smart transport applications designed for large events ... · a collaborative project in the 7th...

EUROPEAN COMMISSION

DG RESEARCH SEVENTH FRAMEWORK PROGRAMME

Theme 7 - Transport

Collaborative Project – Grant Agreement Number 234 127

Assessment of Long Term Benefits – India demonstrator (30.10.11) 1

STADIUM Smart Transport Applications Designed for large eve nts with Impacts on

Urban Mobility

Assessment of long term benefits of the India demonstrator - Stadium project

Project Start Date and Duration 01 May 2009, 48 months

Deliverable no. D5b2

Dissemination level PP – Restricted to other programme participants

Planned submission date 30.10.11

Actual submission date 30.10.11

Responsible organization SIAM

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Document Title: Assessment of Long Term benefits of India demonstrator – Stadium project

WP number: D5b.3

Document History

Version Comments Date Authorized by

Version 0.1 preliminary index 30/06/2011 Paolo Squillante

Version 0.2 Preliminary preparation of chapters 1 to 5 and 7

14/07/2011 Paolo Squillante

Version 0.3 Review of chapters 1-7 and draft of chapter 8

26/07/2011 Paolo Squillante

Version 1.0 Review of documents 30/10/2011 Paolo Squillante

Number of pages : 154

Number of annexes : 3

Responsible Organization :

SIAM

Contributing Organization(s):

1. THETIS 2. THETIS 3. Mobilità Roma 4. DIMTS 5. ASHOK LEYLAND

Principal Author(s):

Saurabh Srohilla

Contributing Author(s):

1. Matteo Apollonio 2. Paolo Squillante 3. Bruno Corbucci 4. Alok Sethi 5. Sanjay Gautam

Peer Rewiew Partner Date

Version 1.1 PLUSERVICE 15 November 2011

Approval for delivery ISIS Date

Version 1.1 Coordinator 28 November 2011

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Table of Contents

1. List of Abbreviation .................................................................................................................................. 5

2. Reference Documents ................................................................................................................................ 7

3. Annexes ..................................................................................................................................................... 8

4. Introduction ............................................................................................................................................... 9

4.1. Scope of the document........................................................................................................ 9 4.2. Structure of the document ................................................................................................... 9

5. Background information .......................................................................................................................... 11

5.1. The STADIUM Project.................................................................................................... 11 5.2. The Delhi demonstrator .................................................................................................... 11

5.2.1. Objectives of the Delhi demonstrator ............................................................................... 12 5.2.2. Name of participating industries ....................................................................................... 12 5.2.3. Project type of the Delhi demonstrator ............................................................................. 12 5.2.4. Technology area................................................................................................................ 13 5.2.5. Main users of the Delhi demonstrator............................................................................... 13 5.2.6. Final concept of demonstrator .......................................................................................... 13 5.2.7. System design of the India demonstrator .......................................................................... 15 5.2.8. System implementation .................................................................................................... 16 5.2.9. Planning ............................................................................................................................ 27

5.3. Trail events ....................................................................................................................... 28

5.3.1. Introduction ...................................................................................................................... 28

5.3.2. The SAFE Convention ...................................................................................................... 29 5.3.3. The Delhi workshop ......................................................................................................... 31 5.3.4. The Delhi evaluation sessions .......................................................................................... 38

6. Collection of additional data and information ......................................................................................... 42

6.1. Introduction ...................................................................................................................... 42

6.2. Additional data ................................................................................................................. 43 6.3. Additional information ..................................................................................................... 43

7. Assessment analysis before and during CWG2010 ................................................................................. 44 7.1. Introduction ...................................................................................................................... 44

7.2. Methodology ..................................................................................................................... 44 7.3. Bus Operator assessment .................................................................................................. 45

7.3.1. Main Indicators ................................................................................................................. 45 7.3.2. Main benefits .................................................................................................................... 49

7.4. Users assessment .............................................................................................................. 62 7.4.1. Main Indicators ................................................................................................................. 62 7.4.2. Main benefits .................................................................................................................... 72

7.5. Summary conclusion ........................................................................................................ 81 8. Long Term Assessment ........................................................................................................................... 83

8.1. Introduction ...................................................................................................................... 83

8.2. Methodology ..................................................................................................................... 83 8.3. Main Indicators ................................................................................................................. 83 8.4. Importance rating .............................................................................................................. 83 8.5. Bus Operator Assessment ................................................................................................. 84

8.5.1. Main benefits .................................................................................................................... 84

8.5.2. Summary of cost benefit analysis ................................................................................... 108 8.5.3. Any additional benefit on future Big Events .................................................................. 118

8.6. Paratransit Operator ........................................................................................................ 119

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8.6.2. Any additional benefit on future Big Events .................................................................. 120 8.7. Passenger ........................................................................................................................ 121

8.7.1. Main benefits .................................................................................................................. 121

8.7.2. Any additional benefit on future Big Events .................................................................. 140 9. Final Recommendation .......................................................................................................................... 141

9.1. Present Status of ITS in India ......................................................................................... 143 9.1.1. Location Technologies.................................................................................................... 143 9.1.2. Fare Collection Technologies ......................................................................................... 143 9.1.3. Toll collection ................................................................................................................. 144

9.1.4. Intelligent Signaling........................................................................................................ 144 9.1.5. Telematics ....................................................................................................................... 144

9.1.6. Highway Traffic Management ........................................................................................ 144 9.2. STADIUM project for Delhi demonstrator .................................................................... 144

9.2.1. Service Planning / Fleet Planning: .................................................................................. 145 9.2.2. Real-time fleet management ........................................................................................... 145 9.2.3. 3. Info-Mobility .............................................................................................................. 146

9.3. Benefits of such ITS in General ...................................................................................... 147 9.4. Institutional Prerequisites ............................................................................................... 148 9.5. Technological Prerequisites ............................................................................................ 148 9.6. Recommendation for future implementation .................................................................. 149 9.7. Future evolution .............................................................................................................. 150

10. Conclusion ...................................................................................................................... 152

10.1. Project success and learning ........................................................................................... 152 10.2. Framework ...................................................................................................................... 153

10.3. Implementation ............................................................................................................... 153 ANNEX 1 ...................................................................................................................................................... 154

User Questionnaire .................................................................................................................................... 154

Bus operator detailed Questionnaire .......................................................................................................... 154

Paratransit Questionnaire ........................................................................................................................... 154

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1. LIST OF ABBREVIATION

Abbreviation Explanation

CWG Commonwealth Games

CCTV Closed Circuit Television

DIMTS Delhi Integrated Multi-Modal Transit System

DIT Driver Interface Terminal

DSL Digital Subscriber Line

CAN Controller Area Network

EDGE Enhanced Data rates for GSM Evolution

EU European

FP7 Framework Program 7

GIS Geographic information system

GPRS General Packet Radio Service

GPS Global Positioning System

GUI Graphical User Interface

IP Internet protocol

ITS Intelligent Transport System

LAN Local Area network

LCD Liquid Crystal Display

LED Light Emitting Diode

OBU On Board Unit

PPTP Point to Point Tunnel Protocol

PT Public Transport

QVGA Quarter VGA (Video Graphics Array)

RAM Random Access Memory

RTPI Real Time Passengers Information

SIM Subscriber Identity Module

STADIUM Smart Transport Applications Designed for large events with impact on Urban Mobility

TFT Thin Film Transistor

UMTS Universal Mobile Telecommunications System

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UPL Localization and Planning Unit

UPS Uninterruptible Power Supply

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2. REFERENCE DOCUMENTS

The present document is referred to the following documents:

No Document Title Report No. Published By

[R1] Proposal of STADIUM project: Smart Transport Applications Designed for large events with impact on Urban Mobility

Project Proposal - Framework program 7 – SST – 2008 – 3.1.7 Grant agreement no.: 234127

Date of preparation of Annex I (latest version): 24/02/2009

STADIUM Consortium

[R2] Validated conceptual reference model of the India demonstrator

Deliverable D.4.1b Date of preparation: 30/09/2009

STADIUM Consortium

[R3] Requirements Analysis for the Commonwealth Games Event

Deliverable D.2.2.2 Date of preparation: 20/11/2009

STADIUM Consortium

[R4] Final detailed and validated design of the India demonstrator

Deliverable D4b.2 – D4b.3 Date of preparation: 30/04/2010

STADIUM Consortium

[R5] Validation and installation report of the India demonstrator

Deliverable D5b.1 Date of preparation: 30/10/2010

STADIUM Consortium

[R6] Stadium Evaluation framework Deliverable D6.1 Date of preparation: 30/10/2010

STADIUM Consortium

[R7] Demonstration result report and data collection of the India demonstrator

Deliverable D5b.2 Date of preparation: 30/06/2011

STADIUM Consortium

[R8] Report on the overall monitoring of current events

Deliverable D6.3 Date of preparation: 30/07/2011

STADIUM Consortium

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3. ANNEXES

The following annexes are enclosed.

No Document Title Report No. Published By

[1] Collection of additional data and information

Annex 1 to report D5b3 - Date of preparation: 30/07/2011

STADIUM Consortium

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4. INTRODUCTION

4.1. Scope of the document

This document describes the “Assessment of long term benefits of the India demonstration” of the Stadium project. According to the work plan, it contains, in addition to some background information, the collection of additional data and information relevant to the assessment required, and the analysis of the long term benefits provided by the ITS Delhi demonstrator. In addition an analysis of the assessment of benefits before and during the CWG2010 is included with the final recommendations.

The demonstration run under two circumstances: a CWG trial event, to ensure the maximum dissemination to the interested parties (stakeholders, media), and the use of the demonstration system by user groups properly selected (travellers, bus operator) during the CWG and the demonstration period for data collection (from September 2010 to April 2011).

The overall assessment is based on the data collected as reported in the Deliverable “D5b.2 - Demonstration result report and data collection of the India demonstrator”, on additional data collected and, as benchmark, an analysis of relevant benefits as reported by bus operators in other cities.

4.2. Structure of the document The document has the following structure:

• Chapters 1, 2 and 3 contain the abbreviations, list of reference documents and annexes;

• Chapter 4 “Introduction”, contains the scope and structure of the document;

• Chapter 5 “Background Information”, contains a summary of the stadium project, with respect to the Delhi demonstrator: the name of participating industries, the objectives and the project type, the technology area, the main users and the final concept, the system design, the system implementation and planning, and a summary of the main trial events (SAFE convention, CWG Delhi workshop, Delhi evaluation sessions);

• Chapter 6 “collection of additional data and information”, that includes:

o An introduction with a summary of previous data collected according to Deliverable “D5b.2 - Demonstration result report and data collection of the India demonstrator;

o The additional data collected;

o The additional information collected;

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• Chapter 7 “Assessment analysis before and during the CWG2010” contains the methodology, the main indicators used for benefits analysis, the results of main indicators, and a summary conclusion;

• Chapter 8 “Long term Assessment” contains the methodology, the main indicators used for benefits analysis, the assessment of the several users (bus operator, Paratransit, passenger), and a summary conclusion;

• Chapter 9 “Final Recommendation” contains the main recommendation based on the assessment for future development;

• Chapter 10 contains the main conclusions.

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5. BACKGROUND INFORMATION

5.1. The STADIUM Project

STADIUM (Smart Transport Application designed for large events with impacts on Urban mobility is a Collaborative Project in the 7th Frame Work Programme, bringing, together 16 partners and several sub partners, to develop Smart Transport Application designed for large events with impacts on Urban mobility on European basis.

The coordinator of the project is ISIS, that has a proven track record of coordinator in leading complex EC projects. Multi-disciplinary team is included in the STADIUM Project, such as transport companies, ICT experts, transport policy experts, with a wide geographical scope (South Africa and India), including academic institutions, research and consultancy firms, ITS manufacturers, SMEs and Companies from South Africa and India.

The most recent experiences, mainly SOG (Atlanta1, Sydney2, Athens3) have demonstrated the crucial necessity for the Local Authorities to develop an integrated transport management system to monitor and control road traffic, public transport services harmonizing them with the dedicated services and delivering the appropriate information to support the smooth rolling of the daily events minimizing and/or managing the onset of critical situations.

To reach this objectives the past experiences have proved the effectiveness on ICT as supporting tools (currently identified as ITS – Intelligent Transportation Systems) for the fulfilment of the traffic management functions (Atlanta1 carried on a specific assessment on ITS).

The ultimate goal of the STADIUM project is to improve the performance of transport systems made available to a wide and differentiated range of users in the framework of large events hosted by big cities, through:

a. Design of ICT applications compliant with the EU ITS Frame Architecture procedures,

b. Demonstration of viability of European ITS technologies in emerging countries i. in South Africa, for the FIFA World Cup 2010 ii. Delhi, for Commonwealth 2010 iii. London, for Summer Olympic Games 2012

c. Provision of a Handbook guidelines and solutions for selecting, designing and implementing applications in favour of potential large events hosting cities, based upon past experiences of large sport events and best practices of ITS applications in Europe and on.

Demonstrations are a key factor to provide assessment on indicator for the Handbook and disseminate the results of STADIUM. Demonstrations are important because they will merge and properly mix the technologies, skills and knowledge developed throughout the project.

5.2. The Delhi demonstrator

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5.2.1. Objectives of the Delhi demonstrator The main objectives, with regard to the Delhi demonstration, are the following:

1. To develop, implement, test and execute the demonstration during the Commonwealth Games 2010, testing the ITS applications of Public Transport:

• planning,

• real time fleet management,

• infomobility on mobile devices.

2. To combine the results of the demonstration, in order to achieve an adequate assessment of potential long term benefits of the STADIUM services.

