REPORT

PERFORMANCE
EVALUATION FRAMEWORK
FOR ELECTRIC BUSES IN INDIA
FINAL REPORT
JULY | 2020

Framework for Performance Evaluation of Electric Buses in India

 PERFORMANCE
EVALUATION FRAMEWORK
FOR ELECTRIC BUSES IN INDIA

JULY | 2020
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About Shakti:
Shakti Sustainable Energy Foundation seeks to facilitate India’s transition to a sustainable energy future
by aiding the design and implementation of policies in the following areas: clean power, energy efficiency,
sustainable urban transport, climate change mitigation, and clean energy finance.
Contact: The Capital Court, 104B/2 Left Wing, 4th Floor, Munirka Phase III, New Delhi 110067, Delhi
Tel: +91 11 47474000 | Fax: +91 11 47474043 Website: www.shaktifoundation.in

About UITP:
International Association of Public Transport (UITP) is a non-profit organisation headquartered in Belgium
with a global network of offices, including in Delhi and Bangalore. UITP is the only worldwide platform for
cooperation on public transport, with more than 1,800 members from 100+ countries representing public
transport authorities, operators, policy decision-makers, scientific institutions, and the public transport
supply and service industry. We undertake research, advocacy, and capacity building initiatives and provide
networking platforms to advance public transport systems.
Contact: Ninety Ten Eventures Office Space, F-322, Lado Sarai, New Delhi 110030, Delhi
Website: www.uitp.org

Authors:
Christy Ann Cheriyan
Ravi Gadepalli ([email protected])
Rupa Nandy ([email protected])

Acknowledgements
We would like to thank Mr. Aman Garg from Foton-PMI, Mr. Naga Satyam from Olectra-BYD and other
industry representatives for their valuable feedback and insights, which helped improve the report. We would
also like to thank Ruchir Shukla, Vivek Chandran and Chetna Nagpal from Shakti Foundation for their critical
inputs during project design and report development.

Disclaimer:
The views/ analysis expressed in this report/ document do not necessarily reflect the views of Shakti Sustainable
Energy Foundation. Furthermore, the Foundation does not guarantee the accuracy of any data included in
this publication or accept any responsibility for the consequences of its use.

*For private circulation only.

Framework for Performance Evaluation of Electric Buses in India

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Contents

Abbreviations................................................................................................................................................................ 5

1. Introduction.................................................................................................................................................... 7
1.1 Electric buses in India: the story so far...........................................................................................................7
1.2 Need for e-bus performance evaluation framework....................................................................................7
1.3 Project background.......................................................................................................................................... 8
1.4 Report outline................................................................................................................................................... 9

2. Applications and beneficits of e-bus performance evaluation.................................................................. 10

2.1 Applications....................................................................................................................................................10
2.2 Stakeholder-wise benefits.............................................................................................................................13

3. Current performance evaluation practices................................................................................................. 14

3.1 Global practices...............................................................................................................................................14
3.2 Current practices in India..............................................................................................................................18
3.3 Performance evaluation practices of Indian e-bus operators...................................................................19

4. Proposed e-bus performance evaluation framework................................................................................. 20

4.1 Proposed e-bus performance evaluation indicators..................................................................................20
4.2 Data collection methods, sources, and periodicity................................................................................... 26
4.3 Responsibility for data collection................................................................................................................ 27
4.4 National e-bus data-sharing platform........................................................................................................30

5. Way forward..................................................................................................................................................32

6. Annexures.....................................................................................................................................................33
6.1 Annexure I: CIRT data indicator list............................................................................................................33
6.2 Annexure II: Indicators identified in global review.....................................................................................39
6.3 Annexure III: Detailed framework for proposed e-bus performance evaluation...................................41

Framework for Performance Evaluation of Electric Buses in India

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List of Tables
Table 1 Documents reviewed on global practices....................................................................................................14
Table 2 Comparison of global e-bus performance evaluation approaches..........................................................15
Table 3 Data collection methods and periodicity in global performance evaluation........................................... 17
Table 4 Overview of current e-bus fleets in India*.................................................................................................19
Table 5 Essential e-bus performance evaluation indicators.................................................................................. 21
Table 6 Recommended e-bus performance evaluation indicators..................................................................... 23
Table 7 New Indicators to be collected from schedule-wise charging reports.................................................. 27
Table 8 New Indicators to be collected from DISCOMs/ related sources........................................................ 27
Table 9 New Indicators to be collected from OEM/operator invoices to government entities...................... 27
Table 10 Indicators to be collected by the STU/Contracting Authority.............................................................28
Table 11 Indicators to be collected by the operator............................................................................................... 29
Table 12 Indicators to be collected by OEMs........................................................................................................30

List of Figures
Figure 1 Application of performance evaluation framework.................................................................................. 12

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Abbreviations

ADB Asian Development Bank

ARAI Automobile Research Association of India
ASRTU Association of State Road Transport Undertaking
CAPEX Capital Expenditure
CARB California Air Resources Board
CIRT Central Institute Road Transport
CNG Compressed Natural Gas
CO2 Carbon Dioxide
COVID-19 Coronavirus disease
CPKM Cost per kilometre
DHI Department of Heavy Industries
DISCOM Electricity Distribution Company
e-bus Electric bus
EoI Expression of Interest
EV Electric Vehicle
FAME Faster Adoption and Manufacturing of Hybrid and Electric Vehicles
FTA Federal Transit Administration
GCC Gross-Cost Contract
GHG Greenhouse Gas
GoI Government of India
GPS Global Positioning System
HP Horsepower
HRTC Himachal Road Transport Corporation
HSD High-Speed Diesel
ICAT International Centre for Automotive Technology
ICE Internal Combustion Engine
ICCT International Council on Clean Transportation
ICTSL Indore City Transport Service Limited
IFI International Financing Institution
IIT Indian Institute of Technology
INR Indian Rupee
ITS Intelligent Transport System
kg kilogramme

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kL kilolitre
km kilometre
KMPL kilometre per litre
KPI Key Performance Indicator
KSRTC Kerala State Road Transport Corporation
kV kilo-volt
kWh kilowatt-hour
LCTSL Lucknow City Transport Service Limited
LEB Low Emission Bus
MBTA Massachusetts Bay Transportation Authority
MIS Management Information System
MoRTH Ministry of Road Transport & Highways
NMMT Navi Mumbai Municipal Transport
NREL National Renewable Energy Laboratory
O&M Operation and Maintenance
OEM Original Equipment Manufacturer
OPEX Operational Expenditure
Ps./eff. km Paise/effective km
PTA Public Transport Authority
R/C Reconditioned
R&D Research and Development
SLA Service Level Agreement
SoC State of Charge
SPV Special Purpose Vehicle
sq km square kilometre
SSEF Shakti Sustainable Energy Foundation
STU/SRTU State Transport Undertaking/State Road Transport Undertaking
TCO Total Cost of Ownership
TfL Transport for London
TRL Transport Research Laboratory
TRW Transport Research Wing
UITP International Association of Public Transport
US United States
ZEB Zero-Emissions Bus

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1. Introduction

1.1 Electric buses in India: the story so far 1.2 Need for e-bus performance
Electric buses (e-buses) in India have a relatively short evaluation framework
history. The Faster Adoption and Manufacturing The introduction of e-buses is ushering in a new era of
of Hybrid and Electric Vehicles (FAME) scheme, bus service provision in India. First, e-buses themselves
launched by the Government of India (GoI) in are an expensive new technology that varies significantly
2015 to accelerate India’s transition from fossil in operations, planning, and maintenance compared to
fuel-based vehicles to zero-emission vehicles, kick- internal combustion engine (ICE) buses. Cities are yet
started the adoption of electric buses. The scheme to identify the best-fit e-bus technologies for their
provides financial incentives for electric vehicle operating conditions. Even as more electric buses
(EV) purchase, charging infrastructure deployment, are being deployed, it is important to evaluate the
and research and development (R&D). The FAME performance of already deployed e-buses to improve
I scheme sanctioned a total of 390 e-buses to be their operational performance and inform future
deployed across 11 cities. At the end of FAME-I, in procurement choices. In addition to the technology
April 2019, GoI announced the second phase of the switch, many bus agencies are also witnessing a
scheme. The FAME II scheme is being rolled out change in business models. Many STUs, responsible
with an outlay of Indian Rupee (INR) 10,000 crores for public bus operations in India, have traditionally
spread over three years, i.e. Financial Year (FY) 2019- owned and operated their buses. However, they are
20 to FY 2021-22, to provide demand incentives moving towards the Gross-Cost Contract (GCC)
for EVs. Thirty-five percent of the total FAME II procurement model under FAME-II, wherein the
scheme outlay is allocated to e-bus procurement in technology risk and investment for the buses is covered
cities. For this, the Department of Heavy Industries by the service provider, while the contracting authority
(DHI) has selected 64 cities across India to receive takes responsibility for service planning and delivery
financial incentives for the deployment of 5,595
and the revenue risk. Performance monitoring of
e-buses. In addition to the FAME scheme, urban
service providers is crucial to ensuring the transparent
bus providers in Ahmedabad, Pune, and Bangalore
functioning of GCC operations.
and State Transport Undertakings (STUs) like
Himachal Road Transport Corporation (HRTC)
are also procuring e-buses through
independent efforts.

More than 600 e-buses are

currently operational across
India through the FAME I
scheme and other independent
efforts. The tendering
process and identification of operators
and Original Equipment Manufacturers
(OEMs) for a total of 2,450 buses to
be subsidised under FAME-II have already
been completed, while close to 1,500
buses are at various stages of procurement.
Despite the Coronavirus disease
(COVID-19) induced delay in procurement
and financing, India is likely to have at least
3,000 e-buses operating across the country
within the next year.

