modernisation of bus services
TRANSCRIPT
1
Extends warm Welcome to the
Participants to the Workshop on
Modernisation of Bus Services
ANDHRA PRADESHSTATE ROADTRANSPORTCORPORATION
3
VISAKHAPATNAM CITY PROFILE
• SECOND LARGEST CITY IN AP
• ATTAINED GREATER CORPORATION STATUS IN 2005
• RAPID INDUSTRIALIZATION: Steel, Petroleum,
Fertilizers, Pharma & IT
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VISAKHAPATNAM CITY PROFILE• GROWTH RECORDED FASTER THAN MUMBAI, KOLKATA, CHENNAI
AND HYDERABAD IN LAST TWO DECADES.
• 40% URBAN POPULATION AS AGAINST STATE LEVEL AVERAGE 34%
• NEED FOR URBAN INFRA EXPANSION AND IMPROVEMENT UP-
GRADATION
• MOBILITY OF TRAVEL WILL NEED SPECIAL ATTENTION
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CITY PROFILE – TRANSPORTATION MOBILITY
� POPULATION( 2011) --- 18.15 Lakhs
� REGISTERED VEHICLES (2007) --- 4.5 lakh
(Cars (12%), Two Wheeler (73%),
Autos & Taxi (8%) which is more than 90%)
� CITY PUBLIC TRANSPORT
CITY BUSES(APSRTC) --- 668
� PRESENT BUSES FOR 1 LAKH RESIDENTS --- 40
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DEMOGRAPHY
� GVMC has a population of
18.15 lakh as per 2011 census
� Staggering decadal growth of
75% observed between 1991-
2001
� By 2021, Vizag will be a major
City in the country
� The urban agglomeration will
grow to 35 lakh
Component
Area (Sq km) Population (lakh)Density
(persons/Sq km)
2001 2006 2001 2006 2011 2001 2006 2011
GVMC 111 533 9.69 14.5 18.15 8765 2685 3405
VUDA 1701 1701 22.02 26.21 33.30 1293 1540 1958
0
5
10
15
20
25
30
35
40
2001 2006 2011 2021
lakh
Year
POPULATION FORECAST
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VEHICULAR GROWTH
� Registered growth between 2000 to 2006 was about 9% p.a.
� Beyond 2006 – GVMC area increased and vehicular population now is estimated at 6 lakh.
� Share of 2W is highest followed by Car & IPT (2%)
� Share of PT vehicles (Bus) is only 1%
� The phenomenal increase of 2W & Cars has resulted in dense concentration of traffic on roads
IPT 5%
GROWTH OF EGISTERED VEHICLES IN VISAKHAPATNAM
0
50000
100000
150000
200000
250000
300000
350000
400000
450000
2000 2001 2002 2003 2004 2005 2006
YEAR
2W
cars &jeeps
auto rick
bus
Mode Vehicles Percent
Personal modes 384927 84.15%
Para transit modes 47081 2.06%
Public Buses 3455 0.76%
Goods Vehicles 16549 3.62%
Others 14848 3.25%
Total 457433 100.00%
GVMC AREA BEYOND 2006
Till 2006
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PUBLIC TRANSPORT ISSUES - SUPPLY� CURRENTLY TRAVEL
NEEDS ARE DOMINATED
BY PRIVATE VEHICLES
� WE ARE LARGELY
UNPREPARED TO TACKLE
SEVERE TRAFFIC
CONGESTION, AIR
POLLUTION, ACCIDENTS
� HIGH QUALITY PUBLIC
TRANSPORT WILL CREATE
CITIES WHERE PEOPLE
AND COMMUNITY COME
FIRST
65
20
15
0 10 20 30 40 50 60 70
% t
rip
s
private
public
para transit
PUBLIC TRANSPORT SHARE – 20%
BENCHMARK – 50%
MODAL SPLIT
