operations planning for middle managers

This document contains the following 6 deliverables

1. Delivery Presentation

2. Trainer Manual

3. Participant Manual

4. Pre-Training Questionnaire

5. Post-Training Questionnaire

6. Group Activity

Operations Planning for Middle Managers

P resentation title[To edit, c lick View > Slide Master > Slide Master]

©2019 Deloitte Shared Services India LLP 1

Delivery Presentation

EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)

OPERATIONS PLANNING FOR MIDDLE MANAGERS

MINISTRY OF HOUSING AND URBAN AFFAIRS, GOVERNMENT OF INDIA

Consultancy Services for Design and Development of Training Programme for City Transport Professionals

December 2020

2

Preface

The Efficient and Sustainable City Bus Services (ESCBS) project was introduced to improve the efficiency and attractiveness of city

bus transport in India. ESCBS project has three major components, which includes, National Capacity Building (NCB); Regulatory,

Institutional and Fiscal Analysis; and City Demonstration. This engagement falls under the purview of the NCB component of the

ESCBS project. The objective of this engagement is to design and develop training programme for city transport professionals, and

involves undertaking pilot testing, implementation, evaluation, and suitable modification of the training programme.

As a part of this engagement, eight training areas have been identified, and prioritized by the Ministry of Housing and Urban Affairs

(MoHUA).

Policy Advocacy for

Senior Managers

Outsourcing for Senior

Managers

Monitoring and

Evaluation for Senior

Managers

Network Planning for

Middle Managers

Operations Planning for

Middle Managers

Outsourcing for Middle

Managers

Bus Operations for

Middle Managers

ITS and MIS for Middle

Managers

1 2 3 4

5 6 7 8

For each training area, a total of three modules have been prepared:

A. Participant’s Notes: Detailed reference notes containing links to more readings to be circulated before trainings.

B. Trainer’s Notes: Detailed notes for trainer’s reference containing focus points, questions for discussion, etc.

C. Delivery PPT: Brief presentation containing infographics, videos, group activities, etc. to be displayed on screen

3

The training material on “Operations Planning” deals with preparation of “Operations Plan” for public

transport services. The plan involves setting bus and crew scheduling, operating frequency, cycle time and

related operating parameters, and estimation of fleet requirement. The draft operations plan is calibrated to

optimize requirement of resources while at the same time ensuring adequate service and comprehensive

coverage to meet the projected demand. Once the operations plan is finalized, various types of operating

models are considered and appraised according to the type of system, in-house capability of the

government, and financial resources. The operating model allocates roles and responsibilities for operations

and revenue sharing among the stakeholders.

About the Module

4

Learning Objectives

1Extract the role intended to be played (as set in network planning) by IPT, other PT (if any),

and their combined role in multimodal integration (if any).

2 Distinguish routes in the network w.r.t set of characteristics and land use.

3Identify the type of bus most suitable for operations taking into account passengers’,

operator’s, and community perspectives.

4 Upgrade skill sets related to demand – supply.

5 Optimizing processes viz., operating frequency, cycle time etc.

6Evaluate and identify gaps in the existing provisions, infrastructure, and manpower availability

which are required for implementation.

5

Estimation of Supply of

Services

A. Understanding Load Factor

B. Calculating the Frequency (Numerical)

C. Identifying the vehicle size

D. Assessing passengers carried at various frequencies

E. Estimating fleet size required to meet the demand

3

IntroductionA. Pre-requisites of Operations Planning

B. Brief about Operations Planning1

Legislative Provision

A. Overview

B. Compliance of Vehicle as per CMVR: AIS:052

C. Compliance of Vehicle as per CMVR: AIS:135 & 140

D. Motor Vehicle Act 1988

E. Allied Provision

4

Network Feasibility of

Operations

A. Initiating the Operations Plan

B. Data required for Operations Planning

C. Classification of Routes

2

Table of Contents

6

Public Transport

Infrastructure and

Workforce

A. Public Transport Infrastructure (PTI) required for operations

B. Bus Depot

C. Types of bus stops / shelters

D. Essential elements of Bus stops / shelters

E. Essential elements of Bus station / terminal

5

Devising Operational

MeasureA. Performance Improvement6

Table of Contents

Operational Feasibility

and Operating Model

A. Considerations in a trial run

B. Various operating models available

C. Using results of operations planning

7

7

Introduction

Prerequisites for operations planning

2. Network feasibility of Operations

3. Estimation of supply of services

4. Legislative provision

1. Introduction

7. Operational Feasibility & Model

6. Devising Operational Measure

5. PT Infrastructure & Workforce

Pre-requisites foe Operations PlanningA

B Brief about Operations Planning

Profile of the city, highlighting areas of jurisdictions and extended suburban areas, to

be served by public transport.1

Public transport network as derived after diagnosis from network planning.2

Mapping of all public transport infrastructure, heritage structure, etc.3

Traffic management plan for the city, highlighting one way restriction for heavy

vehicles, vehicle circulation plan at stations, etc.4

Information on heavy boarding & alighting point, recreational spots, religious spots,

etc.5

8

Introduction

Brief about operations planning




1. Introduction

7. Fare Structure





Network feasibility of operations & route segregation according to category1

Estimation of supply of services & crew requirements2

Legislative provision3

Public transport infrastructure & manpower planning4

Capacity building5

Fare Structure6

Operational Feasibility and Operating Model7


9

Introduction





1. Introduction

7. Fare Structure






It is an integral part of overall urban planning and needs systematic approach.1

The ultimate aim of urban transport planning are:

• Generating alternatives to improve transportation system in order to meet future

demand.

• Selecting the best alternate after proper evaluation.

