display off,LED failure and time synchronization.  Readability: Characters shall be at least 10 cm high to allow for a viewing distance of 30 metres.  Safety: The sign enclosures shall be vandal proof.

Smart cards Specification:  Smart card Type: Smart cards shall adhere to applicable and generally adopted industry standards including ISO 14443 Type A or Type B.  Physical Standard: The cards shall be in accordance with ISO 7810 ID-1  Durability: Smart cards shall be durable for at least 5 years physical life under regular usage conditions with 100,000 write.  Memory: At least 4K memory  Reading Range: The cards shall be contactless having an operating range of 0cm to 3 cm.  Identification number: The card serial number shall be embossed/ printed on the face or back of the card to support customer inquiries.  Pre-printed: All the cards shall be pre-printed with logo.

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