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�Urban Buses 668
�No of Employees 3755
�Operated KMs /day 2.07 lakhs
�Daily passengers 5.60 lakhs
�Urban KMPL 5.27
�JNNURM KMPL 5.12
�No.of Student/General Bus Passes 74,000�No. other bus passes 33,000
�No of PHC Passes 10,000
A.P.S.R.T.CVISAKHAPATNAM URBAN AT A GLANCE
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JNNURM VEHICLES ALLOTTED FOR
VISAKHAPATNAM
Sl.NO PRODUCT NO OF BUSES
1 LOWFLOOR NON AC 50
2 SEMI LOW FLOOR 200
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IMPACT of JnURM BUSES
Sl No Parameter BEFORE AFTER
1 Buses per Lk
Population 29 40
2 Presence of
ORGANISED Public
Transport 75% 85%
3 Presence of Bus
Transport System 17% 20%
4 Average wating time
for Bus 5 mins 3 mins
5 fleet as per Urban
Bus Specification 0% 33%
IMPACT of JnURM BUSES
Sl No Parameter BEFORE AFTER
5 % Fleet
utilisation 99.92 99.94
6 Daily bus
utilisation Km 292 331
7 Passengers
Carried per Day
2.94
lakhs
3.63
LaKhs
9 % Load Factor 72% 71%
�To provide a high level of service to the passengers ,
�To cater the expected demand,
�To improve the productivity of the bus system,
�BRTS is envisaged under JNNURM.
BRTS as envisaged under JUURM
�BRTS Corridors under construction
� PENDURTY TRANSIT CORRIDOR
• PENDURTY – ASILMETTA
�SIMHACHALAM TRANSIT CORRIDOR
• VEPAGUNTA- ASILMETTA via : simhachalam
� 6 more corridors are planned
BRTS as envisaged under JUURM
15Contd…
BRTS – Simhachalam, VISAKHAPATNAM Transit Corridor
�With a view to have a focussed
attention of administration on the Bus
Rapid Transit System in
Visakhapatnam, and to see that the
funding meets the purpose a
Special Purpose Vehicle was
formed by the Govt. of AP.
FORMATION OF SPV
VISAKHAPATNAM URBAN TRANSPORT COMPANY Ltd
FORMATION OF SPV VISAKHAPATNAM URBAN TRANSPORT COMPANY Ltd
Sl No Designation /stake holder Designation in
SPV
1 Collector, Visakhapatnam
Districct
Chairman
2 Commisioner, GVMC Chierf
Excutive
Officer
3 Executive Director,
APSRTC, Vijaynagaram
Zone
Managing
Director
4 Vice-Chairman, VUDA Director
The following is the composition of the Board
FORMATION OF SPV VISAKHAPATNAM URBAN TRANSPORT
COMPANY Ltd
Sl No Designation /stake holder Designation in
SPV
5 Commisioner of Police,
Visakhapatnam
Director
6 Deputy Transport
Commisioner,
Visakhapatnam
Director
7 Regional Manager,
APSRTC, Visakhapatnam
Director
Composition of the Board
VISAKHAPATNAM URBAN KMPL(YEAR WISE )
SL.NO YEAR TOTAL BUSES
KMPL
JNNURM
BUSES KMPL
1 2007-08 5.55 ----
2 2008-09 5.57 ----
3 2009-10 5.50 4.96
4 2010-11 5.21 4.79
5 2011-12 5.22 4.96
6 2012-13 5.27 5.12
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�APSRTC HAS BAGGED 7 PCRA AWARDS FOR
MAXIMUM IMPROVEMENT IN HSD KMPL -
1982-89 CONTINUOSLY.
�APSRTC HAS BAGGED PCRA AWARDS FOR 14
TIMES FOR HIGHEST HSD KMPL.
�APSRTC HAS BAGGED ASRTU AWARDS FOR 29
TIMES FOR HIGHEST FUEL EFFICIENCY.