5.2.2. Name of participating industries

The project organization for the implementation of the Delhi demonstrator is based on the following partners:

• SIAM (Indian Society of Automobile Manufacturer) will support the team leader for the implementation of the demonstrator, especially as interface of Indian stakeholder and users, data collection and final assessment;

• ASHOK LEYLAND (manufacturer of buses with GPS systems) will support the team leader for the implementation of the demonstrator, especially with regard to bus monitoring and Paratransit;

• DIMTS, Delhi Integrated Multi-Modal transit System, that provides mainly the bus urban transport and infrastructure service and contribution to evaluation from the operator point of view;

• THETIS (ITS Engineering company based in Venice, Italy) will act as the Team Leader dealing with the implementation, ensuring the necessary effort in terms of project coordination and implementation; THETIS will be responsible for the related design, benchmarking, evaluation phase and dissemination;

• RSM – Roma Servizi per la Mobilità (the Mobility Agency of Rome, Italy, formerly ATAC), will support the team leader for the implementation of the demonstrator, especially for the advanced infomobility system;

5.2.3. Project type of the Delhi demonstrator It is a demonstration project during the Commonwealth Games 2010 and afterwards for long term impact assessment.

The following phases have been implemented:

• phase 1: design and installation of the demo

• phase 2: demo execution

• phase 3: analysis and report preparation

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5.2.4. Technology area The project has been implemented to promote usage of:

• Integration of Para-transit vehicles and public transport, such as Metro and bus lines

• mobile phone to get easily information on public transport service

• GPS solution for vehicle localization (Paratransit and other public transport)

5.2.5. Main users of the Delhi demonstrator Main users involved in the project were the following:

• Delhi Bus operator,

• Delhi bus operator on BRT line, represented by DIMTS,

• Passengers,

• Autorickshaw companies.

5.2.6. Final concept of demonstrator The activities carried out in Delhi during the first months of the Stadium project have been targeted at discussing and validating the demonstration concept with all relevant stakeholders. This process has gone through different revisions, taking into consideration the complexity of the local context, with many different stakeholders, and the need to define a successful scenario for the demonstration of innovative concepts within a fast changing transport system.

Some of the initial assumptions were revised according to the changes in strategies for the CWG. Just to make an example, with regard to Paratransit, the initial idea to involve auto rickshaws and create a fixed station based monitoring system, was discussed and changed into the idea of involving both taxi and autorickshaw companies, as feeder services towards public transport connection points.

The final concept of the Delhi demonstration is described in the following picture.

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Service Planningplatform

Real time Controlplatform

Advanced Infosystemsplatform

Paratransit

Real timeControl

4 BRT, 4 Metro, Stadium line

Demo Control Centre

Demo vehicle

Stadium Line

Paratransit data

Smart phones

Bus stop display

Existing in Delhi Installed on existing systems

Onboard info

Bus data

Service Planningplatform

Real time Controlplatform

Advanced Infosystemsplatform

Paratransit

Real timeControl

4 BRT, 4 Metro, Stadium line

Demo Control Centre

Demo vehicle

Stadium Line

Paratransit data

Smart phones

Bus stop display

Existing in Delhi Installed on existing systems

Onboard info

Bus data

Figure 5-1 Final Concept of Delhi Demonstrator

For demo purpose, the strategy for CWG that has been taken into consideration, was based on selecting a number of metro and main bus lines that are a sort of backbone for transporting passengers to the main venues. Bus lines considered were the BRT lines, including about 200 buses, integrating the existing monitoring system made available by DIMTS. Metro lines was implemented within the system all the stations and planning according to phase II.

With regard to existing real-time control, 4 BRT lines have been identified, in order to integrate the GPS real time information into the demonstration platform. Moreover, an extended real time control module was included in the demonstration, in order to show additional functionalities. Although this was not foreseen in the original concept, it seemed appropriate to make available a larger set of functionalities to support the assessment of long term benefits.

With regard to Paratransit, one taxi company and one autorickshaw company have been selected for installation of around 60 OBU equipment for vehicle localization and status.

A demo control center was required for collecting real-time data from the existing bus monitoring system and from Paratransit vehicles, used to improve the bus operation control on BRT lines and for providing advanced information to passenger through the infomobility platform.

The Service Planning platform was used to automatically generate service planning information, based on the existing procedures in Delhi. Moreover, the demonstration showed a series of extended functionalities with regard to vehicle and driver shifts optimisation.

With regard to the advanced infosystem platform, it was based on a mobile web application targeted to any mobile phone that could access internet (to increase as much as possible the number of potential users), but also accessible from fixed computers. Moreover the demonstration showed how real time information can be given through bus stop displays, by using a demonstration display, and also through onboard announcements by using a demonstration vehicle. The demonstration vehicle was used also to demonstrate additional technologies that

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might be assessed for long term benefits. These included on-board video surveillance, automatic passenger counting, real time communication between driver and control centre.

Data from Paratransit vehicle, in addition of being collected in the demo data centre, were sent to a Paratransit demo control center (through a web interface) for providing information such as vehicle status and localization, helping operators to provide additional services such as booking and monitoring of activities for statistical purpose.

5.2.7. System design of the India demonstrator The Delhi demonstration platform included the following components:

• Test Bed Europe

• Demo Control Centre (with same configuration as Test Bed India)

• Interface with Real Time Monitoring for GPS equipped buses

• Paratransit system

• Demonstration vehicle

• Smart phones for buses forecast information

• Telecommunication communication infrastructure, including Internet and wireless connection

The figure below describes the general architecture.

Figure 5-2 Overall general architecture

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The Delhi demonstrator architecture and configuration includes the following:

• A demo control center for bus operator , based in SIAM office, for bus planning and supervision on a cartographic environment (of buses, metro, Paratransit vehicles), and providing infomobility information to passengers;

• A demo control center for Paratransit operator , based in SIAM office, through a web application on a cartographic environment, for supervision and status of Paratransit vehicles, in order to provide additional services such as booking for passengers.

• N. 200 buses on BRT lines , through integration with existing Real Time Monitoring for GPS equipped buses from DIMTS;

• N. 59 Paratransit vehicles (30 taxis and 29 autorickshaw) equipped with dedicated OBU;

• A demo bus , equipped with advanced OBU, n.4 CCTV, internal display, passenger counters;

• N. 25 infomobility smartphones Nokia E63 , for display of infomobility information.

5.2.8. System implementation

5.2.8.1. Introduction

The Delhi demonstrator was successfully implemented before the CGW2010, here is a summary of the system implemented and a summary description of the main components of the system.

5.2.8.2. Demo control center for bus operator

The demo control center for bus operator is installed in SIAM office, and has been hardware and software components allowing the bus planning and supervision on a cartographic environment for all the vehicle involved in the demonstrator (buses, metro, Paratransit vehicles), and providing infomobility information to passengers.

The control centre collects the required information, i.e. metro lines timetables; the planning and real-time GPS supervision of the BRT lines; the real-time supervision and GPS monitoring of the Paratransit vehicles.

The control centre displays on electronic maps the Public Transport Lines paths and stops; the real-time vehicle GPS positions and other data; the status of vehicles (buses: off schedule; Paratransit: booking status); information to bus driver; video from CCTV installed on buses. Here are example of images of the control center.

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Figure 5-3 The Delhi control center

Figure 5-4 The planning service for buses on the Delhi control center

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Figure 5-5 The display of buses/metro /Paratransit on the map of Delhi

Figure 5-6 The display of buses/metro on the linear map of Delhi

Figure 5-7 Example of display of CCTV on a bus

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Figure 5-8 Example of information data sent from the control center to the bus driver

5.2.8.3. Demo control center for Paratransit operator

The demo control center for Paratransit operator was based in SIAM office, and make available supervision and status of Paratransit vehicles through a web application on a cartographic environment allowing the implementation of additional services such as booking for passengers.

The main functions that has been implemented are the following:

- Authentication, user and password are required

- Monitoring function, that allows the operators to look at vehicles

- to highlight and look at vehicles within a distance from a certain point (the point where the passenger is calling)

- To highlight vehicle data once a vehicle is clicked

Here are some screen shot of the application.

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Figure 5-9 Monitoring window with position/ status of Paratransit vehicles

5.2.8.4. Integration of existing bus real time monitoring

The existing real time monitoring of buses on BRT lines in Delhi established in the operational control center in Delhi, managed by DIMTS, has been integrated for data exchange of bus position and line reference through a dedicated protocol.

Figure 5-10 Communication infrastructure for bus real time monitoring

Here is a picture of the Operation Control center based in Delhi.

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Figure 5-11 Operational Control Center in Delhi

5.2.8.5. OBU on Paratransit vehicle

The onboard unit for Paratransit vehicle is based on Ashok Leyland ALERT 1375 Controller. The unit is a one-piece hardware, directly connected to the vehicle glass.

The unit hosts a GSM/GPRS module to be able to use data packets for sending localizations, and a microphone to be able to communicate using voice with the central operator.

Figure 5-12 Paratransit Onboard Unit

A display has been is used for providing information to the passenger on date /time and distance.

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Figure 5-13 Display for Paratransit Onboard Unit

Here is an example of installation on autorickshaw.

Figure 5-14 OBU installed in an autorickshaw for Delhi demonstrator

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Figure 5-15 An autorickshaw equipped with OBU unit

Figure 5-16 A Taxi from Yellow Cab Taxi Company equipped with OBU

5.2.8.1. Demo bus

The demo-bus where OBU equipment from Thetis partner was installed is an Ashok Leyland low-floor, CNG bus.

Figure 5-17 Demo bus of the STADIUM Test bed India for Delhi demonstrator

Here is the schematic layout of the demo bus with the position of the equipment.

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DIT

UPL

Passenger counterPassenger counter

Antenna

Figure 5-18 Layout of demo bus with position of the equipment installed

Figure 5-19 OBU based on UPL (processing unit) and DIT (touch screen display)

Figure 5-20 Installation of the OBU display for the driver in the demo bus

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Figure 5-21 Installation of passenger counter in the demo bus

Figure 5-22 Installation of a CCTV camera in the demo bus

5.2.8.2. Infomobility smart phones

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The demonstrator includes the provision of smartphones Nokia E63, for display of infomobility information. Here is an example of display of infomobility information on the smartphone and on web (including the travel planner).

Figure 5-23 Infomobility information on smartphone for Delhi demonstrator

Figure 5-24 Infomobility information on WEB for Delhi demonstrator

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Figure 5-25 Infomobility information (travel planner) on WEB for Delhi demonstrator

5.2.9. Planning

The Delhi demonstrator was successfully implemented before the CGW2010 thanks to the cooperation of all the partners and the stakeholders to startup the trial and the demonstration activities.

The demonstration run under two circumstances: a CWG trial event, to ensure the maximum dissemination to the interested parties (stakeholders, media), and the use of the demonstration system by user groups properly selected (travellers, bus operator) during the CWG and the demonstration period for data collection (from September 2010 to April 2011).

Here is the installation activities chronology and other related activities for the implementation of the ITS Delhi demonstrator in the field. The final solution has been deployed in several steps:

Activity Period

Software development October 2009 – August 2010

functional validation integration test for bus August 2010

functional validation integration test for Paratransit August 2010

Hardware procurement for test bed India July – August 2010

Installation certificate of test bed India in SIAM Office August 2010

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Installation of taxi test bed India August / September 2010

Installation of autorickshaw test bed India August / September 2010

Installation of demo bus for test bed India September 2010

Procurement of mobile phones for test bed India September 2010

Tuning of the application for high performance August / September 2010

Functional validation test of the India demonstrati on system in SIAM Office

September 2010

Use of demonstration system for data collection Sep tember 2010 – April 2011

5.3. Trail events

5.3.1. Introduction The dissemination and trial event program included the following:

- A participation to an event for presentation of the project and concept and announcing that the system will be ready for the CWG 2010;

- The preparation of a workshop dedicated to the project, for presenting the Delhi demonstrator to the main stakeholders;

- The preparation of sessions for focus groups representing operator and passengers

The following demonstration and trial events has been implemented (as in the table below) :

- Participation to SAFE Convention held in Chandigarh, INDIA the 5th of May 2010, on ITS application,

- a STADIUM workshop / dissemination event on ITS for big events during the CWG, the 24th of September, in the Demo room, Delhi, Taj Palace

- evaluation sessions, during the CWG from the 23nd to the 1st of October 2010, about one per day, in the Demo room, Delhi (one session was dedicated to operator focus group, other 4 sessions to user focus group).

Another event / meeting with stakeholders is expected in September 2011 for presenting the final result and for final validation.

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5.3.2. The SAFE Convention During SAFE Convention held in Chandigarh, INDIA the 5th May 2010, has been presented the STADIUM project and the Delhi demonstrator, announcing that the system will be ready for the CWG 2010 and the next workshop in September as trial activity and presentation of the system. There was the opportunity to show other EU projects in addition.

Here are some pictures of the event.

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Figure 5-26 Selection of pictures of SAFE Convention

There was a very good participation from all over the India, about 200 people attended this conference. A high evidence about the STADIUM project has been given by Mr Dilip Chenoy, SIAM General Director.

Find enclosed the press coverage of the Stadium Project in the Indian Express, a leading daily newspaper, the 28 June 2010.

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Figure 5-27 Press coverage for SAFE Convention

5.3.3. The Delhi workshop

During the Delhi workshop held in DELHI, INDIA the 24th September 2010, has been presented the STADIUM project and the Delhi demonstrator system application in real time, announcing that the system was ready for the CWG 2010.

The following video clips have been made available during the presentation:

- Videoclip on the STADIUM project and the Delhi demonstrator

- Videoclip on ITS: a guide

- Videoclip on ITS: sixth Sence

There was a very good participation from EU, stakeholders, CWG, users, partners (about 80 people), with several presentations (inaugural and plenary sessions within the workshop) and demo live of the system.

The participants had the opportunity to get a real experience with bus, taxi, autorickshaw, mobile phones that was made available during the workshop.