2

Public transportation:

• Involves transport of passengers by group level system.

• Is available for use by the general public.

• Is typically managed based on a schedule.

• Is operated on established routes.

• Involves charges based on predefined fee for each trip.

3

10

Introduction

Urban Transit Planning




1. Introduction

7. Fare Structure






11




1. Introduction

7. Fare Structure





Time allocation:

• Completing the Chart

– 40 minutes

• Presentation of the

Chart – 15 minutes

(each group)

Group Activity


12

Network Feasibility of Operations

Questions for Audience




1. Introduction

7. Fare Structure



Initiating the operational planA

B Classification of Routes

C Data required for an operational plan

Q1. What are the different types of routes w.r.t ridership profile?

Q2. Highlight few observations regarding ridership profile on the route?

Q3. How would you decide upon the type of buses to be deployed?


13


Integration of Public Transportation




1. Introduction

7. Fare Structure







Why is it needed?

• To make it more comfortable for riders

• To give transparency in information

• To harmonise the timetables and connections between operators

• To provide last mile connectivity

What does it mean?

The accessibility/opportunity to use the entire public transport system across a local or regional area,

independent of the transport mode, tariffs, fares, schedules, ticket systems, etc.

How can this be achieved?

• Institutional integration

• Operational integration

• Physical integration

Techniques:

• Rationalization of redundant services

• Development & Scheduling of feeder route services

• Unification of fare structure

• Coordinated public information system

• Reserved bus lanes and streets

Operational integration

Application of management

techniques to optimize allocation

of transit resources and

coordinate services.

14


Initiating the operational plan




1. Introduction






7. Fare Structure7. Operational Feasibility & Model

Sta

ge 1

Segregation of

Network of routes into individual route

Sta

ge 2

Route genetics

No. of passengers

Quantity, Size

& Type

Sta

ge 3

Buses

Workforce&

Infrastructure

15


Classification of routes – Corridor route

Corridor Route




1. Introduction

7. Fare Structure






RoutePassenger demand

Passes through

Connects

Stage 1: Segregation of network of routes - The range of routes in a hierarchycan broadly be categorized into: corridor route, activity route, and residentialroute.

The fig. depicts the

ridership profile

along the route


16






1. Introduction

7. Fare Structure






Corridor Route

Bus stop

Rid

ersh

ip

The fig. depicts the ridership profile along the route


17


Classification of routes – Activity route

Activity

Route2. Network feasibility of Operations



1. Introduction

7. Fare Structure







Passes through

Connects

The fig depicts the ridership profile along the route


18






1. Introduction

7. Fare Structure






Activity

Route

Bus stop

Rid

ers

hip

No Name of the bus stop Board Alight No. Name of the bus stop Board Alight

1 Charoli 20 20 Abhi chemical

2 Dhabhade wasti 2 21 Nehru nagar 12 10

4 Charoli phata 5 22 HA corner 4 2

5 Chinch 2 23 Kamgar Nagar 1 1

6 Amba 1 24 Mahendra Company 3

7 Tapkir wasti 1 25 Pimpri road 2 7

8 Dyaneshwar maharaj niwas 26 Gokul hotel 1

9 Sai mandir 2 27 Shagun chowk 1

10 Magzin chowk 28 Delux 5

11 Gajanan mandir 3 29 Krush mandir 2 1

12 Dighi 7 5 30 Ingale hospital

13 Shastri chowk 9 7 31 Vijay nagr 4

14 Bhosari 6 4 32 kalewadi 3 5

15 Gavhane wasti 11 8 33 Avinash mangal karyalay 4 7

16 Lande wadi 8 5 34 tapkir nagar 2

17 Philips Company 2 35 Shreenagar 1 4

18 tulashi chemical 36 kalewadi phata 5

19 Jayanand Khira 37 Nakhate wasti

38 Rahatani 23

One of the major transfer point,

starting point for corridor route



19


Classification of routes – Residential route

Residential




1. Introduction

7. Fare Structure







Passes through

Connects

The fig depicts the ridership profile along

the route


20






1. Introduction

7. Fare Structure






Residential Route

Rid

ers

hip

Bus stopR

iders

hip

Bus stop



21


Route genetics: Data required for operations planning

Name of

the Survey

Road Network

along the route

Interchanges

Market

Environment

Speed and

Delay Studies

Bus Stop /

Terminal

Types of areas

covered




1. Introduction

7. Fare Structure






Stage 2: In practice, urban form, development, topography, and infrastructure

will force modifications of the network. Therefore, a survey is essential in order

to establish ground reality along each route.


22

Estimation of supply of services


Q1. How to find the frequency at which passenger demand needs to be

catered?

Q2. How to quantify no. of buses required to maintain the frequency?

Q3. How to select a bus w.r.t its size and type?

Q4. How do you integrate existing buses in the plan?




1. Introduction

7. Fare Structure


Calculating the Frequency (Numerical)B

C Identifying vehicle size

Passengers at various frequenciesD

E Fleet size required to meet frequency


Understanding Load FactorA


23


Understanding the concept of load factor

Load Factor =𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠

𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠

Where:




1. Introduction

7. Fare Structure








Capacity kilometers =Kilometers operated by

buses x

Capacity (sum of no. of seats

+ standees allowed) of the buses

Passenger kilometers =Traffic revenue

Fare per kilometer for the service

No. of

Passengers


24


Calculating the frequency (Numerical)

Following information:

• No. of Passenger trips per day = 3150

• Route length = 18 kms

• Capacity of bus = 60

• Load factor = 80%

• Assume that 12% of total trips take place in peak hour

• Average Journey Speed (including waiting time at the bus stop) = 15

kmph




1. Introduction

7. Fare Structure








Question: Calculate the number of buses required.7. Operational Feasibility & Model

25



• Passenger trips per direction=3150/2=1575

• Passenger trips per hour per direction =1575*0.12=189

• Passenger per hour per direction carried at various frequency levels

• 5 min frequency = (60*0.8*60)/5 = 576

• 10 min frequency = (60*0.8*60)/10 = 288

• 15 min frequency = (60*0.8*60)/15 = 192

The demand of 189 passenger trips per hour per direction could be

catered by providing bus service at 15 minutes frequency.