ACHIEVEMENTS
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�VISAKHAPATNAM CITY BAGGED
ASRTU AWARDS FOR HIGHEST
FUEL EFFICIENCY IN URBAN
OPERATIONS:
� for the years 1993, 1994 , 1995, 2000,
2003-04, 2004-05, 2005-06,
2006-07, 2008-09.
ACHIEVEMENTS
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Saving fuel Saving fuel Saving fuel Saving fuel Saving fuel Saving fuel Saving fuel Saving fuel
is nothing is nothing is nothing is nothing is nothing is nothing is nothing is nothing
but saving but saving but saving but saving but saving but saving but saving but saving
moneymoneymoneymoneymoneymoneymoneymoney
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Factors treated as most significant in improving Fuel Factors treated as most significant in improving Fuel
efficiencyefficiency
•• Driving habitsDriving habits
•• Vehicle MaintenanceVehicle Maintenance
• We pay more thrust to the above two
factors, treating the other factors like road
condition, weather, fuel quality, pay load
etc as less significant since they are
beyond our control
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• We exercise both Technical and Operational/
Managerial Controls to improve HSD kmpl at our
depots.
–– Technical ControlsTechnical Controls are focused on rectifying the rectifying the
vehicle defectsvehicle defects that affect the fuel performance.
–– Managerial controlsManagerial controls are to improve the driving
habits, create awareness, motivate the staff
towards achieving better KMPL.
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•• RouteRoute--wise Viswise Vis--àà--vis vehicle typevis vehicle type--wise wise
targetstargets are fixed for the vehicles based on
their past performances through the
computer software.
• The vehicles whose performance is less than
the target are treated as low HSD kmpl
vehicles.
• The computer software based on the above
criteria, shortlists the vehicles to be taken for
attention.Contd..
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Attention of monthly low HSD kmpl vehiclesAttention of monthly low HSD kmpl vehicles
•• Every month, at least 10% of fleet or 10 Every month, at least 10% of fleet or 10
vehiclesvehicles which ever is higher as identified
through the computer software, will be taken
for critical attention in each depot.
• The identification will be done on 1st of identification will be done on 1st of
every month every month
• The items to be attended for rectification of the
vehicles are shown in the slides followed
Contd..
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DRIVER TRAINING & DRIVER TRAINING & DRIVER TRAINING & DRIVER TRAINING &
IMPACT ON OPERATIONS IMPACT ON OPERATIONS IMPACT ON OPERATIONS IMPACT ON OPERATIONS
PERFORMANCEPERFORMANCEPERFORMANCEPERFORMANCE
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� Induction training for fresh drivers for 8 weeks
Corporate objectives
Practical safety driving
KMPL driving
� Re-orientation training for in-service driversfor 3 days
Safety driving
KMPL driving
TRAINING
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FIXATION OF BUS AND DRIVERFIXATION OF BUS AND DRIVER
• VEHICLE FIXATION: The vehicle is fixed to the service / route.
• DRIVER FIXATION: Each and every driver is fixed to the vehicle , so that he will tune the vehicle condition, Road condition, Bus stops, Road turnings, Traffic signals, Speed Breakers, Traffic behavior, behaviour of the passengers. This will improve the expertise of the driver on the vehicle, route & traffic conditions
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Fixing of Benchmark KMPL for routesFixing of Benchmark KMPL for routes
• Every year during January (preferably during oil conservation fortnight), the route wise benchmark HSD KMPL is arrived using good KMPL drivers and displayed at the dispensing pump at all the depots.
• This gives an indication to the Drivers on the HSD KMPL potentiality of a particular route.
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COUNSELLINGCOUNSELLING• Every month, at
least 20 low KMPL drivers of the Depot are identified through “VEMAS” report for counseling
• These Drivers are counseled by the Depot Manager himself by 10th of every month.
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• A separate register is maintained for counseling of the Drivers as per the following format
S.
No.
Name of
Driver
Staff
No.