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In this context, a data-driven performance evaluation timely inputs to improve the efficiency of e-bus
framework for e-buses can help Indian bus agencies service delivery.
meet the following objectives:
DHI has already created the necessary ecosystem for
• Technology evaluation to inform future such a national performance evaluation framework,
procurement: Develop a comprehensive mandating that all agencies receiving the FAME-II
understanding of the performance of different subsidy create an online platform for performance
e-bus technologies under varying operating monitoring and data sharing. However, specific
conditions and business models, which can be actions have not yet been taken to operationalise the
used to define decision-making criteria for future performance monitoring platform.
procurement and, at the same time, inform OEMs
on vehicle technology improvement needs. This report fills in the gap in the available literature
to provide guidance to contracting authorities and
• Peer to peer learning to improve deployed service providers deploying e-buses on how to
buses’ performance: Facilitate peer to peer evaluate their performance across different vehicle
learning across cities through standardised data and charging technologies, business models, and
management and sharing practices. This will help operating conditions.
them adopt the best operational practices for the
available e-bus technologies, thereby increasing
1.3 Project background
the e-bus lifespan and improving battery and
charging infrastructure performance. International Association of Public Transport (UITP),
with support from Shakti Sustainable Energy
• Monitoring operations and contract Foundation (SSEF), has undertaken a project on
management: Review e-bus operator “Creating enabling mechanisms to scale-up adoption
performance against the Service Level of electric buses in Indian cities”. The project focused
Agreements (SLAs) listed in their contracts to on providing knowledge support on financial incentives
ensure the success of the contract and provide and alternative approaches for e-bus procurement.

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As some cities have deployed e–buses under 1.4 Report outline

FAME-I, and many others are gearing up for e-bus
rollout under FAME-II, it is an opportune time to This report focuses on the National Framework for
inform them about best practices in bus performance Electric Bus Performance Evaluation, discussing
evaluation, in order to enable them to effectively the ecosystem required, the framework’s potential
carry out e-bus performance evaluation. In this applications, and the indicators to be evaluated. The
context, UITP has undertaken the current exercise, rest of the report is organised as follows:
with the following objectives:
• To develop a national framework for e-bus
Chapter 2- Applications and beneficiaries of
performance evaluation: Provides an overview
performance monitoring and evaluation
of performance evaluation and its applications
mechanisms
for e-buses, followed by the benefits that can be
• To support STUs and other agencies deploying accrued by various stakeholders.
e-buses in their performance monitoring and
evaluation practices Chapter 3- Current performance evaluation
practices: Discusses various global practices in
Accordingly, this report has been prepared as part of
Objective I, covering the following: e-bus performance evaluation and compares them
to Indian practices for e-buses and ICE buses.
• The importance of performance evaluation for Chapter 4- Performance evaluation framework
successful e-bus rollout and scale-up in India
• Learnings from current bus performance
for e-buses: Details the specific Key Performance
Indicators proposed for e-buses, the methods,
evaluation practices worldwide and in India
sources, and periodicity of data collection needed
• Recommendations on e-bus performance to develop these KPIs, and the stakeholders best
evaluation in India suited to carry out the data collection.

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2. Applications and benefits of e-bus

performance evaluation

2.1 Applications battery maintenance, taxes, insurance, and other

miscellaneous costs and accounts for the majority
Performance evaluation refers to specific monitoring
of the TCO. Performance evaluation of deployed
and analysis processes to determine how well policies,
e-buses in various operating contexts can provide
programmes, and projects perform with regard to
accurate estimates of various components of
their intended goals and objectives1. Globally, public
the TCO, thereby helping cities identify the least
transport agencies use performance evaluation and
expensive option for their operating conditions. The
monitoring to:
TCO analysis, in turn, can help in the following:
• Provide information on public transport
a. Incentive design: The current e-bus incentives
performance to the authorities and public
under FAME-II and other state-level subsidies are
• Monitor service improvements, assess past designed as CAPEX subsidies on the vehicle cost
interventions, attract more passengers, and in both outright purchase and GCC procurement
improve the appeal of public transport models. Vehicle CAPEX is typically is a minor
• Diagnose problems and the health of the public component of the bus TCO, as staff, energy,
and maintenance costs together account for the
transport system, making course corrections and majority of the cost. An accurate estimation of
refining the strategy each of these TCO components can facilitate
•
Provide decision-makers with accurate evaluation of the FAME-II incentive mechanism
information to inform decisions on investments, and the design of alternative incentives for the
budgeting, etc. future.

• Set service standards b. Procurement planning and business model

• Facilitate internal communication and
selection: The performance evaluation of
deployed e-buses could help STUs identify the
management
best business model for procurement based on
In terms of meeting the e-bus technology evaluation, the TCO analysis, i.e. outright purchase or GCC.
peer to peer learning, and contract management It could also help them identify appropriate
objectives outlined in Chapter 1, performance vehicle and infrastructure specifications for the
evaluation can contribute to the following: specific operational requirements, based on data
from ongoing operations
1. Total Cost of Ownership: The Total Cost of
Ownership (TCO) of electric buses includes the 2. Service planning and delivery: Bus agencies
capital expenditure (CAPEX) and operational have experience in operating standard ICE buses,
expenditure (OPEX), including cost of financing. which typically operate for the entire day, with just
CAPEX covers the capital cost of e-buses and 5-10 minutes of fuelling time. In contrast, e-buses
associated charging infrastructure, amortised over need more time for charging, thus reducing their
their lifespan (10-15 years), along with the capital ‘uptime’2 for operations. Required charging time
cost of supporting civil and power infrastructure, varies based on e-buses’ battery size, energy
amortised over their lifespan of 25-30 years. OPEX efficiency, and, consequently, their maximum range
includes expenditure on staff, energy, vehicle and per charge. Performance evaluation can include a

1
Measuring public transport performance, Lessons for Developing Countries, SUTP Technical Document #9, GIZ
2
Uptime refers to the ratio of the total operational time of a piece of equipment to the total available time.

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comprehensive evaluation of e-buses’ operational of ensuring the sustainability of e–bus operations.

constraints, thereby facilitating the following: Therefore, e-bus performance evaluation can assist
OEMs/operators in
a. Selection of routes and depots based on
performance constraints a. Battery health monitoring
b. Planning for opportunity charging needs b. Prediction of the real-time e-bus range and
useful battery life for the contract period
c. Planning for spare bus fleet needs
c. Provision of alerts on maintenance needs and
3. Training and capacity building: Operations battery performance
management, driving behaviour, and maintenance
are some of the key factors that impact e-bus 5. Emission reduction estimates: The adoption of
performance. Performance evaluation can help e-buses is expected to help reduce emissions from
determine the scope for improvement in these areas buses. Performance evaluation will facilitate accurate
and aid in identifying areas for staff training and estimation of the air pollution and Greenhouse Gas
capacity building. (GHG) impacts of e-bus deployment, thereby
strengthening the case for bus electrification. This
4. Battery management: Batteries are the most will entail continuous evaluation throughout the
expensive asset of electric buses and are at the heart e-bus lifecycle.

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Figure 1: summarises the key applications of performance evaluation, use cases, and stakeholders benefitted.

Applications of e-bus performance evaluation

Contracting
Stakeholders Policy makers Operators
authorities

• Incentive
• Service planning
design • Procurement Fleet and
and delivery
Use cases • Emission • Financial battery
• Training and management
reduction planning
capacity building
estimation

Evaluating the Inputs for:

Examples share of various Inputs for:
Inputs for:
of specific components i) Evaluating i) Selecting
applications GCC Vs i) Battery health
in the TCO of e-buses routes
outright monitoring
electric buses: and depots
purchase based on ii) Predicting
i) Vehicle cost
ii) Defining performance real-time
ii) Infrastructure appropriate constraints e-bus range
cost vehicle and and long-term
ii) Scheduling
iii) Operational infra specs. for useful battery
e-buses based
expenses operational life
on range and
(energy, needs charging time iii) Alerts on
maintenance, iii) Relative cost needs maintenance
battery etc.) of CAPEX needs and
iii) Planning for
and OPEX for battery
opportunity
various e-bus performance
charging needs
technologies

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2.2 Stakeholder-wise benefits ο Effectively monitoring e-bus technical and

operational performance against the SLAs
e-bus performance evaluation requires the
collaboration of all key stakeholders, in order to outlined in the contract
effectively shape their decision-making and enable ο Improving service planning and maximising
improved procurement and operations in the future. service delivery based on actual e-bus
The key benefits of e-bus performance evaluation performance
accrued by various categories of stakeholders are
outlined below: ο Informing future procurement and financial
planning decisions
1. Policy makers and financing institutions
Policy makers and agencies involved in e-bus 3. Service providers
funding and financing, e.g. DHI, state governments, Performance evaluation helps bus service
and International Financing Institutions (IFIs), will providers minimise their cost of operations, while
benefit from e-bus performance evaluation through: simultaneously meeting SLAs, by:
ο Assessing the impact of current financial and ο Improving charging and battery management
policy incentives for e-bus deployment and
learnings for future investments ο Predicting maintenance requirements and
associated procurement needs
ο Tracking the contribution of e-buses to
achieving India’s commitment to global GHG ο Facilitating battery replacement planning
emission reduction targets
4. Manufacturers
2. Public transport authorities e-bus technology is in its nascent stage and is
STUs and Special Purpose Vehicles (SPVs) that still evolving. Hence, learning from real-world
outsource e-bus services or purchase them are performance helps OEMs identify improvements
categorised as public transport authorities. e-bus that can be incorporated into future product
performance evaluation benefits these authorities development. Performance evaluation will also help
in both short- and long-term decision-making by manufacturers project demand based on which
enabling the following: model works in what context.