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Figure 5-28 Selection of pictures of DELHI WORKSHOP

During the workshop several material have been made available such as:

- leaflets

- Poster

- Stickers

.

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Figure 5-29 The Delhi demonstration flyer

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A poster has been prepared for the workshop, the layout was according to the following figure.

A summary of the event has beed prepared for dissemination in the EU newsletter. Information has been published on EU website as below.

Figure 5-30 News on EU web site about the workshop

Find enclosed the press coverage of the Stadium Project in Indian Express (a leading daily newspaper, the 25 September 2010).

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Figure 5-31 Press coverage for DELHI WORKSHOP

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5.3.4. The Delhi evaluation sessions

Evaluation sessions for user groups has been prepared in Delhi for collecting data about the implementation and benefits of the demonstrator. The following users groups has been selected:

- Passengers, represented by Y4PT organization

- Operator, represented by DIMTS operator

The evaluation session plan was according to the following table.

A training has been implemented with participation of DIMTS and SIAM for the operational use of the system and for maintenance.

ref date place time session bus

experience session type /user group

lunch /dinner

Attendees expected

1 23/09/2010 TAJ PALACE afternoon (14.00 - 18.00) 15.30 user lunch 252 27/09/2010 TAJ PALACE afternoon (14.00 - 18.00) 15.30 user 253 28/09/2010 TAJ PALACE afternoon (14.00 - 18.00) 15.30 user 254 29/09/2010 TAJ PALACE afternoon (14.00 - 18.00) 15.30 user 255 30/09/2010 TAJ PALACE full day training session 10.30 training lunch 256 01/10/2010 TAJ PALACE morning (9.00 - 13.00) 10.30 operator 25

About 200 questionnaires has been collected (150 collected before and during the CWG 2011, 50 collected in /February 2011 after CWG 2011).

There was a very good participation from user groups, with several presentations and demo live of the system. The participants had the opportunity to get a real experience with the vehicles (the 23rd September), video clip was available for the other days. Mobile phones was available for every session.


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Figure 5-32 Selection of pictures of Delhi evaluation sessions

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6. COLLECTION OF ADDITIONAL DATA AND INFORMATION

6.1. Introduction Data have been collected through users focus groups representing the users of the system. For evaluation of the system two focus groups have been considered:

o USER FOCUS GROUP, relevant to the users point of view in particular focus on young people (represented by Y4PT)

o PT OPERATOR FOCUS GROUP, relevant to the PT point of view, involving local Indian PT operators, represented by DITMS.

Other data have been collected from operator representing Paratransit companies.

For passengers data has been collected using questionnaires containing the following:

- Section A – biographical information

- Section B1 – general information

- Section B2 – trip details

- Section C – Service rating (existing service)

- Section D – Service rating during CWG2010 (with STADIUM demo)

- Section D1 – infomobility service

- Section E – Service rating after CWG2010

For bus operator data have been collected using the questionnaires as in Annex 5.2 containing the following:

- Section A – biographical information

- Section B – general bus operation activity details

- Section B2 – trip details

- Section C – Service rating (existing service)

- Section D – Service rating during CWG2010 (with STADIUM demo)

- Section E – Service rating after CWG2010

Main indicators considered have been the following:

o Transport - Quality of service

� Service reliability

� Quality of service

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o Transport - Safety

� Transport safety

o Transport - Transport System

� Vehicle occupancy

o Environment - Pollution / nuisance

� Air quality

� Emission, noise

o Society

� Awareness, Acceptance, Accessibility, Security

About 150 questionnaires have been collected from passengers, about 10 questionnaires have been collected from bus operators.

6.2. Additional data In order to complete the analysis of the long term benefits the following information have been collected, as detailed in Annex 1:

o Detailed questionnaires for analysis of the Delhi bus operator and related benefits;

o Questionnaire from passengers about the Paratransit transport;

6.3. Additional information As benchmark, an analysis of the main long term benefits collected by bus operator has been prepared.

A detailed questionnaire for analysis of the bus operator and related benefits has been prepared and submitted to DTC operator.

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7. ASSESSMENT ANALYSIS BEFORE AND DURING CWG2010

7.1. Introduction The present chapter is dealing with the assessment of the Delhi demonstrator before and during CWG2010, taking as a reference the document [R8] on “monitoring of the overall events”.

More detailed information are available in the [R8] documentation.

7.2. Methodology Assessment is based on analysis data collected from users and bus operator.

About 150 questionnaires have been collected from passengers to get their point of view before and during the CWG2010. Other relevant questionnaires have been collected from the operators.

Questionnaires are available in doc. [R7] - Demonstration result report and data collection of the India demonstrator.

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7.3. Bus Operator assessment

7.3.1. Main Indicators

7.3.1.1. Selected Categories

Main categories of relevant indicators that has been considered looking at the ITS demonstrator implemented are the following:

• Transport:

• Transport – quality of service

• Transport system

• Society

• Environment/energy

• Economy

Categories Indicator

Quality of service

Affordability of service

Service Punctuality

Service frequency

Travel time reliability

Payment method

Transport system Vehicle occupancy

Society Transport safety

Security of transport

Environment/energy Air quality / Emission

Noise

ECONOMY

Planning if the bus route and timetable

Planning of the shift

Information in real time on fleet position

Information in real time on respect of the bus

route

Information in real time if service is according to

the timetable

Contact in real time with driver for emergency

/accident

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Information in real time to the passenger on bus

stop / mobile phones

Daily Number of passengers

Fleet utilization

Operating costs

Fuel consumption

Through the questionnaires have been collected the importance of the indicators and the rating assigned to each indicator before the implementation of ITS system and during the CWG2010 where the system has been implemented to evaluate the benefits introduced by the technology.

7.3.1.2. General information on bus operators interviewed

Data collected are based on about 10 questionnaires. General information about the participants are the following.

About gender, male was about 78%, while female about 22% of the participants.

Figure 7-1 Gender distribution

The age distribution of the user group is according to the following table:

• Age <18 0%

• 18-30 60%

• 30-40 10%

• 40-50 30%

• 50-60 0%

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About 60% is aged <30 years hold.

Figure 7-2 Age user group distribution

Most of participants was resident in Delhi (about 80%).

7.3.1.3. Importance of Indicators

The following table shows the main indicators with categories and the relative rating of importance according to operator point of view.

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Categories Indicator IMPORTANCE

Rating (1-6)

Affordability of service 4,40

Service punctuality 5,00

Service frequency 5,20

Travel time reliability 4,70

Payment method 3,56

Transport system Vehicle occupancy 5,20

Transport safety 3,30

Transport security 4,40

Air quality / Emission 5,60

Noise 3,60

Planning if the bus route and timetable 5,10

Planning of the shift 4,90

Information in real time on fleet position 5,70

Information in real time on respect of the bus

route 5,60

Information in real time if service is according

to the timetable 5,80

Contact in real time with driver for emergency

/accident 5,10

Information in real time to the passenger on

bus stop / mobile phones 5,60

Daily Number of passengers 4,60

Fleet utilization 5,00

Operating costs 4,00

Fuel consumption 4,00

Quality of service

SOCIETY

Environment/energy

ECONOMY

Figure 7-3 Importance of indicators in Delhi from Operators

Looking at the table, the most important indicators are:

• Information in real time if service is according to the time table

• Information in real time on fleet position

• Information in real time to the passenger on bus stop / mobile phones

• Information in real time on respect of the bus route

• Air quality / Emission

Therefore the Economy and the Environment looks the most important categories from the operator point of view.

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0,00

1,00

2,00

3,00

4,00

5,00

6,00

Indicator importance rating

Figure 7-4 Importance of indicator of ITS demo system in Delhi

7.3.2. Main benefits

Benefits are detailed for the main categories:

- Quality of service

- Transport system

- Society

- Environment

- Economy

The table below summarise the perspective benefits from the bus operator point of view.

Main result is the services are expected to increase of more than 36%.

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Figure 7-5 Average rating increase of ITS demo system in Delhi before and during CWG2010

More benefits are expected from Economy, society and quality of service with the introduction of the system. The following table and figures gives the improvements introduced by the introduction of ITS system during CWG2010.

Categories Before CWG2010 during CWG2010 during vs

before

Rating (1-6) Rating (1-6) %

Quality of service 3,42 4,94 30,77%

transport system 3,90 4,20 7,14%

Society 2,60 4,45 41,57%

Environment 4,15 4,55 8,79%

Economy 2,65 4,88 45,62%

Average 3,03 4,79 36,68%

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0,00%

5,00%

10,00%

15,00%

20,00%

25,00%

30,00%

35,00%

40,00%

45,00%

50,00%

Quality of

service

transport

system

Society Environment Economy

Main benefits from operator

Figure 7-6 Improvements from operator point of view introduced by the ITS demo system in Delhi for CWG2010

Figure 7-7 Benefits of ITS demo system in Delhi in % for CWG2010

Looking at data available main conclusions are the following:

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• Before introduction of ITS system, rating of categories Economy and Society are considered low, followed by Quality of Service, Transport system and Environment;

• With the introduction of ITS system during to CWG2010, the best improvement is relevant to Economy (more than 45%, having a better control of the service), followed by Society (more than 41%), and Quality of Service (more than 30%), the less improvement is related to the Transport system (7%) and Environment (about 9%).

Categories Before CWG2010 during CWG2010

during vs

before




Society 2,60 4,45 41,57%


Economy 2,65 4,88 45,62%

Figure 7-8 Summary of benefits from user point of view

Figure 7-9 Rating before and during the CWG2010 from bus operator point of view

7.3.2.1. Quality of service

According to the data collected in the questionnaires, with the implementation of the system, the quality of service performance increased of more than 30% in average during the CWG2010 with respect before the CWG, as shown in the next figure.

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0,00

1,00

2,00

3,00

4,00

5,00

Before CWG2010 during CWG2010

Average Rating increase

before and during CWG2010

Figure 7-10 Rating before and during the CWG2010

The following table and figure show in detail the service rating of the indicators according to the operator point of view before the CWG2010 and during CWG2010.

Categories Indicator Before CWG2010 during CWG2010

during vs

before


Affordability of service 5,20 5,10 -1,96%

Service punctuality 2,90 5,30 45,28%

Service frequency 2,80 5,40 48,15%

Travel time reliability 2,30 4,40 47,73%

Payment method 3,90 4,50 13,33%

Average 3,42 4,94 30,77%

Quality of service

Figure 7-11 Detailed rating of indicators before and during the CWG2010

The best improvement with the introduction of ITS technology during CWG2010 is expected for infomobility information, service frequency and travel time reliability.

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0,00

1,00

2,00

3,00

4,00

5,00

6,00

Affordability

of service

Service

punctuality

Service

frequency

Travel time

reliability

Payment

method

Average

Rating of indicators before and

during CWG2010


Figure 7-12 Rating of indicators before and during the CWG2010

The comparison of ratings before and during the Games again shows how important integrated ITS systems are perceived by users in almost all the identified categories, among which the availability of infomobility information, along with a frequent and reliable service shows the largest important to the bus operators.

Figure 7-13 improvement of indicators in % before and during the CWG2010

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7.3.2.2. Transport system

According to the data collected in the questionnaires, with the implementation of the system, the transport performance increased of more than 7% in average during the CWG2010 with respect before the CWG, as shown in the next figure.

3,7

3,8

3,9

4

4,1

4,2

4,3


Average Rating increase

before and during

CWG2010


The following table and figure show in detail the service rating of the indicator according to the bus operator point of view before the CWG2010 and during CWG2010.


during vs

before


Transport Vehicle occupancy 3,9 4,2 7,14%

Average 3,90 4,20 7,14%

Figure 7-15 Detailed rating of indicator before and during the CWG2010

7.3.2.3. Society

According to the data collected in the questionnaires, with the introduction of the system, it is expected an increase in performance of more than 41%, during and after the CWG2010, as in the next figure.

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Figure 7-16 rating of indicators before and during the CWG2010

The following table and figure show the rating of the indicators in % according to the operator point of view.


during vs

before


Transport safety 2,4 4,5 46,67%

Transport security 2,8 4,4 36,36%

Average 2,60 4,45 41,57%

Society


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7.3.2.1. Environmental Impacts

According to the data collected in the questionnaires, with the introduction of the system, it is expected an increase in performance of more than 8%, during and after the CWG2010, as in the next figure.


The following table and figure show the rating of the indicators in % according to the operator point of view.

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during vs

before


Air quality / Emission 4,8 5,4 11,11%

Noise 3,5 3,7 5,41%

Average 4,15 4,55 8,79%

Environment/energy



7.3.2.1. Economy

According to the data collected in the questionnaires, with the introduction of the system, it is expected an increase in performance of more than 45% during the CWG2010, as in the next figure.

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The following table and figure show in detail the service rating of the indicators according to the operator point of view before the CWG2010 and during CWG2010.


during vs

before


Planning if the bus route and timetable 3,1 4,8 35,42%

Planning of the shift 3,5 5,3 33,96%

Information in real time on fleet position 1,6 5,8 72,41%

Information in real time on respect of the bus route 1,5 5,6 73,21%

Information in real time if service is according to the timetable 1,6 5,7 71,93%

Contact in real time with driver for emergency /accident 1,5 4 62,50%

Information in real time to the passenger on bus stop / mobile

phones 1,7 5,2 67,31%

Daily Number of passengers 3,5 4,1 14,63%

Fleet utilization 3,7 4,5 17,78%

Operating costs 3,5 4,1 14,63%

Fuel consumption 4 4,6 13,04%

Average 2,65 4,88 45,62%

Quality of service


The best improvement with the introduction of ITS technology during CWG2010 is expected for information in real time (on fleet position, on respect of bus route and of service is according to time table), information in real time to passengers, contact in real time with drivers.