HSD KMPL Variance Route
operated
in General
Target
KMPLCurrent
Month
Previous
Month
(1) (2) (3) (4) (5) (6) (7) (8)
Previous
Counseling
Dates
Remarks of
the Driver
Signature of
the Driver
Signature of
the DM
KMPLat the
End of Month
(9) (10) (11) (12) (13)
• At the end of the month the progress made by the Drivers after counseling is reviewed
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KMPL Pocket BookKMPL Pocket Book
• All the Drivers on roll are provided with a Pocket Book called “KMPL Pocket Book” which contains the details of day-wise operation and fuel performance of the Driver.
• This book is reviewed by the Depot Manager and Maintenance Foreman whenever the Driver is counseled
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Counseling of Daily Low Kmpl DriversCounseling of Daily Low Kmpl Drivers
• Daily low KMPL Drivers are identified through the report generated along with challan every day.
• The Mechanical Foreman of the Depot counsels these drivers on daily basis
• Counseling of daily low KMPL Drivers is also recorded in the register.
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Training by Safety Driving Instructor (SDI)Training by Safety Driving Instructor (SDI)
• The Drivers not showing improvement even after counseling in the previous month are taken up for training by SDI of the Depot.
• Besides the above, the SDI also trains the other low KMPL Drivers of the month identified through VEMAS report.
• The SDI covers the training for at least 20 Drivers with low KMPL and 5 Drivers with accidents prone record during the month
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• The details of training imparted by the SDI along with the KMPL at the end of the month by the concerned Driver are recorded in a register,maintained as per the following format.
• Depot Manager and Mechanical Foreman closely monitor and review the work carried out by SDI
S.
No.
Name of
Driver
Staff
No.
HSD KMPL Variance Route
operated
in General
Dt.of
Training
by SDI
Current
Month
Previous
Month
(1) (2) (3) (4) (5) (6) (7) (8)LOW KMPL DRIVERS
ACCIDENT DRIVERS
Remarks on the Driving
Habits Of the Driver
Signature of
the Driver
KMPLat the
End of Month
Remarks/ Action plan
for not improved Drivers
(9) (10) (11) (12)
LOW KMPL DRIVERS
ACCIDENT DRIVERS
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Depot Incentive SchemeDepot Incentive Scheme• The monthly incentive Scheme for Drivers and
Maintenance Staff on fuel saving is a very effective motivational factor in achieving the consistent fuel performance in APSRTC.
• There is no ceiling for the Drivers for payment of incentive on fuel saving. Some Drivers earn incentive as high as Rs 2,000 per month on fuel saving.
• The maintenance staff earn upto Rs 500/- per month on fuel saving.
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Motivational Measures continued...
• The following are some of the schemes being implemented besides regular Depot Incentive Scheme for motivation.
1. Cash incentives ranging from Rs.50,000/- to Rs.1,50,000/-to the Depots based on fleet strength on attaining the targeted HSD KMPL every year.
2. Presentation of Cash Awards Every month to the 1st best and 2nd best Drivers in fuel saving at all Depots.
3. Award scheme for Drivers, Mechanics and Officers every year in oil conservation fortnight, sponsored by Oil companies.
4. Special increments to the Drivers who stand top in HSD kmpl consecutively for more number of times.
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Apart from the monetary benefit schemes, we also
adopt the following measures to encourage the staff.
– Display of names of monthly and daily high and low KMPL Drivers at oil bunk
– Display of best KMPL Drivers for the previous year at prominent place.
– Distribution of pamphlets & brochures describing the achievements of the best performers
– Presentation of Appreciation Letters/ Merit certificates to the best Drivers and Mechanics by the Regional Managers & Executive Directors by organizing functions at Depots
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Punitive Actions on Continuous Punitive Actions on Continuous
low KMPL Driverslow KMPL Drivers
• The Drivers who do not improve their driving habits
and continue to be low performers even after
repeated counseling & training are cautioned by
issuing advice letters initially followed by disciplinary
actions duly following the formalities.