1. Introduction

7. Fare Structure









26






1. Introduction

7. Fare Structure









• Average Journey Speed (including waiting time at the bus stop) = 15 kmph

• Journey time = (18/15) x 60 = 72 min

• The total journey time = 72+3= 75

• Number of buses required = Journey time *2 / proposed frequency

• Number of buses required = (75x 2)/ 15 = 10 buses.

Note: On similar lines, analysis has to be done for other routes of the network.

Accordingly, we will get total fleet required.


27


Identifying vehicle size

Larger Bus

Smaller Bus

Vehicle size depends on

Type of service

and willingness

to payRoad genetics

Volume of Traffic




1. Introduction

7. Fare Structure








1. Preferred option

2. Space occupied

3. No. of buses required

4. Fringe benefits

5. Staff required 1. Narrow roads

2. Other constraints

3. Frequency

4. Unique selling point (USP)

5. Route variation

6. Operating cost


28


Assessing passengers carried at various frequencies

Bus SizeCapacity (Seats)

Load factor Passenger Demand per Hour Per Direction (PPHPD)

Headway in Minutes/frequency 1 4 5 7.5 10 15

Micro bus 12 0.7 504 126 101 67 50 34

Mini 22 0.7 924 231 185 123 92 62

Midi 34 0.7 1428 357 286 190 143 95

Standard 70 0.7 2940 735 588 392 294 196

Double Decker / Articulated

110 0.7 4620 1155 924 616 462 308




1. Introduction

7. Fare Structure









29


Estimating fleet size required to meet the frequency

Fleet required= 2 * (One Way Travel Time + Terminal Dwell Time)Frequency

Dwell time in Minutes

5 5 5 5 5 10 10 10 10 10 10 10

One way travel in Minutes

15 20 30 40 50 60 70 80 90 100 110 120

No of buses required

Headways

1 40 50 70 90 110 140 160 180 200 220 240 260

4 10 13 18 23 28 35 40 45 50 55 60 65

5 8 10 14 18 22 28 32 36 40 44 48 52

7.5 5 7 9 12 15 19 9 24 27 29 32 35

10 4 5 7 9 11 14 16 18 20 22 24 26

15 3 3 5 6 7 9 11 12 13 15 16 17




1. Introduction

7. Fare Structure









30


Overview




1. Introduction

7. Fare Structure


OverviewA

B CMVR – AIS:052

CMVR - AIS:135 and 140C

D Motor Vehicle Act 1988

Allied ProvisionE


Allied Provisions

Establishment / acquiring of Public

Transport

Compliance of Vehicle as per CMVR for safety & comfort

of passenger

Motor Vehicle Act 1988 (MV Act)

1

3 4

2


31


Compliance of Vehicle as per CMVR: AIS:052

International Standard ECE R 107

Safety & Comfort of

Passengers

MoHUA / MoUD

Urban Bus

Specification1

In addition to PIS,

focus is also on

GPS, GPRS,

acceleration of buses

2It also focuses

on PIS incl.

emergency hooters

2

MoRTH

AIS 05212. Network feasibility of Operations



1. Introduction

7. Fare Structure


OverviewA

B CMVR – AIS:052



Allied ProvisionE



32


Compliance of Vehicle as per CMVR: AIS:135 & 140

Engine compartment

AIS 135 for city buses –

FDAS & FDSS

AIS 140 ITS requirement for public transport operations

Source: ANI




1. Introduction

7. Fare Structure


OverviewA

B CMVR – AIS:052



Allied ProvisionE



33


Motor Vehicle Act 1988




1. Introduction

7. Fare Structure


OverviewA

B CMVR – AIS:052



Allied ProvisionE


Stage carriage permit1

Licensing of Driver of Motor Vehicle2

Licensing of Conductors of Stage Carriages3

Registration of motor vehicle4

Insurance5

Certificate of fitness of transport vehicles6

Fare Fixation7


34


Allied Provision




1. Introduction

7. Fare Structure


OverviewA

B CMVR – AIS:052



Allied ProvisionE


State Motor Vehicle Rules (as amended from time to time)

Motor Transport Workers Act, 1961 (as amended from time to time)

Factory Act, 1948 (as amended from time to time)


35

Public Transport Infrastructure (PTI) & Workforce

Public transport infrastructure (PTI) required for bus operations

The basic infrastructure

required for the operations of public

transport

Depot with maintenance

infrastructure

Bus Station &

Terminal Bus Stops

ITS Control

Room





1. Introduction

7. Fare Structure


OverviewA

B Bus Depot

Bus Stop - TypesC

D Bus Stop – Essential elements

Bus Terminal – Essential elementsE

Stage 3: Infrastructure and Workforce


36

Public Transport Infrastructure & Workforce

Bus Depot (Overview)

BEST Depot, Mumbai

Refer MoHUA Manual





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC




Important points to remember

• Layout & environmental consideration

• Parking space

• Maintenance of infrastructure in-line with the size & type of buses

• Allied facility to boost efficiency and safety


37



Q1. What are the types of bus stops?