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3. Current e-bus performance evaluation

practices

In this study, the various global examples of e-bus (MBTA)may be carrying out more comprehensive
performance evaluation and current practices in performance evaluation, only the publicly available
India were reviewed to extract learnings to inform data analysed in the current project is covered in this
the development of an India-specific e-bus report.
performance evaluation framework.
The following sub-sections present the review
of the international practices described in the
3.1 Global practices abovementioned documents, covering their strategic
Globally, around 0.42 million (4.2 lakh) e-buses are priorities, data collection methods, and performance
operational, 99% of which are in China. It is expected evaluation indicators.
that this number will increase to around 18 million by
2020 (BNEF, 2018). China, Europe, and the United 3.1.1 Performance evaluation agencies and objectives
States (US) are the three regions with the largest Globally, e-bus performance evaluation is mainly
e-bus fleets. A detailed review of the performance commissioned by transit authorities and government
evaluation mechanisms adopted in these regions agencies, as well as independent entities in many
is presented in this section. A brief overview of cases. In Europe and the US, government entities
documents reviewed for this project is given in such as Transport for London (TfL) and Federal Transit
Table 1. While the transit agencies in certain cities Administration (FTA) Research commissioned
in these regions such as Transport for London (TfL) studies to provide guidance on future procurement
and Massachusetts Bay Transportation Authority and evaluate e-bus performance against the set

Table 1: Documents reviewed on global practices

Sl. Region Document Title Published By Year

No

1 China Sustainable Transport Solutions: Low Carbon Asian Development Bank 2018
Buses in the People’s Republic of China (ADB)

New Energy Bus Operation Evaluation Shenzhen Urban Transport 2018

Framework Study Planning & Design Institute
Co., Ltd.

Real-world performance of hybrid and electric Grutter Consulting AG 2015

buses

2 Europe Low Emission Bus System Evaluation Transport Research 2018-19

Methodology Laboratory (TRL)

3 US FTA Research: Zero-Emission Bus Evaluation National Renewable Energy 2018

Results: King County Metro Battery Electric Laboratory (NREL)
Buses

Foothill Transit Battery Electric Bus NREL 2016

Demonstration Results

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targets. In Shenzhen, China, performance evaluation authority commissioning the evaluation. The major
was undertaken by the Asian Development Bank, in objectives of e-bus performance evaluation globally
association with Shenzhen Urban Transport Planning are the following:
and Design Institute. ADB also conducted an
independent evaluation in partnership with Grutter, • To estimate the emission reductions from
covering multiple Chinese cities with large-scale e-buses- The performance evaluation of e-buses
fleet operations. Most of these studies focused on in Chinese cities focused on this aspect.
a specific city. Independent evaluation studies in
China were not as comprehensive as the reviews • To evaluate the e-bus TCO- US cities conducted
commissioned by public authorities in Europe and e-bus performance evaluation to estimate the
the US. TCO, in order to develop further deployment
strategies.
A summary of the strategic objectives, scale, and
timelines of the performance evaluation initiatives • To identify training and capacity building
is given in Table 2. These aspects varied across the needs- Chinese and US cities also conducted
cases reviewed according to their applications. In performance evaluation to identify training and
terms of objectives, while financial performance and capacity building requirements.
cost implications were evaluated in all the studies,
the evaluation in London also included user feedback
• To assess scope for further improvement in
e-buses: All the reviewed entities conducted
and perception on e-buses. The duration of the
performance evaluation in part to identify
evaluations also varied significantly amongst the
room for further improvement. The key areas
cases, with London having the longest duration, as
of improvement include operational planning,
the project started in 2017 and is still under way.
infrastructure procurement, and deployment
The applications of performance evaluation also strategies, real-world e-bus performance,
varied based on the strategic objective of the operations, and technology.

Table 2: Comparison of global e-bus performance evaluation approaches

Indicator China Europe US
Coverage Multiple cities London Foothill Transit King County
Review undertaken by
• ADB TRL NREL NREL

• Shenzhen Urban Transport

Planning & Design Institute
Authority
commissioning the • Independent agencies TfL FTA California Air
Resources Board
evaluation (CARB) and FTA
Objective Evaluate real-world e-bus Provide guidance Evaluate e-bus Demonstrate
performance in China on future Low performance advanced technology
Emission Bus against targets
(LEB) adoption
Scale Large e-bus fleets Large e-bus Pilot evaluation Large e-bus fleets
fleets
Evaluation categories
• Environmental performance • Buses and • Buses and infrastructure
• Financial performance infrastructure • Operations
• Public opinion • Cost
• Financial • Experience of transit authority
performance • Financial performance
Timeframe 2011- 2017 2017-present July 2014-May April 2016-March
2015 2017

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3.1.2 Performance evaluation indicators and range in each operating scenario. In full-
All the reviewed cases entailed very comprehensive fledged performance evaluations carried out over a
data collection, including documentation of the longer period, data variation across time period and
baseline scenario through data collection on bus temperature were also analysed. Cities in the US
system characteristics and infrastructure facilities. also conducted an in-depth analysis of breakdowns
The major categories of data collection included: and bus availability to assess e-bus reliability. Energy
consumption and driving range was collected in all
1. Bus system details reviewed cases, as this data is needed to calculate
a. Bus specifications energy consumption per km.
b. Infrastructure
The detailed breakup of both the initial CAPEX and
c. Operations and energy OPEX were collected in all cases. US performance
evaluations included collection of detailed
2. Funding and financials maintenance data to compare the associated cost
a. Investment cost with that of ICE buses and determine the reasons for
b. Financials e-buses’ higher initial maintenance cost. The work
order maintenance cost was also analysed in US
c. Operation and maintenance (O&M) costs
cities to estimate each e-bus vehicle part’s related
3. Other indicators cost of operations.
a. Attitude and perception Two additional parameters collected across the
b. Driver satisfaction reviewed cases were user and driver satisfaction and
the ability of the organisation to deliver high-quality
Bus specifications and infrastructure details are bus services based on its previous experience with
captured at the beginning of the evalutation, as it is zero-emissions buses (ZEBs). Inclusion of these
important to analyse the baseline information. Bus parameters indicates a comprehensive approach to
operations data collected included route details, evaluation of e-bus service delivery, capturing the
daily driving range in kilometres (km), energy perception of end-users and service operators. The
consumption, etc. These indicators can provide summary of performance evaluation indicators is
insights into e-bus reliability, battery performance, given in Annexure II.

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3.1.3 Data collection methods and periodicity 2. The major applications for which performance
The reports published by independent agencies and evaluation was conducted include:
authorities are based on the collaborative efforts of a. Emission reduction estimation
different stakeholders. In most cases, the agency that b. TCO estimation
conducted the performance evaluation collected
c. Identification of training and capacity building
the data from manufacturers, operators, and users.
needs
Except for Chinese cities, where the data collection
was a one-time exercise, the other studies involved d. Identification of scope for further operational
frequent data collection. In most cases, the data improvement
collection was based on transit agencies’ current
monitoring practices, and these agencies/authorities 3. Transit agencies, bus operating companies, and
already had an extensive performance evaluation manufacturers need to collaborate to ensure
mechanism in place. data availability in order to facilitate efficient data
collection in the evaluation.
Furthermore, the data was collected from multiple
sources, including telematics, utility bills, activity 4. In the majority of reviewed cases, performance
sheets, etc. An overview of the data collection evaluation data was collected from standard data
methods and periodicity is given in Table 3. logs maintained by transit agencies, instead of

Table 3: Data collection methods and periodicity in global performance evaluation

Description China Europe US
Data collection ADB, TRL NREL NREL
agency Shenzhen
Data collection • Once • Daily • Daily • Daily
frequency • Monthly • Monthly • Monthly
• Once • Once • Once
Data sources • Manual • Telematics data • GPS • GPS
surveys • Fuel data • Utility bills • Utility bills
• GPS • Surveys • National Transit • National Transit
• Electronic • Pilot Database Database
reports information • Maintenance work • Maintenance work
orders orders
• Battery SoC • Text format data from
• Daily service reports operators
• Daily garage activity
sheets
Stakeholders Passengers Passengers Manufacturers • Manufacturers
Operators Bus Operators Operators • Operators
Transport
Authorities
Transport Authority • Transport Authority

3.1.4 Key learnings from global practices through surveys or other evaluation-specific
The key learnings from the review of global practices collection campaigns.
are summarised below:
5. The key categories of performance evaluation
1. Initiation of e-bus performance evaluation by indicators adopted globally are:
decision-makers like transit authorities or other a. Bus system details
government agencies is a key feature of the more
i. Bus specifications
comprehensive evaluations.