• While issuing the advising letters or Charge sheets,
the drivers are informed about details of previous
counseling, training and the loss incurred due to
their low performance.
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• The movie, ““IndhanamIndhanam”” made on Driving
Technology aimed at achieving the best fuel
performance is a boon to the Drivers.
• With regard to better Driving techniques,
nothing is left uncovered in the above movie.
• The principle of ““Momentum mode DrivingMomentum mode Driving””,,
which is the basis for getting the best HSD
kmpl from the vehicle is highly emphasized in
the movie.
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• It is proven that the optimum HSD KMPL is
obtained when the vehicle is operated at
2/3rd of the maximum speed i.e. around
50 KMPH.
• More stress is given to this aspect while
interacting with the Drivers during counselling
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Position-1
Position-3
Position-2
An eye on RPM Indicator An eye on RPM Indicator
while driving helps a lotwhile driving helps a lot
Method of operating the Method of operating the
Accelerator PedalAccelerator Pedal
Always maintain Pedal at Always maintain Pedal at
33rdrd Position to get Position to get
maximum fuel efficiencymaximum fuel efficiency
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• Optimum HSD KMPL can be obtained by driving the vehicle in a momentum mode, i.e. When once the engine power is utilized to attain optimum speed, thereafter the vehicle has to be run in cruising speed, keeping accelerator pedal in no.3 position.
• Whenever the vehicle is operated on down gradient, the accelerator pedal shall be maintained at no.1 position i.e. just above the idling speed.
• Majority of the drivers have a bad habit of pumping the accelerator which leads to wastage of fuel. The Drivers are educated to accelerate the vehicle in the lowest possible increments to attain the desired speed.
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The momentum of the vehicle can be better used to save fuel consumption
Step 1. Reach cruising speed of 50KMPH - ----- observe thrust speed/sound which is an indication of excess fuel consumption.
Step 2. Maintain cruise speed at this stage and observe gaining of momentum by the vehicle.
Step3. Relax the accelerator gradually by 10 % .
Step 4. Observe sizzling sound (This is an indication of engine relaxation and fuel saving)
Step 5. Continue the same speed duly observing the sizzling sound.
Step 6. Slightly / gradually accelerate when the speed falls below 40 kmph.
Step 7. Repeat the above steps again and again to derive advantages ofmomentum.
Note: In Momentum mod driving the engine is relaxed by the momentum gained by the vehicleWhich saves good amount of fuel.
MOMENTUM MODE DRIVING
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• Drivers are educated to operate the vehicles with the engine speed always maintained in the green band either while changing the gears or while cruising
• The Drivers operating high powered vehicles are trained to use overdrive (wherever available), and judicious use of the alternate brakes like Retarders, exhaust brakes etc instead of service brakes.
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STARTING OF THE ENGINE:
Drivers are habituated to accelerate to maximum
extent immediately after starting. This type of
acceleration causes wastage of 50ml every time for
every start.
IDLING OF ENGINE
2 minutes of idling is required immediately after
start of the engine to allow the lubricant to pass and
lubricate all the moving parts.
SPECIAL FOCUS ON DRIVING HABITS:
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GEAR ENGAGEMENTS
GEAR ACCELERATION
1ST GEAR NIL
2ND GEAR 20%
3RD GEAR 30%
4TH GEAR 50%
5TH GEAR 50% TO 60%
TOP GEAR Above 60%
Proper selection of gear is very important and depends on:
� Road condition
� Load of the vehicle
� Vehicle condition
Gear Vs Acceleration : for hi-torque engines
Note: 1. Quick changing of gears 1-2-3 for high powered engines will
save lot of fuel.
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Momentum
mode driving
can be better
used during
slack hour
operations.
TOP GEAR USAGE
05.00 to 07.30 am
12.00 to 03.00 pm
09.00 to 10.30 night
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�Before starting the vehicle, passenger and driver doors shall beopened to attain the atmospheric temperature.