Q2. Is there any effect of bus stops on journey time?2. Network feasibility of Operations




1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



38


Types of bus stops/shelters





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC




Category Description Generally Located

Minimum boarding point

Suburban with low customer demandLow frequency services

Constrained suburban sitesOutbound stopsNon urban areas

Regular stop Low density suburban , moderate frequency services

Suburban Sites

Intermediate stop Generally along main passenger transport corridorsModerate frequency services

Main passenger transport corridors

Premium stop Sites near attractors with high boarding demandCorridors with high frequency services

Major attractors interchangesMain corridors


39







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


Transit Stop Location - Objectives


Serve major centres, activity points, and transfer with other lines.1

Achieve minimum passenger travel time.2

Provide maximum area coverage.3

Attract maximum no. of passengers.4

Achieve minimum system cost.5

Meet other requirements (E.g. economic development, population needs etc.).6

Collectively satisfying each objective to come degree-certain compromises have to

be made.7

40


Preferred placement of bus stops





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC




Situation Preferred Placement

Any Signalized intersection where bus can stop out of travel lane Far side

If bus turns at intersection Far side

Intersection with many right turns Far side

Complex intersections with multi-phase signals or dual turn lanes Far side

If nearside curb extension prevents autos from trying to turn right in front of the bus

Nearside

If two or more consecutive stops have signals Alternate nearside and far side(starting nearside) to maximize advantage from turned signals

If obvious heavy single-direction transfer activity One nearside, one far side to eliminate crossing required to transfer

If blocks are too long to have all stops at intersections Midblock

Major transit generators not served by stops at intersections Midblock

Midblock pedestrian-crossing defined by refuge island and/or striping Midblock

Transit centre Off-street

Major transit generators that cannot be served by on-street stop, or where ridership gain will far outweigh inconvenience to passengers already on-board

Off-street


41



A – Near side bus stop

A

D

C

B

B, C & D – Far side bus stops

E

E- Mid-block bus stop





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



Mid-block bus stops – are the stops located on the section of the road in between two junctions.

7. Fare Structure


OR


42



Parameters

Halting of buses

Journey time (if the junction is

signalized)

Passenger Safety & Convenience

Drivers preference

When to opt


A





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



43



Parameters

Halting of buses

Journey time (if junction is signalized)

Passenger Safety & Convenience

Drivers preference

When to opt

D

C

B

B, C & D – Far side bus stop





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



44



Direction of vehicular traffic

Bus bay


Entry for the bus

E- Mid block bus stop





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



45


Essential elements of Bus stops/shelters

1Stakeholder’s help to choose bus stops

2Spacing between the bus stops

3Separating the halts in the stop

4Prohibit non-bus parking at stops





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


5Design aspects

XDistance is too much

from the road

Tactile tiles


46


Essential elements of Bus station/terminal





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



ELEMENTS

Distance from depot 1

Routes logically

connect or terminate,

as determined by

passenger demand

patterns

2

Pre-requisites of

bus station3Rights of Persons

with Disabilities Act

2016

4

Vol. of commuter,

no. of routes to be operated & max. no of

buses to be parked at any point of time

5

Allied facility &

IPT access 6

The elements that govern the location & size of the bus station/terminal are :

It is recommended to refer MoHUA manual.

47




1. Introduction

7. Fare Structure



Performance ImprovementA

Devising Operational Measures

Performance Improvement

Decongesting the central area1

Dwell time improvement at bus station• Waiting time management• Passenger Information System

2

Ridership improvement measures• Halt & Go• Shout & Load• Hail & Board

3

Capacity building4

MO bus & CRUT team


48

Operational Feasibility & Operating Model

Considerations in trial runs




1. Introduction




Considerations in trial runA

B Various operating models available

Using result of operations planningC

Route & Road

Compare

Space adequacy

Functioning

• ITS components - PIS– at the bus stop, inside the

bus, VTS, and destination board.

• Vehicle health monitoring system.

• Fixing of stages and corresponding fare chart.

• Safety systems provided to be used during incident.

• Ensure the route is motorable and maneuverable.

• Take opinion of survey team for any specific observation.

• Terminal &• Enroute bus stop.

• Actual journey speed vs. planned journey speed.

• Total kms run by the bus vs. planned scheduled kms.

• Trip time & frequency adherence as against the plan.

Trial run is carried out with the primary intention of verifying whether delivery of services(which was planned) can be implemented. Parameters to be checked in reality are asbelow:

In case of new route, consult the crew during the planning stage

49

Various operating models available





1. Introduction

7. Fare Structure






Four Contractual Models

Hybrid Net Cost Contract

Gross Cost Contract

Hybrid Gross Cost Contract

Net Cost Contract

1

3 4

2

This section is covered in detail in “Outsourcing for Senior Managers” and “Outsourcing for Middle Managers”


50

Using results of operations planning


3After completing operations planning and meeting all legislative

requirements, reality checks for operational feasibility are

recommended.

1Operational planning acts as a critical link between network plan &

actual bus operations. It starts with examining the network plan and

positioning public transport in the city.

2

The focus is on preparing route-wise plan in a broader perspective,

assessing the public transport infrastructure & workforce, compliance of

legislative provisions, performance improvement measures, and fare

structure.

4

The next module, i.e., bus operations focuses on Bus and CrewScheduling, Management of Operations, Demand & Supply, Monitoringof Service, Revenue Collection, Feedback Loop Mechanism, andMarketing and Branding.




1. Introduction

7. Fare Structure







51

Thank You !