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ii. Infrastructure managed by STUs or SPVs. In most cases, the

iii. Operations and energy performance evaluation is undertaken by the STU/
SPV on a daily basis for the entire fleet and is
b. Funding and financials not linked to policy making, transport planning,
i. Investment and financials decision-making, etc. Some STUs use KPIs for peer
ii. O&M costs comparison between depots and set targets based on
them. Additionally, CIRT and the Ministry of Road
c. Other indicators Transport and Highways (MoRTH) compare the
i. Attitude and perception performance of multiple STUs every year to provide
a pan-India perspective on public bus systems
ii. Driver satisfaction
throughout the country.
6. The evaluation needs to be undertaken using the
3.2.1 Indicator categories
same indicators consistently over several years to
establish robust performance results. The published data on STUs) comprises indicators
on their financial and operational performance. The
financial performance indicators are grouped into:
3.2 Current practices in India • Capital
Public bus performance evaluation in India is typically • Liabilities
conducted using Key Performance Indicators (KPIs)
established by the GoI Central Institute of Road • Assets
Transport (CIRT). There is great variation in the data • Cost
collection and KPI reporting practices used across • Taxes
India, with many states and cities not even collecting
adequate data to generate the KPIs proposed
• Interest
by CIRT (IIT Delhi, 20163). Furthermore, some • Revenue
STUs adopt different variations of CIRT indicators Operational performance indicators are grouped
according to their local contexts and operating into:
models. At the same time, there is significant scope
for improvement in the CIRT KPIs themselves, when • Category I: Fleet utilisation- bus count and total
compared to International best practice examples in km covered by the STUs
performance monitoring, such as those of Transport • Category II: Capacity utilisation in terms of the
for London and Massachusetts Bay Transportation average number of seats, passengers, etc.
Authority (MBTA). It is in this context of inadequate
performance evaluation and management of
• Category III: Quality of service, including
regularity, reliability, and punctuality. This also
conventional buses that e-buses are being deployed includes safety indicators.
in India.
• Category IV: Manpower productivity in terms of
This section discusses the current bus performance staff strength and category
evaluation practices in India in two categories. First, • Category V: Material performance indicators,
the study examines the evaluation mechanisms including consumption of fuel and other materials
and framework for conventional ICE Internal like lubricants, engine oil, tyres, etc.
Combustion Engine (ICE) buses. Second, the
performance evaluation mechanism for already Furthermore, SRTUs also collect data categorised
deployed e-buses is reviewed. based on the different manufacturers, spare parts,
etc. The current detailed indicator list for ICE buses
Public bus transport services in India are either is given in Annexure I.

3
M Jain, M., Jain, H., Tiwari, G. & Rao, K.R. (2016) Indicators to Measure Performance Efficiency of Bus Systems. Final Report. Prepared for Shakti
Sustainable Energy Foundation, New Delhi. TRIPP-PR-16-02. Transportation Research and Injury Prevention Programme, Indian Institute of Tech-
nology Delhi.

Framework for Performance Evaluation of Electric Buses in India

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3.2.2 Data collection methods and periodicity operations, the frequency of data collection may
The annual reports published by CIRT are based on also depend on the frequency of payment, which
the data supplied by the STUs on a quarterly basis is typically linked to KPIs. Performance evaluation
in a predefined format. The data is collected from practices of Indian e-bus operators
approximately 53 reporting STUs and SPVs across
India currently has about 600 e-buses, out of
the country, which includes both urban and rural
which 560 can be considered public transport fleets
services. One challenge is that most SPVs are not
(i.e. at least 10 buses per fleet) deployed by 11 bus
part of the regular data collection process. Therefore,
agencies, as presented in Table 4. While 385 of
the annual compilation by CIRT or the Transport
these were procured through GCC, a total of 175
Research Wing (TRW) only includes evaluation of
buses in Lucknow, Kolkata, Jammu and Kashmir, and
data from the reporting STUs and a few SPVs.
Guwahati were procured through outright purchase
using the FAME I subsidy. While these agencies
3.3 Performance evaluation practices of continue to collect bus operations related KPIs such
as fleet availability, vehicle utilisation, and punctuality,
Indian e-bus operators e-bus technology-specific KPIs such as energy
STUs typically monitor their operational performance consumption, charger and battery performance, etc.
schedule-wise at a depot level. This data is compiled are not captured in great detail. Most agencies just
at the STU level for submission to CIRT. The collect the electricity consumption data across all the
typical operational information, i.e. Management buses, without measuring bus, charger, and route–
Information System (MIS) data, is collected through wise performance. Hence, Indian bus agencies need
manual methods or an Intelligent Transport System to improve their performance evaluation practices
(ITS) in the case of advanced STUs. The O&M to track their own e-bus performance and compare
data at the depot level are collected on a daily basis, themselves with other agencies. A standardised set
whereas financial performance indicators are typically of KPIs across agencies can improve operational
collected on a monthly basis. In the case of outsourced efficiency and inform future procurement decisions.

Table 4: Overview of current e-bus fleets in India*

Location No. of e-buses OEM/ Supplier
Pune 144 Olectra Goldstone-BYD
Himachal Pradesh 75 Olectra Goldstone-BYD (25) and Foton-PMI (50)
Mumbai 46 Olectra Goldstone-BYD
Hyderabad 40 Olectra Goldstone-BYD
Ahmedabad 40 Ashok Leyland + Sun Mobility
Navi Mumbai 30 JBM Solaris
Lucknow 40 Tata Motors
Kolkata 80 Tata Motors
Jammu and Kashmir 40 Tata Motors
Guwahati 15 Tata Motors
Kerala 10 Olectra Goldstone-BYD
Total e-buses 560
* This list only includes e-bus fleets (at least 10 buses) being used for public transport. There are other niche applications and trials for
such e-buses across India, such as a single e-bus operating on trial in Thane, using e-buses in tarmac operations in the Delhi, Chennai,
and Hyderabad airports, and private intercity e-buses in Maharashtra, among others.

Framework for Performance Evaluation of Electric Buses in India

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4. Proposed e-bus performance evaluation

framework

A performance evaluation framework for e-buses indicators specific to electric buses that all e-bus
in India is presented in this chapter, based on the implementing agencies are advised to collect to
best practices from current bus performance ensure successful operations, whereas Stage 2
evaluation in India and the review of international incorporates the essential indicators within a broader
examples. This section discusses the strategic intent set of indicators that cover the overall operational and
of performance evaluation, proposed indicators, and financial performance of the bus system, in addition
the possible data collection methods and sources to just evaluating the e-bus specific indicators.
for these indicators. Further details on the specific These are termed as ‘recommended indicators’
stakeholders to be in charge of data collection, data that can make the evaluation more comprehensive.
sources, etc. have been detailed in Annexure III. Both essential and recommended indicators can be
Real-time performance monitoring is a continuous generated by most traditional/ manual methods of
effort that involves continuous tracking of KPIs, data collection, as well as from advanced ITS/ MIS.
which, in turn, requires an efficient Intelligent
Transport System for buses.
4.1 Proposed e-bus performance evalua-
As discussed in Chapter 2, many Indian states and tion indicators
cities have poor data management and ITS practices
The proposed indicators for electric bus performance
that prevent them from carrying out effective
evaluation are categorised into:
real-time performance monitoring. In these cases,
periodic performance evaluation of the identified a. Bus system details
KPIs should be taken up in simple spreadsheet/
excel based templates as a first step, even in cities i. Bus specifications
without ITS and real-time monitoring systems. ii. Infrastructure
Hence, this chapter explains performance evaluation iii. Operations
assuming there is periodic, as opposed to real-time,
iv. Energy
data collection. The same indicators can easily be
incorporated into real-time monitoring systems v. Personnel
where available. Furthermore, these indicators are b. Funding and financial indicators
presented in two stages: Stage 1 comprises essential
c. Other indicators
i. User attitude and perception

The list of indicators is based on the CIRT list, with

new indicators added that are specific to electric
buses. The indicator list and its comparison to CIRT
indicators are given in Annexure III.

Table 5 presents the essential indicators that should

be collected by all bus agencies implementing e–
buses. These should be collected for both GCC
and outright purchase based procurement, as these
indicators are needed to effectively monitor e-bus
performance and develop operational improvement
strategies and procurement specifications for
planned e-bus deployments.

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Table 5: Essential e-bus performance evaluation indicators

Sl No INDICATOR SUB-INDICATOR DESCRIPTION
BUS SYSTEM DETAILS
I. BUS SPECIFICATIONS
1 Total number of buses
1a No. of 9m buses
1b No. of 12m buses
III. Operations
2 Average number of buses on-road
3 No. of operational days per month
4 Scheduled km per bus per day
5 Operated km per bus per day Average operated km across
the routes
6 Average odometer reading
7 Scheduled revenue hours per bus
8 Time spent at a depot per bus per Total time spent, including
day charging, cleaning, & routine
maintenance
9 Total cancelled km
9a due to power availability issues
9b due to charging issues
9c due to battery issues
9d due to electric drive issues
9e due to other reasons
10 Total number of bus breakdowns
so far
IV. Energy
11 Bus energy efficiency (kWh/km) Total energy consumed
(measured in Kilo-Watt
Hours (kWh)) over the total
distance travelled (km)
12 Charger capacity (kWh)
13 No. of charging events per day
14a Charging 1 Charging duration
14b State of Charge (SoC) at
start of Charging 1
14c SoC at end of Charging 1
14d Distance travelled for
Charging 1 (km)

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Sl No INDICATOR SUB-INDICATOR DESCRIPTION

15a Charging 2 Charging duration
15b SoC at start of Charging 2
15c SoC at end of Charging 2
15d Distance travelled for
Charging 2 (km)
16a Charging 3 Charging duration
16b SoC at start of Charging 3
16c SoC at end of Charging 3
16d Distance travelled for
Charging 3 (km)
17 Power consumed per day (kWh) Total power consumed in all
charging events
18 Energy cost (INR per kWh)
B. FUNDING AND FINANCIALS
19 Business model (Outright
purchase/ GCC)
20 If GCC
20a Cost per km (CPKM) (paid
to the operator if GCC)/
Payment paid to the operator
20b Conductor CPKM
20c CPKM of traffic supervision
staff + admin staff
20d Energy CPKM
21 If outright purchase
21a Cost of bus purchase
21b Cost of charging
infrastructure (if available)
21c Staff CPKM
21d Maintenance CPKM
21e Energy CPKM
22 e-bus earnings per km (EPKM)