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0

1

2

3

4

5

6

7

Rating of indicators before and during CWG



The comparison of ratings before and during the CWG again shows how important integrated ITS systems are perceived by users in almost all the identified categories, among which the availability of real time information, along with the contact in real time with the driver and the planning shows the largest important to the passengers.

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8%

7%

15%

15%

15%

13%

14%

3%4%

3%

3%

during vs before

Planning if the bus route and timetable

Planning of the shift

Information in real time on fleet position

Information in real time on respect of the bus route

Information in real time if service is according to the timetable

Contact in real time with driver for emergency /accident

Information in real time to the passenger on bus stop / mobile phones

Daily Number of passengers

Fleet utilization

Operating costs

Fuel consumption


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7.4. Users assessment

7.4.1. Main Indicators

7.4.1.1. Selected Categories

Main categories of relevant indicators that has been considered looking at the ITS demonstrator implemented are the following:

• Transport:

• Transport – quality of service

• Transport system

• Society

• Environment/energy


Quality of service

Affordability of service Service Punctuality Service frequency Travel time reliability Payment method Infomobility information

Transport system Vehicle occupancy

Society Transport safety Security of transport

Environment/energy Air quality / Emission Noise

Through the questionnaires have been collected the importance of the indicators and the rating assigned to each indicator before the implementation of ITS system and during the CWG2010 where the system has been implemented to evaluate the benefits introduced by the technology.

7.4.1.2. General information on users interviewed

Data collected are based on about 150 questionnaires. General information about the participants are the following.

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About gender, male was about 57%, while female about 43% of the participants.

Figure 7-26 Gender distribution

The age distribution of the user group is according to the following table:

• Age <18 8%

• 18-30 83%

• 30-40 6%

• 40-50 1%

• 50-60 3%

About 90% is aged <30 years hold.

Figure 7-27 Age user group distribution

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Most of participants was resident in Delhi (about 88%).

Figure 7-28 Delhi residents distribution

Most of interviews are students (about 65%), all the others are passengers employed in private/public sector.

Figure 7-29 Target distribution

About 73% of the interviewers are - or belong to a household owning a car, 11% own a motobike, and 16% are without any vehicle.

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Figure 7-30 Vehicle owner distribution

7.4.1.3. Information on public transport

The following figure shows how often the public transport is used in Delhi by the interviewed passengers.

Usage is important:

• about 90% use the bus at least sometimes,

• about 70% use it at least 3-4 times a week.

• while about 50% use it at least almost every day.

Patronage for the selected sample can be considered very high: this is explained in general by the large use of public transport by Delhities and in particular by the young average age of interviewed people, mainly students.

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Figure 7-31 Public transport usage

The car is used in the city for about 61% of the interviews.

Figure 7-32 Use of the car in the city

About the purpose of urban transport (by train/bus/metro/taxi/autorickshaw), here is a table that summarize the situation. About 47% is for study purpose (considering the target), 25% for private purpose and 28% for work reason.

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Figure 7-33 Transport purpose in Delhi

Figure 7-34 Transport purpose in Delhi – details

The following figure shows the different transport means available in Delhi and the % of means used by the participants.

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Figure 7-35 % of users that take the transport means in Delhi

The following table shows that transport means usually used in Delhi are the metro bus and autorickshaw (about the 80%), the remaining are using private cars, taxi and train.

Figure 7-36 Transport means usage in Delhi

The following data show the main problems of public transport highlighted by the interviews, in order of importance:

1) too crowded

2) unreliable

3) unsafe

4) no real time information

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5) too slow

6) unclean /poor quality

7) expensive

A weight of about 80% is concentrated in the first 3 problems, rise to 90% if we consider the lack of real time information.

Figure 7-37 Main transport problem in Delhi

The following picture shown the % of passengers that highlight the problem.

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Figure 7-38 % of passenger that highlight the problems in Delhi transport

About 33% of participant will attend the CWG2010 events at least one time.

Figure 7-39 % of passenger that attended the CWG2010 in Delhi

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The following picture shows how passenger will use the public trasport during the CWG2010, and most of them will use it during the CWG2010.

Figure 7-40 Use of public transport during the CWG2010 in Delhi

7.4.1.4. Importance of Indicators

The following table shows the main indicators with categories and the relative rating of importance according to users point of view.

IMPORTANCE

Categories Indicator Rating (1-6)

Affordability of service 4,91

Service punctuality 5,24

Service frequency 5,12

Travel time reliability 5,14

Payment method 4,73

Infomobility information 5,11

Transport system Vehicle occupancy 4,99

Transport safety 5,17

security of transport 5,08

Air quality / Emission 4,99

Noise 4,72

Quality of service

SOCIETY

Environment/energy

Figure 7-41 Importance of indicators in Delhi

Looking at the table, most of the indicators have a high scoring, that means that most of them are important, but following the scoring the most important indicators are:

• Service punctuality

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• Transport safety

• Travel time reliability

• Service frequency

Therefore the quality of service and the safety looks the most important indicators from the user point of view.





- Transport system

- Society

- Environment

The table below summarise the perspective benefits from the user point of view.

Main result is the services are expected to increase of about 20%.

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More benefits are expected from quality of service, transport system and society with the introduction of the system. Following pictures gives the improvements introduced by the introduction of ITS system during CWG2010.

Figure 7-44 Improvements introduced by the ITS demo system in Delhi for CWG2010

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Figure 7-45 Benefits of ITS demo system in Delhi in % for CWG2010


• Before introduction of ITS system, rating of the quality of service and transport system is considered low (as mentioned before, the service is considered crowded, unreliable, with no real time information), followed by safety/security (unsafe) and environment problems:

• With the introduction of ITS system thanks to CWG2010, the best improvement is relevant to Society - safety/security problems (about 22%, having a better control of the service and driver behavior using GPS localization), followed by transport system and quality of service (about 20/21%), the less improvement is related to the environment (13%).


during vs

before

Categories Rating (1-6) Rating (1-6) %


Transport system 3,61 4,61 21,71%

Society 3,78 4,89 22,64%

Environment 3,86 4,48 13,77%

Average 3,63 4,52 19,63%

Figure 7-46 Summary of benefits from user point of view

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Figure 7-47 Rating before and during the CWG2010 from user point of view




The following table and figure show in detail the service rating of the indicators according to the user point of view before the CWG2010 and during CWG2010.

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Before

CWG2010

during

CWG2010

during vs

before

Categories Indicator Rating (1-6) Rating (1-6) %

Affordability of service 4,08 4,65 12,12%

Service Punctuality 3,75 4,63 19,00%




Infomobility information 3,53 5,03 29,92%

Average 3,28 4,11 20,12%

Quality of service


The best improvement with the introduction of ITS technology during CWG2010 is expected for infomobility information, service frequency and travel time reliability.


The comparison of ratings before and during the Games again shows how important integrated ITS systems are perceived by users in almost all the identified categories, among which the availability of infomobility information, along with a frequent and reliable service shows the largest importance to the users.

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The comparison between the two periods shows that an integrated planning, management, monitoring and information system is clearly perceived as an important tool to support mobility management during a large event, where city mobility networks are highly stressed.

The following table and figure show in detail the service rating of the indicators according to the user point of view before the CWG2010 and during CWG2010.


Before

CWG2010

during

CWG2010

during vs

before


Transport system Vehicle occupancy 3,61 4,61 21,71%

Average 3,61 4,61 21,71%



According to the data collected in the questionnaires, with the introduction of the system, it is expected an increase in performance of about 14%, during and after the CWG2010, as in the next figure.


The following table and figure show the rating of the indicators in % according to the user point of view.

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Before

CWG2010

during

CWG2010

during vs

before



Noise 3,74 4,48 16,44%

Average 3,86 4,48 13,77%

Environment/energy

7.4.2.4. Society

According to the data collected in the questionnaires, with the introduction of the system, it is expected an increase in performance of about 22%, during and after the CWG2010, as in the next figure.


The following table and figure show the rating of the indicators in % according to the user point of view.

Categories Indicator Before CWG2010

during

CWG2010

during vs

before



Security of transport 3,78 5,05 25,22%

Average 3,78 4,89 22,64%

SOCIETY

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7.5. Summary conclusion

The results of the analysis of the user questionnaires show interesting results. Despite the bias in the overall scores that can be determined by the revealed preferences, the comparative analysis among the different indicators and between the different time periods investigated, i.e. “during the event” and “after the event” compared to “before the event” respectively, shows the importance users assign to the different indicators.

In particular the comparison of ratings between periods is an interesting analysis since it allows to understand the potential benefits of implementing ITS for large events and the importance of their legacy after the event is carried out. This has a clear impact on the planning of investments and in calculating the pay-back period: often the event itself is not able to obtain enough resources for the implementation of multi-year investments –such ITS are- but for the same reason the legacy benefits should be calculated and included in the investment plan, where the role of the large event is to trigger the need since a relevant part of the benefits can be obtained in the short period of the event duration (where each improvement is of high value due to the fact that all the available resources are overexploited), and then the legacy to the City can complete the benefits calculation.

Therefore the results presented in this chapter should be evaluated in relative terms rather that looking at the absolute values.

With this perspective the most important factors for the users are Service punctuality (5,24), Transport safety (5,17), Travel time reliability (5,14), Service frequency (5,12) Infomobility information (5,11) and Vehicle occupancy (4,99). Operators do not have a very different perception, since they evaluate as the most important indicators are those related to real-time information on the bus fleet and the related applications.

The comparison “before-during the event” also shows interesting results. For the bus operators improvements can account for almost 30% during the event compared to the ex-ante situation, where service frequency, punctuality and travel time reliability – a direct product of an integrated AVM system - account for almost 90% of the total improvement. Users share very much this view, since even if they identify as the main important indicators service frequency, punctuality and travel time reliability; the comparison “before-during the event” shows a substantially similar improvement (+20%) whose lower score can be explained by the fact that users look at the entire transport system where bus operators are only part of the transport supply.

It is worth noting that the demonstration system implemented for the CWG2010 was aimed to improve all the above mentioned factors, since an integrated planning and monitoring can increase service punctuality and travel time reliability thorough a re-desing of public transport lines and timetables, a better allocation of the buses over the lines while the real-time monitoring can overcome occurring problems grating a higher reliability; transport safety can be improved by the possibility to have the real-time position of the autorickshaw, taxi or bus (where CCTV for user safety was demonstrated in the demo bus). Infomobility was addressed by a specific module, where for the first time an integrated itinerary calculation tool was provided, along with the possibility to access real-time information via web or mobile devices. Vehicle occupancy can be enhanced by taking into account data coming from passenger counter (demonstrated in the demo bus), that can be integrated in the planning module, that using real time data can led to a more efficient and effective assignment of buses to the different lines.

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The results of the rating of the indicators “during the games” and “after the games” should suggest to stakeholders to include both benefits that can be gathered during and after the event in the cost-benefit analysis.

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8. LONG TERM ASSESSMENT

8.1. Introduction The present chapter is dealing with the long term assessment of the Delhi demonstrator with analysis with respect the situation before CWG2010 and during CWG2010, taking as a reference for data collection the document [R8] on “monitoring of the overall events”.

8.2. Methodology Assessment is based on:

- analysis data collected from users;

- analysis of data collected from bus operator;

- a cost and benefit analysis of implementation of AVM system of Delhi bus operator, that is based on Cost and benefit analysis of implementation of AVM system for bus operators of other cities as benchmark.

About 150 questionnaires have been collected from users to get their point of view before and during the CWG2010. Other relevant questionnaires have been collected from the operators.

Questionnaires are available in doc. [R7] - Demonstration result report and data collection of the India demonstrator.

Additional data and information are available in Annex 1.

8.3. Main Indicators Indicators for operators are according chapter 8.3.1.

Indicators for users are according chapter 8.4.1.

8.4. Importance rating Importance of Indicators for bus operators are according chapter 8.3.1.

Importance of Indicators for users are according chapter 8.4.1.

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8.5. Bus Operator Assessment




- Transport system

- Society

- Environment

- Economy

The table below summarise the perspective benefits from the bus operator point of view.

Main result is the services are expected to increase of more than 37% with respect before the CWG2010 and about 2% with respect the implementation of the system during the CWG2010.

Figure 8-1 Average rating increase of ITS demo system in Delhi before, during and after CWG2010

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Figure 8-2 Average long term benefits in %

Categories Before CWG2010 after after vs

before




Society 2,60 4,30 39,53%

Environment 4,15 4,65 10,75%

Economy 2,65 4,98 46,65%

Average 3,03 4,88 37,87%

Figure 8-3 Detailed rating of indicators before and after the CWG2010

Categories during CWG2010 after after vs

during




Society 4,45 4,30 -3,49%


Economy 4,88 4,98 1,89%

Average 4,79 4,88 1,89%

Figure 8-4 Detailed rating of indicators during and after the CWG2010

More benefits are expected from Economy, Society and Quality of Service with the introduction of the system. The following table and pictures gives the improvements introduced by the introduction of ITS system during CWG2010.

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Figure 8-5 Improvements from operator point of view introduced by the ITS demo system in Delhi for CWG2010 before vs after

Figure 8-6 Improvements from operator point of view introduced by the ITS demo system in Delhi after CWG2010 vs during

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Figure 8-7 Improvements from operator point of view introduced by the ITS demo system in Delhi for CWG2010

Figure 8-8 Main benefits from operator point of view introduced by the ITS demo system in Delhi for CWG2010 - after vs before

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Figure 8-9 Main benefits from operator point of view introduced by the ITS demo system in Delhi for CWG2010 - after vs during

Figure 8-10 Benefits of ITS demo system in Delhi in % for CWG2010 - after vs before

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Figure 8-11 Benefits of ITS demo system in Delhi in % for CWG2010 - after vs during


• Before introduction of ITS system, rating of Economy and society looks low, followed by quality of service, transport system and environment;

• With the introduction of ITS system, with respect to the situation before the CWG2010, the long term improvement is relevant to Economy (more than 46%, having a better control of the service), followed by Society (more than 31%), and quality of service (more than 32%), the less improvement is related to the transport system (about 11%) and environment (about 10%).