Time for Discussion

52

Reference table

A. 7

B. 8-11

A. 8-9

B. 10-13

A. 7

B. 8-10

Delivery

PPT

Trainer

manual

Participant

Manual

A. 12-14

B. 15-20

C. 21

A. 14-16

B. 17-24

C. 25-26

A. 11-12

B. 13-18

C. 19-20

A. 22-23

B. 24-26

C. 27

D. 28

E. 29

A. 27-28

B. 29-30

C. 31

D. 32

E. 33

A. 21

B. 22

C. 23

D. 24

E. 25-26

A. 30

B. 31

C. 32

D. 33

E. 34

A. 34-35

B. 36

C. 37

D. 38-39

E. 40

A. 27

B. 28

C. 29

D. 30-31

E. 32

Network Feasibility

of Operations




2



Estimation of

supply of services






3

Legislative

provision

A. Overview




E. Allied Provision

4

53

Reference table

A. 35

B. 36

C. 37-44

D. 45

E. 46

A. 41-42

B. 43-44

C. 45-51

D. 52-54

E. 55-56

A. 33

B. 34-35

C. 36-42

D. 43

E. 44-45

Delivery

PPT

Trainer

manual

Participant

Manual

A. 47 A. 57-58 A. 46-49

A. -

B. -

C. -

D. -

A. 59-60

B. 61

C. 62

D. 63

A. 50

B. 51

C. 52

D. 53-54

A. 48

B. 49

C. 50

A. 64-68

B. 69

C. 70

A. 55-58

B. 59

C. 60

Fare Structure

A. Various fare charging methods

B. Straight-line scale method

C. Tapered scale method

D. Flat fare method

7

Operational

Feasibility &

Operating Model




8



Public Transport

Infrastructure &

Workforce

A. Public Transport Infrastructure required for operations

B. Bus Depot




5

54

Bibliography

1. Translink, Road Service, Transportation Unit, 2005, Bus Stop Design Guide, Adelaide Street, Belfast (Available at

www.roadsni.gov.uk)

2. https://pppknowledgelab.org/sectors/urban-transport, Accessed in April 2019

3. https://www.youtube.com/watch?v=kZagNw9T64E, Accessed in April 2019

4. https://sti-india-uttoolkit.adb.org/mod3/se2/005_2.html, Accessed in April 2019

5. https://www.ssatp.org/sites/ssatp/files/publications/Toolkits/ITS%20Toolkit%20content/its-applications/operations-

management/computer-aided-dispatch.html, Accessed in April 2019

6. https://ppiaf.org/sites/ppiaf.org/files/documents/toolkits/UrbanBusToolkit/assets/1/1b/1b.html, Accessed in April 2019

7. Presentation of Executive Director, TSRTC, Seminar on Urban Transport Planning.

8. Motor Vehicle Act 1988

9. Central Motor Vehicle Rules 1989

10. State Motor Vehicle Rule

11. Motor Transport Workers (MTW) Act 1961

12. Factories Act 1948

13. http://www.walkthroughindia.com/walkthroughs/top-9-best-terminus-bus-stations-india/

14. https://en.wikipedia.org/wiki/Bus_stand

15. https://nacto.org/docs/usdg/tcrp_report_19.pdf

16. Environment Pollution (Prevention & Control) Authority for Delhi and NCR report, Accessed in June 2019

17. Presentation on “Unfolding Story of Public Transport Revival in Bhubaneswar” by CRUT at 12th Urban mobility India

Conference & Expo 2019



Trainer Manual

1

December 2020December 2020




TRAINER’S NOTES – OPERATIONS PLANNING FOR MIDDLE MANAGERSTRAINER’S NOTES – OPERATIONS PLANNING FOR MIDDLE MANAGERS

2

PrefaceThe Efficient and Sustainable City Bus Services (ESCBS) project was introduced to improve the efficiency and attractiveness of city






(MoHUA).

Policy Advocacy for

Senior Managers


Managers

Monitoring and


Managers


Middle Managers


Middle Managers


Managers

Bus Operations for

Middle Managers


Managers

1 2 3 4

5 6 7 8





3

About the Module

The training material on “Operations Planning” deals with preparation of “Operations Plan” for public

transport services. The plan involves setting bus and crew scheduling, operating frequency, cycle time and

related operating parameters, and estimation of fleet requirement. The draft operations plan is calibrated to

optimize requirement of resources while at the same time ensuring adequate service and comprehensive

coverage to meet the projected demand. Once the operations plan is finalized, various types of operating

models are considered and appraised according to the type of system, in-house capability of the

government, and financial resources. The operating model allocates roles and responsibilities for operations

and revenue sharing among the stakeholders.

It is strongly recommended that trainer’s manual is referred prior to the training session.

4

Learning Objectives










5

Note for Trainers

Questionnaire, 20 min

Tea Break, 30 min

Discussion, 30 min

Group Activity, 100 min

Content Dissemination,

180 min

Lunch, 60 min

Session BreakupTotal 7 hours (420 min)

Key points for Trainers

✓ The trainers shall make sincere efforts to make the

training session interactive.

✓ The trainers shall adhere to the time given for a particular

module. Some time for discussions should be kept aside at

the end of the session.

✓ The trainers are requested to circulate the pre and post

training questionnaire at the beginning of the training

session.

✓ A group activity has been planned for each training

session. The trainers are requested to circulate the same

as per the power point presentation (Delivery

presentation).

✓ It is recommended that the trainer refers to the module-

wise notes. They provide the objective of that module,

along with notes and questions for discussion during the

training session.