� This will reduce cut off temperature which in turn saves the fuel.
Auto Transmission A.C.Vehicles(Tata Marcopolo)
� Drivers usually pump the accelerator without observing time gapbetween the change of gears.
Time Gap: 1-2 Gear : 8 Sec
2-3 Gear : 10 Sec.
3-4 Gear : 12 Sec.
4-5 Gear : 16 Sec.
5-6 Gear : 22 Sec.
On clear observation drivers can here a slight NICK sound basing on which they can avoid unnecessary acceleration, for saving lot of fuel..
DRIVING HABITS ON AC VEHICLES
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Empty vehicle -- Less momentum
Load Vehicle – More momentum
WRONG CONCEPTION: Generally Drivers are of the
opinion that when the load on the vehicle is increased the
fuel consumption will increase
RIGHT CONCEPTION: But contrary to the above
utilization of momentum mode driving ie.. more
momentum will save the fuel thru power point driving.
LOAD Vs MOMENTUM
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TRAFFIC SIGNALS
In case of the traffic signals: more than 60 sec.
engine should be switched off (to save fuel).
If it is less, better not to switch of the engine ( to
save fuel)
CITY OPERATIONS
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SPEED BREAKERSSPEED BREAKERS
• Drivers are habituated to apply brake and make the vehicle to halting position and then start applying first gear for every speed breaker. This system consumes excessive fuel.
• In order to save fuel, the drivers must be trained to swerve 1/4th round steering to left side and apply 1st or 2nd gear in advance before taking bump by the front wheels.
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PROBLEMS FACED IN jnNURM BUSESPROBLEMS FACED IN jnNURM BUSES
�Heavy weight of the vehicle , �Low Fuel efficiency�Frequent transmission failures due to defective P.P
shaft design�Oil carryover problem from air compressor�Engine sludge formation�Frequent failures of LED Destination boards�LED roof lights not working�Frequent failures of Passenger doors�Body rear end structure damaged frequently due to
improper design
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PROBLEMS FACED IN MAINTENANCE OF PROBLEMS FACED IN MAINTENANCE OF
CITY AC BUSES(TATA LOW FLOOR AC)CITY AC BUSES(TATA LOW FLOOR AC)
�All doors not closing properly, causing
leakage of A.C
�Low fuel efficiency
�Improper working of pannel switches
�Frequent failures of fan belts
�Digital display not working
�Low HSD oil storage capacity
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EXTRA MAN POWER INCURRED IN
INCREASING FUEL EFFICIENCYSL.NO DESCRIPTION NOS EXPENDITURE
Per Month
1 Safety driving instructors 05 1,25,000
2 K.M.P.L.Mechanics 06 1,50,000
3 Regional PJDI 01 25,000
4 Training at Regional level 1 20,000
5 Training at Zonal Level 1 5,000
6 Training at State Level 1 2,000
We are incurring around 50 lakhs p.a towards training and extra man power and it is Rs7500 per
bus per annum. The saving is 1000 litres per bus p.a.
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CONCLUSIONCONCLUSIONSupport required from Govt. of India:To increase the public transport share from 20% to 50%.
� Requirement of Depots- 5 (Rs.35 Cr.)
(Tagarapuvalasa,Madhurawada, Pendurthi, Asilmetta, Mudasarlova)
� Requirement of Bus Terminals- 7 ( Rs.29.6 Cr.)(Tagarapuvalasa, (Anandapuram,Madhurawada,Pendurthi,Old Jail Rd., OHPO, R.K.Beach, Old Bus Stand)
� Land requirement 50 Acrs� Implementation of ITS on all buses 8.00 Cr.
Finally, Govt. of India is requested to
sanction Carbon Ratings for Public Transport
Under Takings who are committed to the future
challenges of energy savings.
APS RTC
Thank You
Y.JAGADEESH BABU
REGIONAL MANAGER
APSRTC,VISAKHAPATNAM