• With respect to the situation during the CWG2010, there is small improvement of long term benefits in average (less than 2%), with improvement expected for transport, quality of service, environment and economy, and a small reduction for Society (especially for security).

Categories Before CWG2010 during CWG2010 after

after vs

during

after vs

before

Rating (1-6) Rating (1-6) Rating (1-6) % %

Quality of service 3,42 4,94 5,10 3,14% 32,94%

transport system 3,90 4,20 4,40 4,55% 11,36%

Society 2,60 4,45 4,30 -3,49% 39,53%

Environment 4,15 4,55 4,65 2,15% 10,75%

Economy 2,65 4,88 4,98 1,89% 46,65%

Figure 8-12 Summary of benefits from operator point of view

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According to the data collected in the questionnaires, with the implementation of the system, the quality of service performance increased of more than 33% in average after the CWG2010 with respect before the CWG, and about 3% with respect the implementation of the system during the CWG2010, as shown in the next figure.

Figure 8-13 Rating before, during and after the CWG2010


The following table and figure show in detail the service rating of the indicators according to the bus operator point of view before the CWG2010 and after CWG2010.

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Categories Indicator Before CWG2010 after

after vs

before







Average 3,42 5,10 32,94%

Quality of service


Categories Indicator during CWG2010 after

after vs

during



Service punctuality 5,30 5,00 -6,00%




Average 4,94 5,10 3,14%

Quality of service


The following table and pictures gives the improvements introduced by the introduction of ITS system.

Figure 8-17 Rating of indicators before and after the CWG2010

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Figure 8-18 Rating of indicators during and after the CWG2010

The comparison of ratings before and after the CWG2010 again shows how important integrated ITS systems are perceived by operator in almost all the identified categories, among which the travel time and service frequency, along with service punctuality shows the largest important to the operators. Long term benefits are expected from travel time (about 53%), service frequency (about 49%), and service punctuality (about 42%). No improvement is expected for affordability of service having already a good rating in before CWG2010.

The comparison of ratings during and after the games shows how the proposed integrated ITS systems are perceived by operator as a solution able to maintains and increase the benefits in long terms. Additional benefits are expected for travel time reliability (about 10%), and payment methods (about 6%), but with a reduction of service punctuality (about 6%) (who have no reason from our point of view).

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Figure 8-19 improvement of indicators in % before vs after the CWG2010

Figure 8-20 improvement of indicators in % after vs before the CWG2010


According to the data collected in the questionnaires, with the implementation of the system, the transport performance increased of more than 11% in average after the CWG2010 with respect before the CWG, and about 4% with respect the implementation of the system during the CWG2010, as shown in the next figure.

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The following table and figure show in detail the service rating of the indicators according to the operator point of view before the CWG2010 and after CWG2010.


after vs

before



Average 3,90 4,40 11,36%


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after vs

during



Average 4,20 4,40 4,55%


The comparison of ratings before, during and after the Games again shows how important integrated ITS systems are perceived by operator improving the passengers and the vehicle occupancy in long term.

8.5.1.3. Society

According to the data collected in the questionnaires, with the implementation of the system, it is expected an increase in performance of more than 40% in average after the CWG2010 with respect before the CWG, and a reduction of more than 3% with respect the implementation of the system during the CWG2010, as shown in the next figure.


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after vs

before




Average 2,60 4,30 39,53%

Society



after vs

during



Transport security 4,4 4,1 -7,32%

Average 4,45 4,30 -3,49%

Society



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The comparison of ratings before and after the Games again shows how important integrated ITS systems are perceived by operator in all the identified categories, for safety and security. A very good long term benefits and improvement are expected from safety (about 46%), and security (about 31%).

The comparison of ratings during and after the Games shows a reduction of the benefits, with respect the security (about 7%).

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Figure 8-32 improvement of indicators in % after vs during the CWG2010


According to the data collected in the questionnaires, with the implementation of the system, it is expected an increase in performance of more than 10% in average after the CWG2010 with respect before the CWG, and an increase of more than 2% with respect the implementation of the system during the CWG2010, as shown in the next figure.

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after vs

before



Noise 3,5 3,8 7,89%

Average 4,15 4,65 10,75%

Environment/energy


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after vs

during



Noise 3,7 3,8 2,63%

Average 4,55 4,65 2,15%

Environment/energy


The following table and pictures shows the improvements introduced by the introduction of ITS system.



The comparison of ratings before and after the Games again shows how important integrated ITS systems are perceived by operator in all the identified indicators. An improvement is expected from air quality (about 13%), and from noise (about 8%).

The comparison of ratings during and after the Games shows an additional improvement of the benefits of about 2% for both indicators.

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8.5.1.5. Economy

According to the data collected in the questionnaires, with the implementation of the system, it is expected an increase in performance of more than 46% in average after the CWG2010 with respect before the CWG, and an increase of about 2% with respect the implementation of the system during the CWG2010, as shown in the next figure.

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after vs

before


Planning if the bus route and timetable 3,1 4,9 36,73%


Information in real time on fleet position 1,6 5,8 72,41%



Contact in real time with driver for emergency /accident 1,5 4,3 65,38%


phones 1,7 5,7 70,18%


Fleet utilization 3,7 4,7 21,28%


Fuel consumption 4 4,6 13,04%

Average 2,65 4,98 46,65%

Economy



after vs

during



Information in real time on fleet position 5,3 4,9 -8,16%



Contact in real time with driver for emergency /accident 5,7 6,0 5,00%


phones 4,0 4,3 7,69%


Fleet utilization 4,1 3,9 -5,13%


Fuel consumption 4,1 4,1 0,00%

Average 4,6 4,6 0,00%

Average 4,88 4,98 1,89%

Economy



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The comparison of ratings before and after the Games again shows how important the integrated ITS system is perceived by operator improving all the identified categories, among which the information in real time (more than 72%) on fleet position, with respect the bus route, and respect of the timetable, along with information that can be sent from the central system to passengers (more than 70%) and contact with drivers (more than 65%), shows the largest important to the operators.

An increase of 10% is expected for daily number of passengers, along with an overall reduction of operating costs of 13% and fuel consumption with the optimization of the fleet utilization (more than 21%).

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Planning activities benefits are estimated in more than 37% along with an improvement of planning of the shift (more than 28%).

The comparison of ratings during and after the Games confirms the benefits of the integrated ITS systems and that is perceived by operator as a solution able to maintains and increase the benefits in long terms. Additional benefits are expected for daily number of passengers (more than 8%), and information to passengers (about 8%), but with a reduction of information in real time of fleet position (about 8%), quite reasonable considering that is more effective to check if service is according to time table or is respecting the bus route, with additional focus on drivers and contact with them.


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An additional analysis is available from the cost benefits analysis that takes into consideration experience from other public transport operators as detailed in the following chapter.

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8.5.2. Summary of cost benefit analysis

At the end of the assessment of potential long terms benefits of STADIUM project we evaluated the cost and benefits analysis (CBA) introducted by hypotetical implementation of a Delhi demonstrator on all the buses of DTC (Delhi Transport Corporation).

The objective of the document in Annex 3 (reference to document [R3]) is to define the cost benefit analysis of AVM systems from the bus operator point of view. The potential long term benefits have been evaluated in a time period of ten years length.

To evaluate the CBA, we have defined the following objectives for the enhanchement of the service:

• Objective 1: increase service reliability;

• Objective 2: increase of productivity;

• Objective 3: decrease operational and capital costs;

• Objective 4: improvements in energy and the environment.

and for each objective we have defined several indicators and evaluated them:

Service Reliability

• Indicator 1.1: Travel Time Delay

• Indicator 1.2: Travel Time variability

Productivity

• Indicator 2.1: Number of service inspectors

• Indicator 2.2: Number of buses required for service

• Indicator 2.2: Number of drivers required for service

• Indicator 2.3: Time for service planning

Costs

Operating Cost

• Indicator 3.1: Maintanance

• Indicator 3.2: Insurance

• Indicator 3.3: Salary

Capital Cost

• Indicator 3.4: Investement cost

• Indicatort 3.5: Repayment of investment

Energy and Environment

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• Indicator 4.1: Emission

• Indicator 4.2: Fuel Consuption

To understand the transport process and procedures implemented in DTC, we have done meetings with DIMTS and DTC. We have organized and conducted the interviews to refine the individual cost and benefit elements. The purpose of the interviews is been to obtain information from DTC and DIMTS on how them measure or would measure a return on investment of these systems.

During the interviews with DTC/DIMTS, the following data was collected regarding the public transport bus service in Delhi.

Buses Note

Total number of buses 6204 Plus 50 Cluster Buses (with ETMS)

Number of buses with GPS system 3700

Average Kilometers travelled per Bus 67452 kms yearly

Personell

Drivers 15000

Plus 15000 Conductors (Ticket seller in

Bus)

Inspector on the street 3000 the rule is 0,5 people x no. of bus

Conductor 15000

There are a conductor for each bus; the

conductor have to sell the tickets

Total Employees (including drivers) 41811

Routes

Total number of routes (lines) 600

Shift

Total numbers of drivers in morning shift 5500

Total numbers of drivers in evening shift 4700

Drivers for misclenneous activities 1000

Vehicle Shift 15 hours

Vehicle duty 16 hours

Driver duty 8 hours

Type of Service

Number of Service Level 1

There is only one service level; however

during summer holidays in schools the

buses are diverted for Public Transport

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Salary Salary

Rupees

Driver 15000 Monthly

Conductor 15000 Monthly

Inspector 25000 Monthly

Employee -

Cost Cost Cost

Cost of a bus Rs 50 Lakhs Non AC Bus

Cost of Bus Rs 60 Lakhs AC Bus

Cost of maintenance 1st Year: Rs. 5 per Km

2nd: Year: Rs 6.5 per Km

3rd Year: Rs 8 per Km

-

-

-

12th Year: Rs 17 per Km

Cost of a bus ticket 10-15-20 rupees

Planning Planning Planning

This process is made without software applications

Manual operation which is not very

efficient.

After the analysis conducted, the benefits are illustred in the following table.

SERVICE RELIABILITY Benefit

hours/year

· Indicator 1.1: Travel Time Delay 59.130

· Indicator 1.2: Travel Time variability 15.330

Total 74.460

PRODUCTIVITY Benefit

INR/year

· Indicator 2.1: Number of service inspectors INR 864.000.000

· Indicator 2.2: Number of buses required for service INR 687.500.000

· Indicator 2.2: Number of drivers & ticket seller required for service INR 176.256.000

· Indicator 2.3: Time for service planning INR 62.706.800

Total INR 1.790.462.800

Operating Cost Benefit

INR/year

· Indicator 3.1: Maintanance INR 75.647.757

· Indicator 3.2: Insurance INR 13.648.800

· Indicator 3.3: Wages INR 973.728.000

Total INR 1.063.024.557

Energy and Emissions Benefit

INR/year

· Indicator 4.1: Emission -

· Indicator 4.2: Fuel Consumptions INR 92.779.848

Total INR 92.779.848

Table 8-1 general benefits

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In general the benefit can be recurrent yearly (for a benefit that is valid in each period) or can be una tantum benefit like in case of reduction of buses.

The una tantum benefit can be:

Una tantum Benefits Total

INR

· Indicator 2.2: Number of buses required for service INR 687.500.000

Total INR 687.500.000

Table 8-2 una tantum benefit

The annual recurrent benefits are expressed in the following table.

Annual recurrent Benefits Total

INR/year

· Indicator 3.1: Maintanance INR 75.647.757

· Indicator 3.2: Insurance INR 13.648.800

· Indicator 3.3: Salary INR 97.372.800

· Indicator 4.2: Fuel Consumptions INR 92.779.848

Total INR 279.449.204

Table 8-3 recurrent benefit

The total benefits are expressed in the following table.

Total Benefits Total

INR

Una tantum Benefit INR 687.500.000

Annual recurrent Benefit INR 279.449.204

Total INR 966.949.204

Considering the number of buses,

Parameters After AVM

Number of buses 6.080

The total costs of the AVM device are assumed as in the following table. The real value of a system depends on a lot of variable and so, the costs proposed should be representative of a generic and function limited solutions.

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AVM cost value Note

Center - hardware INR 10.364.800 total cost for the hardware center

server INR 8.595.200

networking INR 1.011.200

client INR 758.400

Buses - hardware INR 768.501.888 total hardware cost for for all buses

AVM unit hw INR 126.400 INR/bus

Depot - hardware INR 30.336.000 for all depots

INR 758.400

Center - software INR 9.480.000 total cost for the software center

planning software INR 3.160.000

Supervisor software INR 4.740.000

Infomobility software INR 1.580.000

Buses - software INR 48.031.368 total software cost for for all buses

AVM unit software INR 7.900 INR/bus

Other

Client number 5 number of client into control room

Client cost INR 151.680 cost of a client (personal computer)

Table 8-4 detailed AVM device cost

Considering the number of buses in our hypothesis, the Investment costs are expressed in the following table.

Investment Costs Totalq

Hardware Costs INR 809.202.688

depot INR 30.336.000

center INR 10.364.800

buses INR 768.501.888

Software Costs INR 57.511.368

center INR 9.480.000

buses INR 48.031.368

Total Costs INR 866.714.056

Table 8-5 Investments costs

The operational costs are composed by the following contributes.