Table 6 presents the ‘recommended indicators’ for collected. The main new indicators proposed
e-bus performance evaluation, which expand on the include those related to charging infrastructure
‘essential indicators’ covered in Table 5. It includes specifications, energy consumption, and financing
a total of 57 Key KPIs identified to monitor and patterns for new procurement models. The detailed
evaluate e-bus performance. The bus system details, definition of each indicator and any associated
manpower, infrastructure component, and bus formula is given in Annexure II.
operations include CIRT indicators that are typically

Framework for Performance Evaluation of Electric Buses in India

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Table 6: Recommended e-bus performance evaluation indicators

Sl No INDICATOR SUB-INDICATOR DESCRIPTION

C. BUS SYSTEM DETAILS
I. BUS SPECIFICATIONS
1 OEM name Manufacturer name
2 Total number of buses
2a No. of 9m buses
2b No. of 12m buses
3 Date of bus induction Date of induction of each bus lot
4 Length/width/height Technical specifications of the
5 Gross Vehicle Weight e-buses

6 Wheelbase
7 Passenger capacity
8 Rated power (Horse Power
(HP))
II. INFRASTRUCTURE SPECIFICATIONS
9 Charger description
10 Total no. of chargers
11 Capacity of depot charging Capacity provided at the depot
infrastructure (kW)
12 Capacity of enroute charging
facility (if any) (kW)
13 Power supply to the depot (kV)
14 Number of e-bus depots
15 No. of e-buses per depot
16 Total depot land area available Specified as land per depot
(sq km)
III. Operations
17 Average number of on-road
buses
18 No. of operational days per
month
19 Scheduled km per bus per day
20 Dead km per bus per day Average dead km across all routes
21 Operated km per bus per day Average operated km across all
routes
22 Average odometer reading
23 Steering hours per bus per day Total operational hours of the bus
including break times

Framework for Performance Evaluation of Electric Buses in India

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Sl No INDICATOR SUB-INDICATOR DESCRIPTION

24 Scheduled revenue hours per
bus
25 Time spent at a depot per bus Total time spent, including charging,
per day cleaning, & routine maintenance
26 Total cancelled km
26a due to staff shortage
26b due to bus unavailability
26c due to bus breakdown
during operations
26d due to traffic congestion
26e due to power availability
issues
26f due to charging issues
26g due to battery issues
26h due to electric drive issues
26i due to other reasons
27 Time interval between
maintenance events
28 Total number of bus
breakdowns
29 No. of routes
30 Average route length
31 Buses per route
32 Stops per route
33 Trips per route
34 Average speed
35 Average e-bus Load Factor
(LF)
IV. Energy
36 Bus energy efficiency (kWh/ Total energy consumed (kWh) over
km) the total distance travelled

37 No. of charging events per day

38a Charging 1 Charging duration
38b SoC at start of Charging 1
38c SoC at end of Charging 1
38d Distance travelled for
Charging 1 (km)

Framework for Performance Evaluation of Electric Buses in India

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Sl No INDICATOR SUB-INDICATOR DESCRIPTION

39a Charging 2 Charging duration
39b SoC at start of Charging 2
39c SoC at end of Charging 2
39d Distance travelled for
Charging 2 (km)
40a Charging 3 Charging duration
40b SoC at start of Charging 3
40c SoC at end of Charging 3
40d Distance travelled for
Charging 3 (km)
41 Power consumed per day Total power consumed in all
charging events (kWh)
42 Energy cost (INR per kWh)
V. Personnel
43 No. of drivers
44 No. of conductors
45 No. of maintenance staff
46 No. of contract management
staff
47 Other staff
D. FUNDING AND FINANCIALS
48 Cost of electric infrastructure This includes the cost of upstream
(11kV/ 66kV line, transformer electricity infrastructure
etc.)
49 Business model (Outright
purchase/ GCC)
50 If GCC
50a CPKM (paid to the
operator if GCC)/
Payment paid to the
operator
50b Conductor CPKM
50c CPKM of traffic
supervision staff + admin
staff
50d Energy CPKM

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Sl No INDICATOR SUB-INDICATOR DESCRIPTION

51 If outright purchase

51a Cost of bus purchase

51b Cost of charging

infrastructure (if available)

51c Staff CPKM

51d Maintenance CPKM

51e Energy CPKM

52 Subsidy amount FAME subsidy amount

State subsidy amount

53 Source of subsidy

54 Source of financing beyond Commercial loans/ grants/ in-house

subsidy budgets

55 If loan Loan interest rate

56 Loan tenure

57 e-bus earnings per km

E. OTHER INDICATORS 4.2 Data collection methods, sources,

The other indicators commonly analysed in global and periodicity
evaluations include the attitude and perception of Chapter 3 presented the current methods of data
users and drivers. The Indian Institute of Technology collection in Indian STUs. This includes MIS reports
(IIT) Delhi4 study also identified the need to capture (both operation and maintenance), ITS reports,
data on user perception, which is currently not manual data entry, and STU databases on fleets and
collected in India. The following specific e-bus depots.
performance evaluation indicators are required to
assess user perception: In addition, new data collection sources are available
• Attitude towards using e-buses for e-buses, such as:

• Noise levels inside the e-bus • ITS schedule-wise charging reports

• Comfort of travelling, including riding comfort, in • Electricity bills from DISCOMs
readings at depots and chargers
and meter
comparison to ICE buses,

These indicators should be collected in addition to the

• OEM/operator invoices
other user perception indicators that an STU/authority The indicators that can be evaluated based on data
is ideally already collecting to assess user perception of from these new sources are summarised in Table 7,
public bus transport. The next sub-section discusses Table 8, and Table 9.
the framework for this data collection, including
methods, sources, and periodicity.

4
https://shaktifoundation.in/wp-content/uploads/2016/07/Indicators-to-measure-performance-efficiency-of-bus-systems1.pdf

Framework for Performance Evaluation of Electric Buses in India

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Table 7: New Indicators to be collected from schedule-wise charging reports

Data Source: ITS schedule-wise charging reports
Number of charging events
Charging 1 duration
SoC at start of Charging 1
SoC at end of Charging 1
Distance travelled for Charging 1 (km)
Charging 2 duration
SoC at start of Charging 2
SoC at end of Charging 2
Distance travelled for Charging 2 (km)
Charging 3 duration
SoC at start of Charging 3
SoC at end of Charging 3
Distance travelled for Charging 3 (km)

Table 8: New Indicators to be collected from DISCOMs/ related sources

Data Source: DISCOMs
Bus energy efficiency (kWh/km)
Power consumed per day
Energy cost (INR per kWh)
Energy CPKM

Table 9: New Indicators to be collected from OEM/operator invoices to government entities

Source: Operator/OEM Invoices to SRTUs/Authorities
CPKM (payment to the operator)
Cost of bus purchase (if applicable)
Cost of charging infrastructure (if available)

The abovementioned indicators need to be monitored indicators related to personnel and financing based
by the authority at a certain frequency, for which on the procurement model, utility bills, etc. need to
the data needs to be collected either daily, monthly, be collected on a monthly basis, as these data are
or at the beginning of the evaluation. Accordingly, typically provided at the end of each month. The
all indicators are classified based on the periodicity detailed framework of indicators given in Annexure III
of data collection. The bus system details and mentions the periodicity for each indicator.
infrastructure indicators only need to be collected
at the beginning of evaluation, as they should largely
remain constant. The bus operations details and 4.3 Responsibility for data collection
energy indicators need to be collected on a daily The involvement of different stakeholders in the
basis, as these data indicators vary with respect to performance evaluation depends on the type of
the specific daily operating conditions. Finally, certain procurement model. The key stakeholders include:

Framework for Performance Evaluation of Electric Buses in India

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• STUs/contracting authorities based on a GCC procurement scenario, as the

FAME II subsidy scheme is only applicable to the
• Operators GCC model. In an outright purchase model with an
• OEMs annual maintenance contract with an OEM, only
maintenance-related indicators are the responsibility
Table 9, Table 10, and Table 11 give stakeholder- of OEM, and all other indicators need to be collected
wise lists of indicators to be collected. The lists are by the STU/Authority.

Table 10: Indicators to be collected by the STU/Contracting Authority

Name of the OEM
Total number of buses
No. of 9m buses
No. of 12m buses
Date of induction of buses
Length/width/height
Gross Vehicle Weight
Wheelbase
Passenger capacity
Rated power (HP)
Average number of on-road buses
No. of operational days per month
Scheduled km per bus per day
Dead km per bus per day
Scheduled revenue hours per bus
No. of routes
Average route length
Buses per route
Stops per route
Trips per route
Average e-bus LF
Energy cost (INR per kWh)
Cost of electric infrastructure (11kV/ 66kV line, transformer, etc.)
Number of e-bus depots
No. of e-buses per depot
Total depot land area available (sq km)
No. of conductors
No. of contract management staff
Other staff

Framework for Performance Evaluation of Electric Buses in India

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Name of the OEM

Business model (Outright purchase/ GCC)
CPKM (paid to the operator if GCC)/ Payment paid to the operator
Conductor CPKM
CPKM of traffic supervision staff + admin staff
Cost of bus purchase
Cost of charging infrastructure (if available)
Staff CPKM
Maintenance CPKM
Energy CPKM
Subsidy amount
Source of subsidy
Source of financing beyond subsidy
e-bus earnings per km

Table 11: Indicators to be collected by the operator

Name of the operator
Operated km per bus per day
Average odometer reading
Steering hours per bus per day
Time spent at a depot per bus per day
Total cancelled km
due to staff shortage
due to bus unavailability
due to bus breakdown during operations
due to traffic congestion
due to transmission issues
due to charging issues
due to battery issues
due to electric drive issues
due to other reasons
Total number of bus breakdowns so far
Average speed
Energy efficiency of buses (kWh/km)
No. of drivers
Interest rate on loan
Loan tenure