Part 1 Part 2Lunch

10:00 AM to 1:00 PM

1:00 PM to 2:00 PM

2:00 PM to 5:00 PM

Tea break 1 Tea break 2

Structure of the training

6

Table of Contents


Operations




2



Estimation of supply of

services






3

Legislative provision

A. Overview




E. Allied Provision

4

7

Table of Contents

Fare Structure




D. Flat fare method

7

Operational Feasibility &

Operating Model




8



Public Transport

Infrastructure &

Workforce


B. Bus Depot




5

8

Introduction

Notes for Trainer

General Information on the Session

Approximately 10 min.

Module Objective

• Based on Network planning, validate the network and assess the requirements for efficient

bus operations.

Module Notes

• This unit provides information on the pre-requisites of operational planning & terminology

as required, in operational planning.

Questions for Discussion

• Outline the 07 steps?

• Differentiate company, public company, and government company?




1. Introduction

7. Fare Structure




Pre-requisites for Operations PlanningA


9

Introduction

Prerequisites for operations planning

1. Profile of the city, highlighting areas of jurisdictions and extended suburban areas, to be

served by public transport.

2. Public transport network as derived after diagnosis from network planning.

3. Mapping of all public transport infrastructure, heritage structure etc.

4. Traffic management plan for the city, highlighting one-way restrictions for heavy vehicles,

vehicle circulation plan at stations, etc.

5. Information on heavy boarding & alighting points, recreational spots, religious spots, etc.




1. Introduction

7. Fare Structure






10

Introduction





1. Introduction

7. Fare Structure





7. Fare Structure


• It is an integral part of overall urban planning and needs systematic approach.

• The ultimate aim of urban transport planning are:

• Generating alternatives to improve transportation system in order to meetfuture demand.


• Public transportation:






11

Introduction





1. Introduction




7. Fare Structure



• Operations planning starts with understanding data requirements, its sources, and ways to acquire data in order to

establish the baseline.

• Details on type of routes & their characteristics (viz., connectivity and ridership profile), and classification of all

routes in 3 categories (i.e., corridor, activity, and residential route) are covered in step 1.

• Based on inputs received from reconnaissance survey (route length, number & location of stops, journey time, dwell

time, maneuvering ability, etc.,) and passenger demand information from network analysis, compute the frequency

at which passenger demand could be catered.

• For an identified frequency, estimation on number of buses (of required size) is quantified in step 2.

• In step 3, 4, 5 and 6, the focus is on legislative requirements, public transport infrastructure, and workforce

requirements with capacity building and fare structure, respectively.

• Step 7 emphasizes on operational feasibility via trial run & gives insight into the operating model.

• The operational plan so derived shall meet the Service Level Benchmarking which is set for public transport.

Operations Planning aims to validate all routes, especially from an operational perspective.

Step 1: Network feasibility of operations & route segregation according to category

Step 2: Estimation of supply of services & crew requirements

Step 3: Legislative provision

Step 4: Public transport infrastructure & manpower planning

Step 5: Capacity building

Step 6: Fare Structure

Step 7: Operational Feasibility and Operating Model

Notes for Trainer: Sequentially, how operations are planned, services are organized and presented, is at

the heart of the overall strategy of delivering efficient public transport.

12

Introduction





1. Introduction

7. Fare Structure





7. Fare Structure


13

Time allocation:

• Completing the Chart

– 40 minutes

• Presentation of the

Chart – 15 minutes

(each group)

Group Activity




1. Introduction

7. Fare Structure






Notes for Trainer: Group Activity

Participants are from different cities, and often more than one participant reports from the same city, so

following is a pre-requisite:

• Participants should form groups of 4-6 people each. The trainer should ensure that members of groups are selected randomly and represent different organizations. Each team should have a team leader selected by the team members.

• Distribute group activity sheets and help them complete them.• Encourage brainstorming and thinking outside of the box & innovative solutions.• On completion, participants to share the challenges they face and their current practices.

14


Notes for Trainer



Module Objective


operation of buses.

Module Notes

The focus of this unit is on data collection & classification of routes.


Q1. What are the different types of routes w.r.t ridership profile?

Q2. Highlight few observations regarding ridership profile on the route?

Q3. How would you decide upon the type of buses to be deployed?




1. Introduction

7. Fare Structure







15






1. Introduction

7. Fare Structure






7. Fare Structure


Why is it needed?





What does it mean?







Techniques:











16



No. of passengers

Segregation of Network of routes into

individual route

Route genetics

Buses

Workforce

&

Infrastructure

Sta

ge 1

Sta

ge 2

Sta

ge 3




1. Introduction

7. Fare Structure







Notes for Trainer:Elaborate the flow – Stage 1 - segregation of network into individual route. Stage 2 - identifying thebuses, conduct route survey, and collect information on no. of passengers from network planning. UnderQuantity, Size & Type – “Type” refers to the floor size & height, CNG or Diesel, AC or standard, type oftransmission, seating orientation, etc. Stage 3 - After identification of buses, next step is to quantifyworkforce and infrastructure requirement.

Quantity, Size

& Type

17


Classification of routes

Stage 1: The range of routes in a hierarchy can broadly be categorized into: corridor route,activity route, and residential route.

Corridor Route

The fig. depicts the ridership profile along

the route.