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Consultant Salary Employee Wage Cost

q INR/year INR/year

BPR consultants (for 2 years) 2 INR 960.000 INR 1.920.000total INR 1.920.000

Communications unit cost quantity Cost

INR/year q INR/year

center - bus 1.043 6204 INR 6.469.531

center - info to users 208.560 1 INR 208.560

total INR 6.678.091

Maintenance %/year Investment costs Cost

% q INR/year

hardware 10% 809.202.688 INR 80.920.269

software 10% 57.511.368 INR 5.751.137

total INR 80.920.269

Total for the first 2 year INR 89.518.360

Total after the first 2 year INR 87.598.360

Table 8-6 - Total operational Costs

In the first two years we suppose to have to pay for consultants that support the management in change the process and organization after implementation of AVM system.

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At the end to evaluate the total costs, we think to pay the cost of AVM system through a loan with fixes rate for a period of 5 years.

Total costs AVM system Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8 Year 9 Year 10 Total

Investment costs 173.342.811 173.342.811 173.342.811 173.342.811 173.342.811 0 0 0 0 0 866.714.056

interest rate 48.535.987 48.535.987 48.535.987 48.535.987 48.535.987 0 0 0 0 0 242.679.936

Total Investement costs 221.878.798 221.878.798 221.878.798 221.878.798 221.878.798 0 0 0 0 0 1.109.393.992

Operational costs 89.518.360 97.575.012 87.598.360 95.482.212 104.075.612 113.442.417 123.652.234 134.780.935 146.911.219 160.133.229 1.153.169.590

% Inflation 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00%

Total cost 311.397.158 319.453.811 309.477.158 317.361.011 325.954.410 113.442.417 123.652.234 134.780.935 146.911.219 160.133.229

Incremental cost 311.397.158 630.850.969 940.328.127 1.257.689.138 1.583.643.548 1.697.085.965 1.820.738.199 1.955.519.134 2.102.430.353 2.262.563.582

Table 8-7 - Total Costs AVM System

The total cost of the AVM system in ten years are expressed in the following table.

Total cost in 10 years Total

INR

Investment cost (10 years) INR 1.109.393.992

Operational cost (10 years) INR 1.153.169.590

Total cost after 10 years INR 2.262.563.582Cost by Year INR 226.256.358

The pay-back period is evaluated in the following table.

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Total costs & Benefit AVM Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8 Year 9 Year 10 Total

Benefit 279.449.204 304.599.633 332.013.599 361.894.823 394.465.358 429.967.240 468.664.291 510.844.077 556.820.044 606.933.848

Incremental Benefit 279.449.204 584.048.837 916.062.436 1.277.957.260 1.672.422.617 2.102.389.857 2.571.054.148 3.081.898.226 3.638.718.270 4.245.652.118

Investment costs 221.878.798 221.878.798 221.878.798 221.878.798 221.878.798 0 0 0 0 0 1.109.393.992

Operational costs 89.518.360 97.575.012 87.598.360 95.482.212 104.075.612 113.442.417 123.652.234 134.780.935 146.911.219 160.133.229 1.153.169.590

% Inflation 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00% 9,00%

Rupees 311.397.158 319.453.811 309.477.158 317.361.011 325.954.410 113.442.417 123.652.234 134.780.935 146.911.219 160.133.229

Incremental Total Cost 311.397.158 630.850.969 940.328.127 1.257.689.138 1.583.643.548 1.697.085.965 1.820.738.199 1.955.519.134 2.102.430.353 2.262.563.582

Cash Flow -31.947.954 -14.854.178 22.536.441 44.533.813 68.510.948 316.524.823 345.012.057 376.063.142 409.908.825 446.800.619

Break even -31.947.954 -46.802.132 -24.265.691 20.268.121 88.779.069 405.303.892 750.315.949 1.126.379.092 1.536.287.917 1.983.088.537

Table 8-8 - pay-back period

In the assumptions posed in the previous chapters, the pay-back period worth 4-5 years.

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0

50.000.000

100.000.000

150.000.000

200.000.000

250.000.000

300.000.000

350.000.000

1 2 3 4 5 6 7 8 9 10

Ru

pe

es

years

Investm

ent costs

Operatio

nal costs

total

cost

Figure 8-1 - Total Costs

0

100.000.000

200.000.000

300.000.000

400.000.000

500.000.000

600.000.000

700.000.000

1 2 3 4 5 6 7 8 9 10

Ru

pe

es

years

Total Costs

Benefit

Figure 8-2 - Total Costs vs Benefit

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-500.000.000

0

500.000.000

1.000.000.000

1.500.000.000

2.000.000.000

2.500.000.000

1 2 3 4 5 6 7 8 9 10

Rupe

es

years

Break even

Figure 8-3 - break even

-100.000.000

0

100.000.000

200.000.000

300.000.000

400.000.000

500.000.000

1 2 3 4 5 6 7 8 9 10

Ru

pe

es

years

Cash Flow

Figure 8-4 - cash flow

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Benefits for bus operator:

a) by our definition about service parameters, we have demonstrated that the payback period of a AVM system implementation can be from 4 to 5 years;

b) 20% improvement on-time performance ;

c) less fleet for the same performance : we could have a relevant una tantum benefit by the reduction of some buses;

d) cost saving : we could reduce the number of personnel, operations, consumption;

e) requalification of personnel.

Benefits for customers:

a) service quality is much higher;

b) better info to passengers and so less claims;

c) public transport becomes more attractive to users.

8.5.3. Any additional benefit on future Big Events

Beyond the analysis of the operators’ benefits carried out above, it is worth noting that an integrated planning-monitoring-information system, as the one demonstrated within the Stadium Delhi demo can provide further benefits after its first implementation.

The possibility to record, save and analyse such a large amount of real-time data, as those provided by the above mentioned system, can provide operators a straightforward knowledge on the transportation system. The possibility to have a clear snapshot of an ex-ante (wrt to a large event) situation can be very valuable when planning the next event; for the same reason, the analysis of real-time data gathered during the large event itself is very important to understand the efficacy and efficiency of the planned and implemented measures, providing a valuable knowledge base when planning for the next large event. That is a benefit, though not quantifiable by a monetary value but still of a high value for the efficient large event transport planning.

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8.6. Paratransit Operator

A new booking system has been implemented in Delhi according to monitoring Paratransit from a web platform, in order to allow the preliminary implementation of a booking service integrated within the other transport modes, for additional evaluation and assessment. The system is based on a central system and n.59 Paratransit vehicles (taxi and autorickshaw) equipped with OBU unit.

The service is working in this way:

• The auto Paratransit are localized through an OBU unit (can be a fixed GPS/GSM installation with some buttons for setting the status, or a cellular phone with touch screen and GPS with an application with some buttons on the screen for setting the status), owned by the driver (in case of cellular phone the hypothesis is that the cellular phone is inside or near the Paratransit).

• The status of the Paratransit is set by the driver through the OBU unit (the numbers are same for all driver);

• The position of the phone is sent by the OBU unit to the application server of the booking service; the position could be updated with a frequency can be configured (form 30s to 2 minutes);

• The auto rickshaw operator, through the booking software, could control in almost real time the position and the status of Paratransit how on a map of the city;

• Information can be made available for statistical reason too and in case of complains;

• For a new booking:

o the user call a defined number (the public cellular number of the service);

o through the application, the operator find the closest available Paratransit to the user and inform the user that there is or not an Paratransit available at the expected time of arrival (in future this process can be completely automatic);

o The users by phone, have to choose if the booking is good or not for their needs;

o If the user agree, the operator will send the phone number of the Paratransit driver vehicle to the user in future this process can be completely automatic); the user contact the Paratransit driver vehicle for pickup;

o The driver change the status of their Paratransit and then go to pick-up the user according to the needs (in the future the booking system can take a measure of the time spent by the Paratransit to reach the user and can advise the user if there is some problems).

8.6.1.1. Main Benefits

The expected main benefits for this solution are the following:

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� increase the safety;

� increase the number of passengers;

� increase the revenue of the driver / owner;

� improve the quality of service;

� display in real time situation of the fleet (position of the Paratransit in every time, together with this state (vacant, in use, out of service, …);

� prepare statistical reports for internal / external use;

� reduce the claims.

8.6.1.2. Interview to operator

A questionnaire has been defined to collects the operator evaluations about the new service.

The questionnaire is annexed to this document.

8.6.1.3. Interview to passengers

At the end to evaluate the indicators, will be defined a questionnaire to collects the passengers evaluations about the new service.

The questionnaire is annexed to this document.

8.6.1.4. Possible future updates

In order to improve the service:

• Booking service could be automatically implemented through an update of the SW application, when operators are not available.

• Considering the cost for OBU, at owner charge, localization could be replaced with simpler solution (based for instance on GSM triangulation – integration with operator is required - and simpler mobile phones)

8.6.2. Any additional benefit on future Big Events

As shown by the analysis described above, passengers take the most out of the infomobility services both during and after the event, when benefits are perceived to be acquired. Then passengers can continue to benefit from the implemented ITS even in case of any planned event or even more relevant during any unplanned event affecting city mobility; well informed users can then self-regulate their mobility choices according to the situation. This limits the number of complaints towards the public transport system, and maximise its efficiency.

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8.7. Passenger

8.7.1. Main benefits Benefits are detailed for the main categories:


- Transport system

- Society

- Environment

The table below summarise the perspective benefits from the user point of view.

Main result is the services are expected to increase of more than 18% with respect before the CWG2010 and a reduction of less than 1.6% with respect the implementation of the system during the CWG2010.

Figure 8-49 Average rating increase of ITS demo system in Delhi before, during and after CWG2010

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Categories Before CWG2010 after after vs

before




Society 3,78 4,65 18,68%

Environment 3,86 4,54 14,89%

Average 3,81 4,66 18,37%


Categories during CWG2010 after after vs

during


Quality of service 5,75 5,66 -1,54%

transport system 4,61 4,59 -0,33%

Society 4,89 4,65 -5,12%


Average 4,74 4,66 -1,58%


More benefits are expected from Transport, quality of service and society with the introduction of the system. The following table and pictures gives the improvements introduced by the introduction of ITS system during CWG2010.

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Figure 8-53 Improvements from passenger point of view introduced by the ITS demo system in Delhi for CWG2010 vs before

Figure 8-54 Improvements from passenger point of view introduced by the ITS demo system in Delhi after CWG2010 vs during

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Figure 8-55 Improvements from passenger point of view introduced by the ITS demo system in Delhi for CWG2010

Figure 8-56 Main benefits from passenger point of view introduced by the ITS demo system in Delhi for CWG2010 - after vs before

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Figure 8-57 Main benefits from passenger point of view introduced by the ITS demo system in Delhi for CWG2010 - after vs during

Figure 8-58 Benefits of ITS demo system in Delhi in % for CWG2010 - after vs before

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Figure 8-59 Benefits of ITS demo system in Delhi in % for CWG2010 - after vs during


• Before introduction of ITS system, rating of Transport system, Society and Environment looks low, followed by quality of service;

• With the introduction of ITS system, with respect the situation before the CWG2010, the main long term improvement is relevant to the transport system (more than 21%), followed by quality of service (about 19%) and society (more than 18%), the less improvement is related to the environment (about 15%).

• With respect the situation during the CWG2010, there is small reduction of long term benefits in average (less than 2%), with improvement expected for environment (about 1.3%), and reduction for society (about -5%), quality of service (about -1.5%).

Categories Before CWG2010

during

CWG2010 after

after vs

during

after vs

before

Rating (1-6) Rating (1-6) Rating (1-6) % %

Quality of service 4,59 5,75 5,66 -1,54% 18,89%

Transport system 3,61 4,61 4,59 -0,33% 21,45%

Society 3,78 4,89 4,65 -5,12% 18,68%

Environment 3,86 4,48 4,54 1,30% 14,89%

Figure 8-60 Summary of benefits from passenger point of view


According to the data collected in the questionnaires, with the implementation of the system, the quality of service performance increased of more than 18% in average after the CWG2010 with respect before the CWG, and a reduction of about 1.5% with respect the implementation of the system during the CWG2010, as shown in the next figure.

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The following table and figure show in detail the service rating of the indicators according to the passenger point of view before the CWG2010 and after CWG2010.

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after vs

before







Infomobility information 3,53 4,99 29,33%

Average 4,59 5,66 18,89%

Quality of service



after vs

during


Affordability of service 4,65 4,59 -1,15%


Service frequency 4,69 4,69 -0,04%


Payment method 5,06 4,69 -7,89%

Infomobility information 5,03 4,99 -0,84%

Average 5,75 5,66 -1,54%

Quality of service




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The comparison of ratings before and after the Games again shows how important integrated ITS systems are perceived by passenger in almost all the identified categories, among which the infomobility information, along with service punctuality, service frequency shows the largest important to the passengers. Long term benefits are expected from infomobility information (about 30%), service frequency and travel time reliability (more than 20%), service punctuality (about 20%). Less improvement is expected for affordability of service (11%) and payment method (about 12%).

The comparison of ratings during and after the Games shows how the proposed integrated ITS systems are perceived by passengers as a solution able to maintains the benefits in long terms. A reduction is expected for payment method (about-8%), and affordability of service (about -1%). For the others indicators there is no difference to be mentioned.

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Figure 8-67 improvement of indicators in % before vs after the CWG2010

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According to the data collected in the questionnaires, with the implementation of the system, the transport performance increased of more than 21% in average after the CWG2010 with respect before the CWG, and no significant deviation with respect the implementation of the system during the CWG2010, as shown in the next figure.


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Indicator Before CWG2010 after

after vs

before


Vehicle occupancy 3,61 4,59 21,45%

Average 3,61 4,59 21,45%


Indicator during CWG2010 after

after vs

during


Vehicle occupancy 4,61 4,59 -0,33%

Average 4,61 4,59 -0,33%


The comparison of ratings before, during and after the Games again shows how important integrated ITS systems are perceived by passengers with an improvement of the vehicle occupancy in long term.