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Table 12: Indicators to be collected by OEMs

Name of the OEM
Time interval between maintenance events
No. of charging cycles per day
Charging 1 duration
SoC at start of Charging 1
SoC at end of Charging 1
Distance travelled for Charging 1 (km)
Charging 2 duration
SoC at start of Charging 2
SoC at end of Charging 2
Distance travelled for Charging 2 (km)
Charging 3 duration
SoC at start of Charging 3
SoC at end of Charging 3
Distance travelled for Charging 3 (km)
Power consumed per day
Charger description
Total no. of chargers
Capacity of depot charging infrastructure (kW)
Capacity of enroute charging facility (if any) (kW)
Power supply to the depot (kV)
No. of maintenance staff

To summarise, e-bus performance evaluation to be compared with those of other cities and states
requires a multi-stakeholder approach to ensure to benchmark their performance. In addition to
comprehensive data collection and fulfil the helping cities with their operational strategies, such
objectives of all stakeholders. The detailed proposed benchmarking will also support DHI in evaluating the
performance evaluation framework is given in performance of e-bus funding through the FAME
Annexure III. scheme and designing future subsidies to encourage
the best-performing systems.
4.4 National e-bus data-sharing platform Given the benefits of adopting a pan-India
The KPIs proposed for e-bus performance evaluation framework, it is recommended that DHI support
need to be calculated based on data collected from the development of a common platform to track the
multiple sources, as listed in Section 4.2, and by progress of e-bus implementation across the country
multiple stakeholders, as listed in Section 4.3. and benchmark e-bus performance. The following
Furthermore, the performance evaluation needs to are the key points to consider when developing such
be carried out by each city/ state, and the KPIs needs a platform:

Framework for Performance Evaluation of Electric Buses in India

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1) Learning from the current performance and MIS/ excel data input based performance
monitoring platforms evaluation, to ensure that it can be adopted by
• Performance monitoring of conventional ICE all states and cities, regardless of their level of
technology access in their operations.
buses is currently carried out using a combination
of ITS and MIS based platforms
• As an interim step towards developing a national
• The existing ITS and MIS systems in India are ITS/ MIS platform, it is recommended that a
simple spreadsheet/ excel based data sharing
typically driven by the vendors providing the
software service or those deploying the ITS template be circulated among cities implementing
hardware. As a result, most Indian cities do not e-buses. The template can adopt the framework
have an integrated ITS and MIS platform that proposed in this report.
helps them monitor their overall performance. • The national platform can initially compile and
• One of the key reasons for the lack of a
compare e-bus performance data across cities
based on an excel-based data collection template.
comprehensive solution in India is that each
Once the excel-based performance monitoring
city has tried to develop its own platform, even
mechanism has been rolled out across India and
though they do not always possess the required
is operating smoothly, the platform can transition
technical and financial resources that are needed
to more advanced methods like MIS and ITS.
for such a system.
3) Venue for national performance monitoring
2) Need and scope for the proposed national platform
platform development and management
• Developing a national platform can help pool • Consistent efforts to develop and sustain the
resources centrally to develop a good quality
national e-bus performance monitoring platform
solution that works across all states and cities.
are of paramount importance to ensure its
• The performance evaluation framework proposed successful deployment and accrue the benefits
in the previous sections is designed to cover both of the platform.
technology-related performance indicators like
energy efficiency, charging time, range, and
• It is recommended that GoI backed centres of
excellence such as CIRT, Automobile Research
breakdowns and other indicators covering operations,
Association of India (ARAI), or the International
user perception, and funding and financing.
Centre for Automotive Technology (ICAT),
• Hence, the proposed national platform can either Manesar are entrusted with the responsibility of
be designed as a part of the wider public bus developing and maintaining the platform, with
performance monitoring efforts or with a specific support from external agencies such as UITP,
focus on e-bus-specific performance evaluation International Council on Clean Transportation
indicators. (ICCT), or consulting firms specialising in the topic.
These agencies have the technical competence to
• It is recommended that the platform cater to both adopt both the excel-based monitoring and the
ITS based real-time performance monitoring more advanced MIS/ ITS systems.

Framework for Performance Evaluation of Electric Buses in India

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5. Way forward

Electric bus implementation has been initiated methods in case the agency does not have access to
through the FAME I scheme and has now picked up MIS/ ITS systems.
momentum through FAME-II and various state-
level initiatives focused on promoting clean mobility 3. Develop a national e-bus data sharing platform: A
technologies. As cities selected for the FAME II subsidy national data sharing platform needs to be established
and others prepare for the deployment of e-buses, it to help cities implement the proposed performance
is important to ensure that they have a framework for evaluation framework, so that they can quickly adopt the
carrying out comprehensive performance evaluation system instead of developing one on their own, and DHI
to improve their implementation efficiency and inform can efficiently monitor the performance of e-buses
future procurement efforts. To this end, this report subsidised under the FAME scheme. The platform
presented potential applications of e-bus performance should be maintained by agencies such as CIRT, ARAI,
evaluation, performance evaluation indicators, and an or ICAT, which can quickly build the technical skillsets
overall framework for data collection and performance needed for such a platform. A unified platform will help
evaluation. in standardising data management and sharing protocols,
even as the scale of e-bus implementation at the city
It is important to include e-bus specific KPIs in existing level progresses from pilots to fleet level deployment.
institutional mechanisms to ensure a smooth transition Initially, this platform can use simple excel-based
to e-bus performance evaluation. This can be done by data management templates to ensure its widespread
retaining the KPIs from ICE buses for operational and adoption and then gradually introduce more advanced
financial indicators, while adding in e-bus-specific KPIs MIS and ITS based data sharing protocols.
such as energy consumption and battery and charging
infrastructure performance. 4. Institutionalise performance evaluation in STUs:
The proposed performance evaluation framework
Furthermore, implementing agencies and policy needs to be integrated into the STUs’/authorities’
makers need to ensure that data is collected continuous monitoring activities to learn from previous
effectively. Accordingly, the following next steps are experiences and improve operational strategies. This
recommended to help Indian cities benefit from the entails incorporating e-bus-specific KPIs, such as e-bus
proposed performance evaluation framework: energy efficiency (kWh/km), charging duration, related
off-time, etc., into their conventional performance
1. Incorporate the proposed performance evaluation evaluation mechanisms.
framework into the DHI guidelines for STUs/ city
authorities deploying e-buses. DHI has already 5. Knowledge sharing and capacity building
proposed e-bus performance evaluation in its programmes: As STUs and cities gain experience in
Expression of Interest (EoI) inviting cities to undertake e-bus deployment and operations, there need to be
e-bus operations. Therefore, the framework proposed opportunities for them to exchange knowledge and
in this report and the detailed steps outlined for the learn from each other’s experiences. In parallel, capacity
adoption of performance evaluation by respective building programmes exposing them to the latest
implementing agencies can form the basis for the data trends in e-bus technologies, planning, procurement,
sharing mandated by DHI. and management will ensure the sustainability of their
operations and facilitate further scale-up.
2. Pilot the proposed e-bus performance evaluation
framework in cities that have already deployed 6. Integrate the new e-bus performance evaluation
e-buses. This can be carried out in partnership with the indicators into CIRT and TRW frameworks. The
STU, OEM, and operator involved to test the validity proposed framework includes new indicators necessary
of the developed framework and build the capacity for e-bus performance evaluation; these indicators
of all the stakeholders in order to make performance should be incorporated into the CIRT and TRW
evaluation a core part of their operations and future frameworks. This will ensure that STUs/authorities
decision-making. The pilot can be based on simple data collect e-bus indicators for their annual reporting to
collection processes using manual and excel-based CIRT and TRW.

Framework for Performance Evaluation of Electric Buses in India

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6. Annexures

6.1 Annexure I: CIRT data indicator list

Indicator Unit

Financial Performance

Category I – Total Cost

a. Personnel Cost
i. Drivers
ii. Conductors
iii. Traffic Supervisory
iv. Total Traffic Staff INRper effective-km of operation
v. Workshop & Maintenance
vi. Admin & Others
vii. Provident Fund, Welfare, etc.
viii. Total (i. to vii.)
b. Material Cost
i. Fuel
ii. Lubricants
iii. Springs
iv. Spare Auto Parts
INR per effective-km of operation
v. Tyres & Tubes
vi. Batteries
vii. General Items
viii. Reconditioned Items
ix. Total (i. to viii.)
c. Taxes
i. Motor Vehicle Tax
ii. Passenger Tax
INR per effective-km of operation
iii. Special Road Tax
iv. Misc. & Other Tax
v. Total (i. to iv.)
d. Interest
i. To Central Govt.
ii. To State Govt. INR per effective-km of operation
iii. On Borrowings
iv. Total (i. to iii.)