Passes through

Connects

One major activity center and activity nodes/centers

with moderate to sometimes high passenger

boarding and alighting

Activity nodes / centers en-route Very high

Route often falls on arterial roads or have majority of its length

on arterial roads




1. Introduction

7. Fare Structure







Notes for trainer is given on slide no. 20

18



Corridor Route


Bus stop

Rid

ersh

ip




1. Introduction

7. Fare Structure







19





Passes through

Connects

Activity

Route

Two activity centers

Residential & Activity nodes / centers en-route

High to Moderate

Assists passengers residing in residential areas by

offering a) more direct travel opportunities; b) changeover

to corridor route at interchanges




1. Introduction

7. Fare Structure






C Data required for an operational planNotes for trainer is

given on slide no. 20

20




Activity

Route

Bus stop













13 Shastri chowk 9 7 31 Vijay nagar 4







38 Rahatani 23

One of the major transfer point, starting point for corridor route




1. Introduction

7. Fare Structure







21





Passes through

Connects

Residential




1. Introduction

7. Fare Structure






C Data required for an operational planNotes for trainer is

given on slide no. 21

Residential and activity center

/node


High to moderate and uni-

directional

Provides connectivity beginning residential to the activity center and vice-versa. Here, last mile connectivity is of prime importance

Residential routes can provide service to corridor routes by connecting activity nodes

22






1. Introduction

7. Fare Structure







Total ridership across 3 trips of a bus during morning & evening peak hours, respectively.

Bus stop referred at 25 is in the residential area.

Rid

ers

hip

Bus stopR

iders

hip

Bus stop

The fig. depicts the ridership profile along the routeResidential Route

23


Classification of Routes – Notes for Trainer

Notes for Trainer: Network Feasibility of Operations – Classification of Routes (Corridor Routes)

For such routes, it is essential to maintain punctuality of services by ensuring timely arrival & departure

and by managing traffic control systems to prioritize signals.

Also, ensure to match service frequencies with passenger demand to avoid overcrowding, delays, and

convoy formation. For this, change the headway every 15 to 60 minutes during peak travel times (as

required). These routes are among the least loss-making routes and have less fluctuation in comparison to

other routes.

Notes for Trainer: Network Feasibility of Operations – Classification of Routes (Activity Routes)

• Since these routes passes through residential areas and often crosses the corridor route, the activity

route is seen in two ways:

• Supporting the routes in corridor routes and residential routes.

• As a standalone route between activity centers like corridor route.

• When a bus enters residential nodes/areas, almost 70-80% passengers alight, and more or less similar

quantity of passengers board the bus. A typical ridership profile is shown above.

• The focus should be on:

• adherence to the time table (as they act as a feeder service provider to corridor route),

• providing adjunct service support to residential route, and;

• on maintaining constant travel speeds along the route as the route may have to pass through

residential areas, often having narrow carriageways.




1. Introduction

7. Fare Structure







24


Classification of Routes – Notes for Trainer

Notes for Trainer: Network Feasibility of Operations – Classification of Routes (Residential

Routes)

• Residential routes provide services to corridor routes through connecting activity nodes.

• During morning hours, passenger demand is generally high in the forward direction (from residential to

activity nodes), and during return journey, buses come back with few passengers (vice-versa in the

evening).

• Operational efficiency and viability of such routes is primarily influenced by the following:

• Trips characteristic of commuters residing in that area.

• Type of vehicle (Non A/C, A/C, etc.,) demanded as against plan/provided.

• Area covered by public transport with last-mile connectivity.

• Peak & off-peak operational plan with due consideration to maintaining minimum level of services

and public transport services of activity routes, i.e., arrival & departure at residential nodes.

• Total ridership of 3 trips during morning & evening peak hours, respectively

• Bus stop referred as 25 (marked in red circle) is in the residential area.




1. Introduction

7. Fare Structure







25


Data required for operations planning




1. Introduction

7. Fare Structure







In practice, urban form, development, topography, and infrastructure will force modifications of the

network. Therefore, a survey is essential in order to establish ground reality along each route.

Survey Type Details Use

Type of areas

covered

Study the area in close vicinity along the route viz.,

residential areas, commercial areas, schools, colleges,

government offices, private offices, CBD, industries, etc..

• To know routes are catering

services to which areas

• Who are the expected commuters.

• Fine-tuning of schedules according

to their requirements viz., school /

office time etc.

Road inventory

along the route

• Road width, type of road,

• No. of turning points, feasibility of maneuvering a bus

and,

• Identification of hindrances and bottlenecks (if any).

• For selection of type of bus.

Bus stop /

terminal

• Location of bus stop w.r.t

1) safe accessibility of pedestrian to the stop,

2) availability of space,

3) opportunities for change between lines, dwell

time required to the given etc..

• Geo-fencing – No. of stops and its exact location for

geo-referencing for GPS.

• Examining feasibility of available land/space for usage

as terminals w.r.t,

1) Accessibility & mobility of buses,

2) On/off street parking for buses, personalize vehicles,

3) Opportunities for change between lines, dwell

time required etc..

• Assessing feasibility of bus-stop/

terminals.

26

Network Feasibility of OperationsData required for operations planning




1. Introduction

7. Fare Structure







In practice, urban form, development, topography and infrastructure will force modifications of the network.

Therefore, a survey is essential to establish ground reality along each route.


Speed & delaystudies

The survey is to be conducted along the route in order toassess journey speed (section wise) at various timesduring the day.

Initially required to set a baseline,which is time required to complete ajourney along the route and includesjourney time & dwell time.

Interchanges

Location of interchanges to avoid unnecessary transfersand reducing the barrier effect of interchanges. The focus

should be on measures that keep the need for transfersreasonable and make arrangements for easy transfersbetween different routes and modes. Reducing barriers tointerchange will enable individual passengers to benefit

from the public transport system and increase itsattractiveness relative to a private vehicle.

Location of interchange for safetransfer of passengers.

Marketenvironment

Survey for assessing types of competitors viz., IPT,private with its share.

Traffic volume count & opinion survey – To quantify thedegree/level of passenger movement to public transportfrom other modes of transport; assessing affordability and

expectation from operators viz., limited-stop service, non-stop service, deluxe bus, A/C, non A/C, etc. (Withparticular emphasis on modal shift & willingness to pay).