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8.7.1.3. Society

According to the data collected in the questionnaires, with the implementation of the system, it is expected an increase in performance of more than 18% in average after the CWG2010 with respect before the CWG, and a reduction of more than 5% with respect the implementation of the system during the CWG2010, as shown in the next figure.




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after vs

before




Average 3,78 4,65 18,68%

Society



after vs

during


Transport safety 4,72 4,63 -1,97%

Transport security 5,05 4,67 -8,24%

Average 4,89 4,65 -5,12%

Society




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The comparison of ratings before and after the Games again shows how important integrated ITS systems are perceived by passengers in all the identified categories, for safety and security. A very good long term benefits and improvement are expected from safety (about 18%), and security (about 19%).

The comparison of ratings during and after the Games shows a reduction of the benefits as perceived by passengers, with more reduction with respect the security (about -8%), and a reduction with respect the safety (about -2%).


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According to the data collected in the questionnaires, with the implementation of the system, it is expected an increase in performance of about 15% in average after the CWG2010 with respect before the CWG, and an increase of 1.3% with respect the implementation of the system during the CWG2010, as shown in the next figure.


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after vs

before



Noise 3,74 4,54 17,45%

Average 3,86 4,54 14,89%

Environment/energy



after vs

during



Noise 4,48 4,54 1,22%

Average 4,48 4,54 1,30%

Environment/energy



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The comparison of ratings before and after the Games again shows how important integrated ITS systems are perceived by passengers in all the identified indicators. An improvement is expected from air quality (about 13%), and from noise (about 18%).

The comparison of ratings during and after the Games shows an additional improvement of the benefits of more than 1% for both indicators.

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8.7.2. Any additional benefit on future Big Events The passengers benefits long term analysis clearly shows that the relevant benefits obtained during the event can be substantially maintained after the conclusion of the specific event. In fact users can continue take the most out of the improvements implemented for the event in their daily life. This is especially true for the infomobility, since the systems deployed can be used at a very low cost. Then users through a proper and customised information can also improve the way they use the transport network. This could be potentially very important in case of future large or small events, where users can improve their transportation behaviour and be less affected by such events, especially unplanned events like strikes or disruption of the transportation network.

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9. FINAL RECOMMENDATION

India is a developing economy with its own set of unique characteristics. It is also the largest democracy in the world and second largest country in terms of population. Cities in India are growing at around 2.4% annually and rural populace is continuously migrating from villages to cities in search of better prospects of livelihood. It is projected that by 2050, ~ 60% of population will be residing in cities from ~ 30% at present. Because of this, population density in cities is bound to increase manifolds.

Cities have posed several challenges in terms of residential housing, sustainable commercialization, land utilization, urban transportation etc. At the same time, urban transportation has become one of the key pillars to sustain economic activities for people as well as goods movement in and around cities. It is hence been a subject of strong focus for the entire cross-section of the society including Government Departments, Town-planners, Municipal Corporations, Industry Bodies et.al. to provide safe, reliable, comfortable, efficient and effective transportation for the public at large.

It is intriguing that the vehicle density per capita of the major metropolitan cities of India like New Delhi is much below as compared to developed countries such as US, Japan and even lower than several developing economies such as China, Brazil etc., at the same time traffic conditions in Delhi is equally or may be more worse. An obvious inference would suggest that town planning, roads infrastructure, newer traffic management technologies/systems need strong attention.

National Urban Transport Policy - 2006 of Government of India (Ministry of Urban Development) has laid down levers for tackling growing urban transportation requirements. As taken from the policy document, few of them are listed here under:

• Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement.

• Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved.

• Enabling the establishment of quality-focused multi-modal public transport systems that are well integrated, providing seamless travel across modes.

• Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems.

• Introducing Intelligent Transport Systems for traffic management.

• Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological improvements, etc.

• Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport.

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When it comes to use of new technologies for traffic management, use of Information Technology (IT) in transportation takes the center stage. The application of Information Technology (IT) in transportation is called “Intelligent Transport Systems” (ITS). ITS applications provide an ability to gather, organize, analyze, use, and share information about transportation systems. In the modern world, this ability is crucial for the effective and economical construction and operation of transportation systems and their efficient use. It is often referred to as a toolbox designed for the transportation planners, designers, implementers and operation managers to serve end users in an interoperable manner. This is much relevant to India, where no single urban transport mode is fully developed to meet growing transport demand. Realistically, it is only possible through a multi-modal transportation paradigm to provide effective and efficient transport services to an end-user.

ITS applications in developed nations such as US, Japan and EU countries have amply demonstrated that when integrated into the transportation infrastructure and vehicles, these technologies aid in managing traffic congestion, road and public transit safety and enhance achieving productivity. Developed countries went through a significant period of trial and error to get things right in ITS.

The European ITS Framework Architecture (informally called FRAME) was developed in the late 1990s as one of the projects under the Fourth Framework in the area of Transport Telematics. FRAME is not, strictly speaking, an architecture. Rather it is a framework or blueprint to help European countries and regions within countries build their own ITS architecture tailored to their particular needs. This is very similar to the experience in the U.S., in which the principal functional use of the U.S. National ITS Architecture has been to guide the development of regional architectures. FRAME expresses architecture from a number of viewpoints:

• User Needs to define what the stakeholders want an ITS deployment to provide in terms of services to be delivered.

• Functional Architecture defines the functionality needed by the ITS System to meet the User Needs.

• Physical Architecture describes how functions can be grouped into physical locations to form implementable Systems, taking account of any User Needs that have physical as well as functional requirements. It consists of a series of “Example Systems” and provides a methodology for deployment and implementation.

• Communications Architecture describes communications links needed to support physical data flows. It provides an analysis of the communications requirements for several of the “Example systems” from the Physical Architecture, and describes current communication technologies and standards.

• Cost Benefit Study helps predict the likely costs and benefits that can be expected from deploying the Architecture.

• Framework of Requirements Standards identifies existing standards relating to the European ITS Framework Architecture and identifies future standards needs.

The introduction of ITS can be significantly easier for countries like India that are starting to introduce ITS now because of the following factors:

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• ITS equipment and systems are cheaper and more refined than in the past. Partly this results from the general decrease in the cost of information technology (IT) and already achieved economies of scale.

• Communications technologies like cellular phones and the internet are spreading rapidly independent of ITS. Their existence allows many kinds of ITS applications to be introduced without the need for significant investment in separate communications infrastructure.

• Developing countries are able to install ITS infrastructure at the same time that physical infrastructure is being built. This allows for far cheaper deployment than introducing ITS subsequently.

• Experiences in developed countries can serve as the basis for successful ITS deployment in developing countries. This makes it easier to assess expectations realistically, both in terms of benefits and costs

9.1. Present Status of ITS in India

9.1.1. Location Technologies Location based services have made significant headway in India over the last five years. Many small firms have emerged to provide tracking services to fleet managers. There are some big firms in this space that are developing platforms that can integrate multiple types of devices and multiple types of maps. Some big public transport fleets have adopted GPS based location solutions for fleet management.

Delhi Transport Corporation(DTC) which boasts itself of operating the largest CNG fleet of India has implemented location technologies in its fleet. Delhi Integrated Multi-modal Transit System (DIMTS) a Joint venture of Government of Delhi has carried out the successful implementation in more than 3500 buses of DTC. DIMTS also manages the operation, maintenance and monitoring of the project.. The solution provided to DTC is tailor-made as per the requirements of DTC, keeping in mind the organization’s functioning as well as the city. The dynamic application developed for tracking by DIMTS enables viewing the data captured in various report formats that helps DTC in controlling its fleet and staff. Besides that the large gamut of live tracking domains e.g. route wise, depot wise helps in real time management of fleet in day to day operation of DTC. The system developed by DIMTS to a large extent has ensured availability of service in adequate frequency, also improved on-time performance as well as avoidance of bunching resulting in better revenue generation.

Bangalore Metropolitan Transport Corporation, Indore City Transport, and a few other public transport operators have also implemented systems on a smaller scale. Some large trucking companies like Transport Corporation of India, have adopted GPS based solutions for operational efficiency. To sum up, location based technologies are still in a growth phase. In the coming years, there will be a lot of integration between GPS devices and mobile phones. The standards that will evolve out of this integration will likely to last for a longer period.

9.1.2. Fare Collection Technologies Delhi Metro is the pioneer in Automatic Fare Collection System in India. DTC through DIMTS is in the process of implementing Automatic Fare Collection System in all its buses. The system

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developed by DIMTS would be dynamic enough to adapt to DTC’s functioning as well as accommodative as per behavioural aspects of DTC’s commuters. As a step forward Electronic Ticketing Machines(ETM) have been implemented by DIMTS in private stage carriage buses of Delhi that are being managed by DIMTS..ETM has not only led to greater efficiency on the part of the service provider but also in management of statistics related to commuters through a backend application. BEST, BMTC and APSRTC are other innovators in fare collection sector. The traditional fare collection systems used in the West are being challenged on many grounds. Innovations are coming up with changes in mobile technology, card technology and cheaper cost of communications. There is a move for IndiaOne transit card, though it is still in a design and concept stage. This sector will see a lot of action in the coming five years, as transit operators try to reduce the cost of collection and hassles of cash handling.

9.1.3. Toll collection Presently, in India Electronic Toll Collection is in place on certain highways e.g. Delhi-Noida Highway, Delhi – Gurgaon Expressway Bangalore-Electronic City Highway. Govt. had constituted high level committee to recommend unified ETC technology and the committee has submitted the report to the Govt. with a comprehensive proposal for toll collection using passive RFID tags. This new technology, yet to be conclusively proven in Indian conditions, is likely to change the scenario in toll collection sector.

9.1.4. Intelligent Signaling Two major implementations have taken place, one in Mumbai and other in Delhi. These systems are in nascent stage and would be evaluated over the next two years based on actual usage. DIMTS has implemented Intelligent Signaling System(ISS) in Delhi. The management and monitoring is also done by DIMTS currently in consonance with Delhi Traffic Police. Currently it is confined to its BRT corridor, and enables its functioning based on the traffic flow in general as well as BRT lane. In the context of the BRT Corridor, ISS has been designed to give priority to buses. The ISS installed by DIMTS uses contactless vehicle detection system to detect the volume of traffic and optimize the signal timings, thereby, easing the flow of traffic. The synchronized system is of modular design such that it can be expanded in the future or linked with Area Traffic Control (ATC) in subsequent phases. The system exercises real-time traffic control and monitors the operation with microscopic detail through a Command & Control Centre set up at the DIMTS office at ISBT Kashmere Gate. The system enables live tracking, online fault detection system, advanced traffic information and management system as well as CCTV recording.

9.1.5. Telematics Govt. of India has initiated pilot project on public transportation management using telematics at Koyambedu, Chennai bus terminal. Under World Bank sponsored project, ITS project is underway for public transport management in Mysore city.

9.1.6. Highway Traffic Management This field is very fragmented. Some experiments in vehicle counting, number plate recognition, incident management and lane control are happening at various places, but there is no concerted move towards having a comprehensive set of standards or devices.

9.2. STADIUM project for Delhi demonstrator Keeping these aspects in mind which are inherently unique and peculiar to India, STADIUM project was conceived based out of the priorities identified for India through mutual efforts by EU and International Cooperation Partner Countries (ICPC) comprising of India, China, Russia, South

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Africa and Brazil aimed at strengthening road transport research cooperation between Europe and emerging international markets to increase road safety, mobility, and transport efficiency. The project demonstration was aimed to coincide with CWG 2010 held in Delhi, where the role of the large event is to trigger the need for new system since the benefits can be obtained in a short period of the event duration (where each improvement is of high value due to the fact that all the available resources are overexploited), and realize accrued benefits in future.

The project main deliverables were three solutions for integrated public transportation means:

• Service Planning / Fleet Planning:

• Real-time fleet management

• Info-Mobility

9.2.1. Service Planning / Fleet Planning: The solution addresses the important part of fleet management in terms of fleet allocation, drivers’ assignment, route planning, time scheduling of the urban public road transport. In this complex scenario consisting of multiple parameters like service frequency, number of buses, available manpower, number of passengers, day-night and year-wise variations, the solution provides most optimized planning matrix for daily, weekly or monthly operation. The findings during Delhi Demonstration indicate that due to deficient planning and de-facto traffic congestion, many times no bus is available at a bus stop, which leads to longer waiting time for passengers and sometimes vice-versa happens when many buses of the same route arrive at the same time which leads to in-efficiency as few of them go without a single passenger boarding the bus at that bus stops. Also, as one of the insights, many respondents which were surveyed as part of primary data collection program mentioned that due to buses being ‘heavily-crowded’ they don’t prefer use of public transport. This was more pronounced in the case of female respondents due to safety concerns. Other reason on top of it was also high ambient heat as Delhi normally reaches above 45 degree centigrade in summers.

It is important to note that having hardware infrastructure like on-board GPS devices, camera, telematics etc. is only one part of the solution, the other part is to make use of all these hardware in the form of useful information through the data gathered from each of these hardware for efficient and effective planning. The service planning is essentially a software, which would perform access to raw data, analysis of data, conduct interpretation and finally create planning matrix. The service planning enhances reliability and business efficiency by reducing waiting time and travel time uncertainty, increasing security for freight movement and personal travel, increasing efficiency for operators and increasing efficiency for users. The above benefits may be more modest in terms of overall national impact. However, this type of ITS is attractive because individuals receive these benefits more directly. As India is emerging as one of the major service economy backed by vast pool of skilled software personnel, it would not be difficult to scale this part of the tailor made system both from time and geography perspective for the entire nation.

9.2.2. Real-time fleet management Real time fleet management is currently being done by the service providers i.e. DTC (for DTC buses) and DIMTS (for private stage carriage buses) through the application developed by DIMTS. GPS devices are installed in more than 3500 DTC buses and 100 buses of Private Stage Carriage. GPS device sends data through GPRS to DIMTS server in every 10 seconds regarding its location,

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time stamp of the location, speed and ignition. The application fetches the data and converts it into various useful reports and tracking utilities. It also enables various administration and operation related activities of DTC as well as Private Stage Carriage.