Framework for Performance Evaluation of Electric Buses in India

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Indicator Unit

e. Misc. & Others INR per effective-km of operation

f. Payment for Hired Buses INR per effective-km of operation
g. Depreciation
i. Buses INR per effective-km of operation
ii. Other Assets
Total Cost (a. to g.) INR per effective-km of operation
Category II – Total Revenue
Traffic Revenue INR per effective-km of operation
Reimbursement of Fare Concessions INR per effective-km of operation
Subsidy INR per effective-km of operation
Non-Traffic Revenue INR per effective-km of operation
Category III – Profit/Loss
Surplus before Tax INR per effective-km of operation
Category IV – Financial Ratios
Total Earning per bus (on-road) per day `
% Return on Capital Employed %
% Operating Ratio %
Total Cost per bus (on-road) per day `
% Return on Capital Invested %

Physical Performance

Category I – Fleet Utilisation

Buses held Count
Buses off road Count
No. of spare buses Count
Buses on road Count
Fleet utilisation %
Scheduled services Count
Scheduled km Lakh km
Effective km Lakh km
Dead km Lakh km
Gross km Lakh km
Cancelled km Lakh km
Bus utilisation per day (on-road buses) km
Bus utilisation per day (on buses held) km
Category II – Capacity Utilisation
Seating capacity Count

Framework for Performance Evaluation of Electric Buses in India

 35

Indicator Unit

No. of standees Count

Seat km Lakh km
Carrying capacity km Lakh km
Passenger km Lakh km
Occupancy Ratio %
Load Factor %
Passenger lead/ trip length km/passenger
Passengers carried Count
Passengers per bus on road per day Count
Category III – Quality of Service
Trips to be operated Count
Actual trips operated Count
Regularity %
Indicators Unit
No. of breakdowns Count
Breakdown per 10,000 eff. km Count
Punctuality of departure & arrival %
Fatal accidents Count
Major & serious accidents Count
Minor accidents Count
Total accidents Count
Accidents per lakh eff. kms. Count
No. of persons injured Count
No. of fatalities Count
No. of public complaints Count
Category IV – Manpower Productivity
Traffic staff Count
Workshop and maintenance staff Count
Administration and other staff Count
Staff ratio per bus Staff/bus
i. Drivers
ii. Conductors
iii. Checkers & traffic supervisory staff
iv. Workshop & maintenance
v. Administration
vi. Others

Framework for Performance Evaluation of Electric Buses in India

 36

Indicator Unit

Manpower productivity per day km

Avg. salary/employee/day `
Eff. km/staff member/day km
Category V – Operational Information
Total No. of Schedules Count
Classification of Schedules Count
A. Earning more than total cost
B. Earning between variable cost and total cost
C. Earning less than variable cost
No. of Depots Count
No. of Bus Stations Count
Total No. of Routes Count
Average Route Length km
% of Total km %
No. of Bus Shelters/Stops Count
Material Performance
High-Speed Diesel (HSD) kilolitres (kL)
Compressed Natural Gas (CNG) km/kilogramme (kg)
Kilometre per Litre (KMPL)
i. Tata
ii. Leyland km/litre
iii. Volvo
iv. Others
Engine oil used /oil change
i. Tata
ii. Leyland kL or Lakh km (for oil change)
iii. Volvo
iv. Others
Engine oil top-up
i. Tata
ii. Leyland kL or Lakh km (for oil top-up)
iii. Volvo
iv. Others
New tyres consumed Units/lakh km
Engine oil KMPL km/L
Battery life Months/ lakh km

Framework for Performance Evaluation of Electric Buses in India

 37

Indicator Unit

Gearbox oil
i. Top-up kL
ii. Oil change
Springs kg/lakh km
Retreaded tyres consumed Units/lakh km
Differential oil
i. Top-up L
ii. Oil change
Engine life
i. New
a. Tata
b. Leyland
c. Volvo
d. Others
Lakh km
ii. Reconditioned (R/C)
a. Tata
b. Leyland
c. Volvo
d. Others
iii. Overall
Crown wheel & pinion life
i. Tata
ii. Leyland
Lakh km
iii. Volvo
iv. Others
v. Overall
Fuel injection pump life
i. New
a. Tata
b. Leyland
c. Volvo
d. Others
Lakh km
ii. R/C
a. Tata
b. Leyland
c. Volvo
d. Others
iii. Overall

Framework for Performance Evaluation of Electric Buses in India

 38

Indicator Unit

Gearbox life

i. New

a. Tata

b. Leyland

c. Volvo

d. Others
Lakh km
ii. R/C

a. Tata

b. Leyland

c. Volvo

d. Others

iii. Overall

Piston assembly life

i. Tata

ii. Leyland
Lakh km
iii. Volvo

iv. Others

v. Overall

Clutch plate life

i. Tata

ii. Leyland
Lakh km
iii. Volvo

iv. Others

v. Overall

Framework for Performance Evaluation of Electric Buses in India

 39

6.2 Annexure II: Indicators identified in global review

Indicator China Europe US

Category

Coverage Multiple cities London Foothill Transit King County

Buses - Bus lifespan - Number of buses - Number of buses - Number of buses

- Vehicle - Bus manufacturer - Bus manufacturer/ model - Bus manufacturer
performance - Bus range on a single - Model year - Bus year and model
charge - Length/ width/ height - Length
- Curb weight - Motor
- Wheelbase - Rated power
- Passenger capacity - Energy storage
- Motor - Accessories
- Rated power
- Energy storage
- Accessories
- Emission equipment
- Transmission
- Fuel capacity

Infrastructure - Charging - Infrastructure type - Charging type & location - Charging type &
typology - Breakdown time - Maintenance facilities location
- Power stations - Reason for breakdown - Vehicle parking and storage - Maintenance facilities
- Time to repair facilities - Vehicle parking and
storage facilities

Operations - Bus availability - Mileage - Route details - Route details

- Annual - Bus start and stop times - In-service speeds - Operating hours
distance driven - Total in-service time - Average monthly operating - Number of days per
- Faulty - Total out-of-service mileage week
conditions time - Bus use and availability - Amount of fuel
- Reserve SoC - Total scheduled out-of- - Breakdowns (Reasons for - Range
- State of charge service time breakdowns/road calls) - Average bus miles
degradation - Total unscheduled out- - Reasons for unavailability accumulated per month
of-service time - Bus availability
- Description of reason - Reasons for bus
for out-of-service bus unavailability
- Total planner service - Battery SoC
time - Breakdowns (Reasons
- Range on a single for breakdowns/road
refuelling calls)
- Vehicle availability
- Hours of operation in a
typical cycle
- Maintenance and
reliability

Energy - Energy - Refuelling/recharging - Total energy consumption - Daily energy use

consumption - Start time - Number of charges - Monthly fuel economy
- Fuel cost - Amount - Miles driven - Energy cost per mile
- Fuel usage - End time
- Fuelling data - Battery SoC at plug in
and plug out
- Time taken to recharge

Framework for Performance Evaluation of Electric Buses in India

 40

Indicator China Europe US

Category

Financials - Bus and - Infrastructure unit - Bus purchase cost - Bus purchase cost
infrastructure operating costs - Labour cost - Labour cost
investment - Scheduled maintenance cost - Scheduled maintenance
costs per km cost per km
- Energy cost - Unscheduled maintenance - Unscheduled
- Staff cost cost per km maintenance cost per
- Spare part cost - Work order maintenance cost km
- Service per km - Work order maintenance
charges cost per km
- Investment,
charger O&M
cost
- Maintenance
cost

Other indicators - Risks and - Attitude towards and - Previous experience with
indirect costs perception of low ZEBs
- User and driver emission buses - Roles of organisations
satisfaction - Ease of integrating bus - Driver, fleet personnel,
and infrastructure with and customer
the current fleet perceptions
- Ease of O&M - Special fleet needs
- Perception of bus and - Training
infrastructure as a
whole

Framework for Performance Evaluation of Electric Buses in India

 41

6.3 Annexure III: Detailed framework for proposed e-bus performance evaluation

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
Name of the CIRT STU STU/Authority Once -
OEM Fleet database
Total number of CIRT STU STU/Authority Once Incentive design Pan-India
buses Fleet database compilation
to decide
No. of 9m CIRT STU STU/Authority Once Incentive design on future
buses Fleet database incentives
No. of 12m CIRT STU STU/Authority Once Incentive design
buses Fleet database
Date of induction CIRT STU STU/Authority Once -
of buses Fleet database
Length/width/ CIRT STU, from STU/Authority Once Incentive design
height OEM Fleet database
/ OEM product
portfolio
Gross Vehicle CIRT STU, from STU/Authority Once
Weight OEM Fleet database/
OEM product
portfolio
Wheelbase CIRT STU, from STU/Authority Once
OEM Fleet database/
OEM product
portfolio
Passenger capacity CIRT STU, from STU/Authority Once
OEM Fleet database/
OEM product
portfolio
Rated power (HP) CIRT STU from STU/Authority Once
OEM Fleet database/
OEM product
portfolio
Charger new OEM STU/Authority Once Service planning Evaluation
description Electrical and delivery; of the
database/OEM fleet and battery operational
product portfolio management suitability of
a particular
Total no. of new OEM STU/Authority Once Service planning charging
chargers Electrical and delivery; technology
database/OEM fleet and battery
product portfolio management
Capacity of new OEM STU/Authority Once Service planning
depot charging Electrical and delivery;
infrastructure database/OEM fleet and battery
(kW) product portfolio management
Capacity of new OEM STU/Authority Once Service planning
enroute charging Electrical and delivery;
facility (if any) database/OEM fleet and battery
(kW) product portfolio management
Power supply to new OEM STU/Authority Once Service planning
the depot (kV) Electrical and delivery;
database/OEM fleet and battery
product portfolio management

Framework for Performance Evaluation of Electric Buses in India

 42

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
Number of e-bus new STU STU/Authority Once Total cost of
depots Database ownership
estimation;
procurement
and financial
planning
No. of e-buses per new STU MIS/ITS Once TCO estimation;
depot procurement
and financial
planning
Total available CIRT STU STU/Authority Once TCO estimation;
depot land area Database procurement
(sq km) and financial
planning
Average number CIRT STU MIS/ITS Monthly Service planning
of on-road buses and delivery
No. of operational CIRT STU MIS/ITS Monthly Service planning 1. Percentage
days per month and delivery of cancelled
km against
Scheduled km per CIRT STU Schedule Daily Service planning scheduled
bus per day Database and delivery km, to be
Dead km per bus CIRT STU MIS/ITS Daily Service planning used in future
per day and delivery scheduling
(reasons for
Operated km per CIRT Operator MIS/ITS Daily Service planning cancellation
bus per day and delivery to assess the
nature of
Average odometer CIRT Operator MIS/ITS Monthly Service planning repetition)
reading and delivery 2. Planning
Steering hours per CIRT Operator MIS/ITS Daily Service planning for future
bus per day and delivery maintenance
for a particular
Scheduled CIRT STU STU/Authority Daily Service planning bus type
revenue hours per Schedule and delivery and specific
bus operating
conditions
Time spent at a CIRT Operator MIS- Operations/ Daily Service planning 3. Assessment
depot per bus per ITS and delivery of the battery
day health, to
Total cancelled km Operator MIS- Operations/ Monthly Service planning predict the
so far ITS and delivery actual range
of buses in real
  due to staff new Operator MIS- Operations/ Monthly Service planning time
shortage ITS and delivery
  due to bus new Operator MIS- Monthly Service planning
unavailability Maintenance and delivery
  due to bus new Operator MIS- Monthly Service planning
breakdown Maintenance and delivery
during
operations
  due to traffic new Operator MIS- Operations/ Monthly Service planning
congestion ITS and delivery
  due to new Operator MIS- Operations/ Monthly Service planning
transmission ITS and delivery
issues

Framework for Performance Evaluation of Electric Buses in India

 43

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
  due to new Operator MIS- Monthly Service planning
charging Maintenance and delivery;
issues fleet and battery
management
  due to battery new Operator MIS- Monthly Service planning
issues Maintenance and delivery;
fleet and battery
management
  due to new Operator MIS- Monthly Service planning
electric drive Maintenance and delivery;
issues fleet and battery
management
  due to other new Operator MIS- Monthly Service planning
reasons Maintenance and delivery;
fleet and battery
management
Time interval new OEM MIS- Monthly
between Maintenance
maintenance
events
Total number of CIRT Operator MIS- Monthly Service planning
bus breakdowns Maintenance and delivery;
fleet and battery
management
No. of routes CIRT STU Schedule Once Service planning 1.
Database and delivery Identification
of constraints
Average route CIRT STU Schedule Once Service planning along
length Database and delivery; particular
procurement route based
and financial on a particular
planning technology.
Buses per route new STU Schedule Once Service planning This will also
Database and delivery help in future
selection of
Stops per route new STU MIS-Operations/ Once Service planning routes and
ITS and delivery depots, e-bus
scheduling,
Trips per route new STU Schedule Once Service planning and
Database and delivery assessment of
Average speed new Operator GPS Daily Service planning the need for
and delivery opportunity
charging.
Average e-bus CIRT STU MIS-Operations/ Daily Service planning
Load Factor ITS and delivery
e-bus energy new Operator/ Power consumed Monthly Service planning 1.
efficiency (kWh/ OEM by all chargers and delivery; Identification
km) from electric TCO estimation; of the range of
meter readings procurement buses in actual
over the total km and financial operating
covered planning conditions
2. Estimation
of the energy
cost for future
financial
planning

Framework for Performance Evaluation of Electric Buses in India

 44

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
No. of charging new OEM MIS- Operations/ Daily Service planning 1. Estimation
cycles per day ITS and delivery; of the actual
fleet and battery steering
management hours in the
operating
  Charging 1 new OEM ITS/Schedule- Daily Service planning
scenario,
duration wise charging and delivery;
to facilitate
reports fleet and battery
e-bus
management
scheduling
  SoC at start new OEM Battery SoC- Daily Service planning based on
of Charging 1 Schedule-wise and delivery; range and
charging reports fleet and battery charging
management requirements
  SoC at end of new OEM Battery SOC- Daily Service planning 2. Evaluation
Charging 1 Schedule-wise and delivery; of the cost of
charging reports fleet and battery energy and
management extra fleet
required to
  Distance new OEM ITS/Schedule- Daily Service planning cover the
travelled for wise charging and delivery; time lost in
Charging 1 reports fleet and battery charging and
(km) management; estimation of
TCO estimation TCO
  Charging 2 new OEM ITS/Schedule- Daily Service planning
duration wise charging and delivery;
reports fleet and battery
management
  SoC at start new OEM Battery SoC- Daily Service planning
of Charging 2 Schedule-wise and delivery;
charging reports fleet and battery
management
  SoC at end of new OEM Battery SoC- Daily Service planning
Charging 2 Schedule-wise and delivery;
charging reports fleet and battery
management
  Distance new OEM ITS/Schedule- Daily Service planning
travelled for wise charging and delivery;
Charging 2 reports fleet and battery
(km) management;
TCO estimation
  Charging 3 new OEM ITS/Schedule- Daily Service planning
duration wise charging and delivery;
reports fleet and battery
management
  SoC at start new OEM Battery SoC- Daily Service planning
of Charging 3 Schedule-wise and delivery;
charging reports fleet and battery
management
  SoC at end of new OEM Battery SoC- Daily Service planning
Charging 3 Schedule-wise and delivery;
charging reports fleet and battery
management
  Distance new OEM ITS/Schedule- Daily Service planning
travelled for wise charging and delivery;
Charging 3 reports fleet and battery
(km) management;
TCO estimation

Framework for Performance Evaluation of Electric Buses in India

 45

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
Power consumed new OEM Depot electric Daily Service planning
per day meter reading and delivery;
fleet and battery
management;
TCO estimation
Energy cost (INR new STU DISCOM website Once TCO estimation;
per kWh) procurement
and financial
planning
No. of drivers CIRT Operator MIS-Operations/ Daily Service planning
ITS and delivery;
fleet and battery
management;
TCO estimation
No. of conductors CIRT STU STU/Authority Daily Service planning
Database and delivery;
fleet and battery
management;
TCO estimation
No. of CIRT OEM MIS-Operations/ Monthly Service planning
maintenance staff ITS and delivery;
fleet and battery
management;
TCO estimation
No. of contract CIRT STU STU/Authority Monthly Service planning
management staff Database and delivery;
fleet and battery
management;
TCO estimation
No. of other staff CIRT STU STU/Authority Monthly Service planning
Database and delivery;
fleet and battery
management;
TCO estimation
Business model new STU STU/Authority Once Incentive design; Assessment
(Outright Database procurement for future
purchase/ GCC) and financial procurement
planning model
selection
If GCC
  CPKM new STU GCC contract, Once/ Incentive design; Evaluation
(paid to the Monthly invoice/ Monthly procurement of TCO,
operator payment to the and financial its various
if GCC)/ operator planning; TCO components,
Payment estimation and relative
paid to the CAPEX and
operator OPEX costs
  Conductor CIRT STU STU/Authority Monthly Incentive design; to decide on
CPKM Staff cost per km procurement procurement
and financial models,
planning; TCO incentives,
estimation etc.
  CPKM CIRT STU STU/Authority Monthly Incentive design;
of traffic Staff cost per km procurement
supervision and financial
staff + admin planning; TCO
staff estimation

Framework for Performance Evaluation of Electric Buses in India

 46

Evaluation metric Sub-metric Data Agency for Data collection Data Data Analysis
already collection source and collection applications required
captured in GCC method periodicity
(CIRT) model
or new?
  Energy new STU DISCOM Monthly Incentive design;
CPKM electricity bills procurement
and financial
planning; TCO
estimation
If outright
purchase
  Cost of bus new STU OEM Invoice Once Incentive design;
purchase procurement
and financial
planning; TCO
estimation
  Cost of new STU OEM Invoice Once Incentive design;
charging procurement
infrastructure and financial
(if available) planning; TCO
estimation
  Staff CPKM CIRT STU STU/Authority Monthly Incentive design;
Staff cost per km procurement
and financial
planning; TCO
estimation
  Maintenance CIRT STU STU/Authority Monthly Incentive design;
CPKM Staff cost per km procurement
and financial
planning; TCO
estimation
  Energy new STU DISCOM Monthly Incentive design;
CPKM electricity bills procurement
and financial
planning; TCO
estimation
Subsidy amount (FAME CIRT STU STU/Authority Once Incentive design;
subsidy/ Database procurement
state subsidy and financial
amount) planning; TCO
estimation
Source of subsidy new STU STU/Authority Once Incentive design;
Database procurement
and financial
planning; TCO
estimation
Source of new STU STU/Authority Once Incentive design;
financing beyond Database procurement
subsidy (Eg. and financial
Commercial planning; TCO
loans/ grants/ in- estimation
house budgets)
If loan Loan interest new Operator/ STU/Authority Once Incentive design;
rate OEM Database procurement
and financial
planning; TCO
estimation
  Loan tenure new Operator/ STU/Authority Once Incentive design;
OEM Database procurement
and financial
planning; TCO
estimation
e-bus earnings new STU MIS-Operations/ Daily Service planning
per km ITS and delivery;
TCO estimation

Framework for Performance Evaluation of Electric Buses in India

This is an official Report of UITP, the International Association of Public Transport. UITP has more than 1,800 member companies
in 100 countries throughout the world and represents the interests of key players in this sector. Its membership includes transport
authorities, operators, both private and public, in all modes of collective passenger transport, and the industry. UITP addresses the
economic, technical, organisation and management aspects of passenger transport, as well as the development of policy for mobility
and public transport worldwide.

JULY | 2020

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© UITP - All rights reserved - Responsible Publisher: Mohamed Mezghani, Rue Sainte Marie 6, B-1080 Brussels, Belgium - Legal deposit: D/2020/0105/47