Various reports like route wise time at node, overspeed report, outshedding reports, missed trips helps the service provider in controlling and managing its fleet. Whereas tracking utilities like routewise tracking, depot wise mapping helps in better management of fleet thereby ensuring service at all times as well as avoidance of bunching.

The system provides complete visibility on fleet operation and helps in management of schedules and provides real-time information of schedule delays, vehicle availability etc.

What makes the application developed by DIMTS unique is its dynamic algorithm for calculation of Expected Time of Arrival (ETA). The ETA calculation is based on the previous journeys made in the particular route, thereby giving a much accurate ETA as compared to simple distance and time calculation.

9.2.3. 3. Info-Mobility The most important aspect of any public transport solutions is access of real-time transport and traffic information to the end-users and general public. People find it valuable to be informed of expected arrival times through bus location systems. This part of the solution would not necessarily improve the average waiting time, but it improves the credibility and accountability of the public transport operations. As the primary research program conducted in the project indicated that many people might opt public transport if they have access in advance the time schedule of the services. They feel that this could be of great importance if such information could also help them travel seamlessly from end-to-end destinations. Cities like Delhi where no single mode of public transport could provide end-to-end connectivity should consider integration of all types of public transport modes such as bus-fleet, para-transit such as auto rickshaws, metro and metro feeder buses etc. However, it should be noted that this information is accessible to the public at large in the most convenient, affordable and effective way. Many people, due to their inability, might not be willing to spend an extra penny for having access to such information.

It was felt that that there is a need for not only one type of information access system but to having multiple solutions available at the same time to cater to all classes of passengers.

As a solution to this, the project created a web-portal through which travel information for multi-modal means like bus, para-transit and metro were made available on real-time basis. As an additional feature the website also provided a platform for users to plan their trip route based on key parameters as identified more important during the primary interviews conducted with respondents. There parameters were:

• Cheapest trip plan

• Fewest changes of means of transport

• Fastest trip plan

• Least walking between stops

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The call centre application to provide feeder services like taxis and Autorickshaws was established to provide extra convenience to a passenger for seamless travel. The feeder service information was Short Message Service (SMS) based. It may be noted that the recent spread of GSM cellular telephones in India has led to the widespread use of the SMS which could act as a lever for capacity building of such solutions. The use of the GSM network contributes to lower development cost. Although the functions are basic and simple, their ability to provide the necessary information is adequate for the problem at hand. Similar services like “511”-The digits 511 have been reserved as a nationwide telephone number in USA for obtaining traveler information may also be considered. Several states in US are already providing 511 services, consisting of current traffic information, weather and road conditions, and public transport information. U.S. DOT is encouraging and helping to fund the national 511 deployment.

Cellular phones could also be tapped to provide many other service functionalities like prepaid mobile ticket for all modes of transport to have hassle free travel around the city. Many parts of the world are experimenting on suitable m-commerce system possible through technologies like Near Field Communication (NFC). However, there would be a need for a robust enforcement mechanism which would ensure no revenue ‘leakage’.

This way a commuter could ‘personalize’ the public transport travel. It is a great incentive to people feel more empowered and satisfied in use of public transport in a more efficient way.

Besides above Passenger Information System boards are also installed in Bus Stops by DIMTS which provides the ETA of buses in the bus stops, thereby leading to commuter satisfaction. In addition, DIMTS shall also providing bus transit information through its website wherein people can log in and track the location of the bus, as well as through an SMS. This information allows the passengers to plan their journeys in advance and reduce waiting time at the BQS.

9.3. Benefits of such ITS in General

ITS provides society-wide benefits

It is ITS which mainly provides society-wide benefits directly by resolving conventional transport issues. These include reducing traffic deaths and injuries, reducing overall levels of congestion, better enforcement and reducing emissions through- Improved mobility for people and freight, less traffic congestion, a better managed transportation infrastructure, reduced environmental impact of surface transportation and reduced fatalities and crash severity. These benefits are potentially very large.

Similar systems could be deployed for commercial fleet management. Fleet management requires tracking vehicles and cargo. These services use Automatic Vehicle Location (AVL) and vehicle-to-control-center communications to provide vehicle location and other status information to fleet operators. These services also make good use of dynamic dispatching systems to improve the efficiency of the fleet management process. The system may also support logistics and freight management. Besides, ITS can be used in public-private partnerships mode to cover, for example:

• Road asset management and maintenance through public sector concessions to private companies

• Cooperative efforts to gather, assemble, and distribute traveler information

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• Private Sector participation in the administration and execution of road pricing.

• Public encouragement of the freight hauling industry in countries where the industry is not well developed

As a country, India should adopt innovative means to use existing infrastructure which is affordable and effective in Indian context. “Affordable ITS” refers to the ITS services and applications that can be adopted at low cost, by leveraging existing IT infrastructures such as the internet and the cellular phone system.

Introduction and deployment of ITS can be done selectively, step by step, as resources permit. The reasons for introducing ITS can be grouped into three categories: (I) Efficiency with a view to enhancing mobility for both people and freight; Reducing traffic congestion and; Managing the transportation infrastructure more effectively and economically;(II) Safety with a view to reducing the number and severity of crashes, to lower the number of traffic-relating deaths and injuries and;(III) Environment with a view to reducing the environmental impact of cars, trucks, and buses, by reducing fuel consumption and emissions.

9.4. Institutional Prerequisites For ITS to be successfully introduced in a developing country, a number of institutional prerequisites must be met. Some of these are common to any large public project. Some are specific to ITS.

• An ITS promotion organization is extremely helpful, like ITS America, ITS Japan, and ERTICO/ITS Europe. Many developing countries have ITS promotion organizations. These organizations can help form public-private partnerships and introduce and promote the concept of ITS to the public.

• Capital for investment must be secured.

• ITS needs to be coordinated with existing laws and regulations; and, in some cases, new laws, regulations, and institutions may need to be created.

• New procurement rules are required to purchase software and electronic devices which are different from the rules for procuring infrastructure development.

• Provision must be made for training human resources to develop and administer ITS.

• The viewpoints of consumers and other users need to be understood and incorporated into ITS deployment.

9.5. Technological Prerequisites Before embarking on the large-scale deployment of ITS, it is very helpful to have a base level of technology in place. This includes agreements among user organizations on a number of technology issues:

• ITS applications are often information systems that gather data from many sources and distribute results to many users; a common data model is very helpful to avoid confusion and simplify information coordination and exchange.

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• Communications standards for data exchange are needed including data dictionaries, message sets, and protocols. These need to be firm enough to promote interoperability and flexible enough to accommodate rapid technological change.

• ITS applications that need wired or wireless communications may use existing communications infrastructure to reduce the time and cost to introduce ITS. Planners need to make sure that adequate bandwidth and coverage is available for ITS. ITS may require the installation of additional capacity.

• Standards are also being developed for many other aspects of ITS to help provide consistency, enlarge markets, promote competition, and enhance interoperability. India as a developing country should look primarily to international standards programs as sources of ITS standards to adopt as per local requirements. One of the primary functions of an ITS architecture is to help define ITS standards. The ITS technical committee of the International Organization for Standardization (ISO/TC204) has developed an architecture which can serve as a base model for the development of other ITS architectures. The entire architecture is available as an ISO standard, ISO 14813.

9.6. Recommendation for future implementation Final recommendation for future implementation and exploration of such solution should be:

1. Increase number of autos, taxies, buses, metro with GPS & allied devices.

- Issues related to scale up will be brought out.

- Capability of system to handle larger real time information

- Challenges related to dissemination of information to the passengers.

2. Training of bus drivers, auto drivers, taxies on the usage and utility of the system

- How it will benefit them. This is required to get their acceptance of the system

- Plans to improve the day to day usage resulting in efficiency of operation and increased passenger flow

3. Publicity to create awareness of the system.

- Increase passenger utilization

4. White paper to enable others cities to adopt similar systems

5. Looking at the utility and success of the Project, Ministries to consider this as a way forward in the ITS implementation across the country

6. A road map to be defined at initial stage to take the solution from demonstrator stage to Project stage to full implementation.

7. Standards to be followed. Hardware to comply with local standards as well as international standards.

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8. Option for parallel cash card based transactions with single card applicable to all modes of transport

9. Customization of reports – night driving, continuous driving, traffic Jam, etc.

10. Participation of one of the Automobile (Commercial Vehicles – Bus, Truck, Auto, Car, etc) a must.

11. Option for paratransit company to remotely see and manage the status of vehicles (Vacant/Hire/Not available)

12. System to have fuel monitoring and management system.

13. Real time Vehicle diagnostics and prognostics to be considered with system. Details of vehicle aggregate’s (Engine, transmission, Tyre Pressure, etc.) to be given through GPS to operator.

14. In corporate more Safety features like

- remote locking of vehicle and immobilizers

- details of vehicle moment to local Police

- Vehicle details to transport authorities to separate unauthorized vehicles plying in city.

9.7. Future evolution Considering the result of the project and the benefits collected, and taking into account other cooperation reseach project (such as EU VIAJEO project, see as a reference www.viajeo.eu), the following future vision is suggested:

• To consider the STADIUM demonstrator as a system as an upper level of the existing ones, as part of an UTCM system, Urban Traffic Control Management System (UTMC systems are designed to allow the different applications used within modern traffic management systems to communicate and share information with each other. This allows previously disparate data from multiple sources such as VM system, traffic system, Variable-message sign (VMS), car parks, traffic signals, air quality monitoring stations and meteorological data, to be amalgamated into a central console or database. The idea behind UTMC is to maximise road network potential to create a more robust and intelligent system that can be used to meet current and future management requirements);

• To extend the solution with real time traffic information in order to enhance the quality of the information provided, considering other transport research project (see VIAJEO project);

• To integrate such a solution with the existing / future systems (AVL/AVM providing information on position of buses/metro and system for monitoring of paratransit), and other existing / future systems providing data on traffic, with the goal to provide an integrated view and providing integrated infomobility services, basically based on:

o Real time dinamic Travel planner and traffic information to passenger, to encourage the use of public transport service;

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o Real time passenger information, on web/bus stop display/mobile phones/tablet computers;

o Integrated planning and monitoring service;

• To considering the importance of the planning of the transport service and implementation in common platform in order to improve the quality of the transport service provided and conseguently the passenger demand and the reduction of pollution and traffic congestion;

• To extend the solution to all the city;

• To consider that there are example in other big cities where the transport service is operated by several companies (public / private), and this could be a natural evolution in New Delhi transport policy; the implementation of an UCTM upper level and the relevant integration is the smoothest way for service integration;

• If GPS is installed on paratransit, to use the information as FCD data for traffic analysis;

• To integrate the paratransit service for booking purpose for the ones interested.

Here is an example of future architecture.

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10. CONCLUSION The Delhi demonstrator was successfully implemented during the CGW2010 thanks to the cooperation of all the partners and the stakeholders.

Following the implementation of the demonstrator, several demonstration and trial events has been implemented, as described in annex 1, 2 and 5:

- Participation to SAFE Convention held in Chandigarh, INDIA the 5th of May 2010, on ITS application,

- a STADIUM workshop / dissemination event on ITS for big events during the CWG, the 24th of September, in the Demo room, Delhi, Taj Palace,

- evaluation sessions, during the CWG from the 23nd to the 1st of October 2010, about one per day, in the Demo room, Delhi (one session was dedicated to operator focus group, other 4 sessions to user focus group).

There was a very good participation in all the events, including EU, stakeholders, CWG organization, users, partners, with several presentations and demo live of the system where the participants had the opportunity to get a real experience with the system and the equipments installed in the vehicles involved.

The system has been maintained from September 2010 to April 2011, and no faults has been highlighted during such a period.

10.1. Project success and learning

The project STADIUM demonstrated how transport management could be achieved through advanced planning, real time monitoring and important of all providing commuters the live information.

The project also demonstrated how multi-modal integration could provide to the commuters end-to-end seamless travel.

Few challenges were:

• As a demonstration, the project could only limit to a local region and hence national implications could not be derived.

• Urban transport is a complex phenomenon comprising of all stakeholders. Lack of nodal agency to steer and bring all stakeholders under one umbrella could pose challenges.

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10.2. Framework

It is important that any new technology deployment should be adopted as per region specific demography, topology and environment. This is much relevant in India where cities unlike western countries are densely populated and even each city is different with each other in many ways like topology, environment etc..

It is also important that existing set of technologies and available infrastructure should be part of the whole system to maximize the benefits and at the same minimize investments.

Newer technology at a national level should address three key aspects:

• Affordability

• Scalability

• Dispersion across the country

• Interoperable and open-architecture technology standards should be framed by the technology experts led by the industry.

10.3. Implementation

A nodal agency should be put in place which has a clear mandate and necessary resources to meet the end-goals.

A mission-mode national framework of ITS in India should be formulated in next 6 months.

An independent society or suitable government agency should spearhead the entire mission to bring stakeholders together.

The national framework should forsee future functional requirements. Atleast 10 years horizon should be looked at while formulating such a mission.

Riding on the success of existing scheme i.e. JNNURM, Governement could consider JNNURM-2 as a mission for ITS implementation.

A consortium based pilot at a city level could be envisaged.

Tier-2 or Tier-3 cities which are growing rapidly as local economic Centres like Coimbatore (Tamil Nadu) or Pune (Maharashtra) or Jaipur (Rajasthan) may be considered.

Ministry of Urban Development (MoUD) may take the lead for this mission mode – both in terms of system specifications definition and funding allocation for pilot projects to be undertaken.

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ANNEX 1 User Questionnaire

Bus operator detailed Questionnaire

Paratransit Questionnaire