Estimate market potentiality and setbaseline w.r.t requirement ofpassengers along the route.

To establish base for service expectedby passengers.

27


Notes for Trainer



Module Objective


bus operation.

Module Notes

The unit aims to guide participants in identifying the frequency required to cater to passenger

demand. Further, facilitates in identifying the type & quantity of vehicle required to meet the

frequency.


Q1. How to find the frequency at which passenger demand needs to be catered?

Q2. How to quantify no. of buses required to maintain the frequency?

Q3. How to select a bus w.r.t its size and type?

Q4. How do you integrate existing buses in the plan?




1. Introduction

7. Fare Structure









28


Understanding the concept of load factor

No. of

Passengers

Notes for Trainer: Estimation of supply of services – Calculation of frequency (Load Factor)

This method can be used even when ITS is in place; information made available eases the process of

calculating load factors. The trainer is recommended to elaborate the contents.




1. Introduction

7. Fare Structure












buses x





Where:

29






1. Introduction

7. Fare Structure









Question: Calculate the number of buses required.






• Assume that 12% of total trips take place during peak hour


kmph

30



• Passenger trips per direction=3150/2=1575

• Passenger trips per hour per direction =1575*0.12=189

• Passenger per hour per direction carried at various frequency levels

• 5 min frequency = (60*0.8*60)/5 = 576

• 10 min frequency = (60*0.8*60)/10 = 288

• 15 min frequency = (60*0.8*60)/15 = 192

The demand of 189 passenger trips per hour per direction could be catered

by providing bus services at 15 minutes frequency.

• Route length = 18 kms• Average Journey Speed (including waiting time at the bus stop) = 15 kmph• Journey time = (18/15) x 60 = 72 min • The total journey time = 72+3= 75• Number of buses required = Journey time *2 / proposed frequency • Number of buses required = (75x 2)/ 15 = 10 buses.

Note: On similar lines, analysis has to be done for other routes of the network. Accordingly, we will get the total fleet required.




1. Introduction

7. Fare Structure









Inform participants that once calculations are done for all the routes, they need to alsoconsider spare buses required. Generally the no. of spare buses are 8-10% of the estimatedfleet for operations.

31



Large Bus

Small Bus

1. Generally, where large numbers of

passengers are to be carried.

2. Large buses require less road space per

passenger.

3. Fewer large buses are required to carry the

same number of passengers as compared to

more number of smaller capacity buses.

4. This will normally result in lower atmospheric

pollution level, and easier management and

control, particularly in terms of scheduling.

5. Number of personnel required to transport a

given number of passengers will also be

lower.

1. Small vehicles plays a crucial role on routes where road

condition inhibit the use of larger vehicles.

2. Other constraints on the operation of larger vehicles may

include low or weak bridges, terminals and depots with

restricted access, and legislation restricting vehicle dimensions.

3. Small buses can provide a higher frequency of service for a

given passenger flow.

4. Passengers also often prefer small buses because they are

faster and take less time to load.

5. They also make it possible to offer a greater number of route

variations.

6. Small vehicle would typically incur additional operating costs

(e.g., fuel and driver) since it has to perform more trips than

large vehicles for serving similar passenger demand.


Type of service

and willingness

to payRoad genetics

Volume of Traffic




1. Introduction

7. Fare Structure









Notes for Trainer: Identifying vehicle size

The tradeoff is between more frequent services that may be preferred by the passengers and cost to the service

provider. Higher perceived waiting time is a dampener for ridership and, the reasonable expectation that the bus will

not be too crowded should be met.

Small Bus

32






Micro bus 12 0.7 504 126 101 67 50 34

Mini 22 0.7 924 231 185 123 92 62

Midi 34 0.7 1428 357 286 190 143 95

Standard 70 0.7 2940 735 588 392 294 196


110 0.7 4620 1155 924 616 462 308

Notes for Trainer: Estimation of supply of services (Assessing passengers)

• Example: Let's say, if passenger demand per hour per direction is 286, load factor is 0.7; suitability of

bus for the given route: Midi bus; the frequency at which services are to be operated would be 5min.

• Note: If route condition permits, the operator may choose other types of buses viz, standard at 10min

frequency to meet the demand, however, the operator has to ensure that the same is a viable

alternative.

• Balance has to be maintained between passenger demand per hour per direction that can be carried vs.

capacity of bus & headway to maintained with an average occupancy of 70%.




1. Introduction

7. Fare Structure









33





5 5 5 5 5 10 10 10 10 10 10 10


15 20 30 40 50 60 70 80 90 100 110 120


Headways

1 40 50 70 90 110 140 160 180 200 220 240 260

4 10 13 18 23 28 35 40 45 50 55 60 65

5 8 10 14 18 22 28 32 36 40 44 48 52

7.5 5 7 9 12 15 19 9 24 27 29 32 35

10 4 5 7 9 11 14 16 18 20 22 24 26

15 3 3 5 6 7 9 11 12 13 15 16 17

Notes for Trainer: Estimation of supply of services (Estimating the fleet size required)

• Refer the earlier table and the above table, if the journey time (one way travel time and dwell time) for a

given route is 35 minutes, the number of buses required is 14 (for maintaining a headway frequency of 5

min).




1. Introduction

7. Fare Structure









34


Notes for Trainer



Module Objective


bus operation

Module Notes

• “Legislative provisions” give an insight into applicable provisions for Indian Public Transport

viz, formation of public transport, vehicle compliance as per CMVR, M V Act, and Indian

Penal Code.




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


35


Overview

Legislative Provisions as applicable to the Indian Transport System

1. Establishment/acquiring Public Transport:

1. Provision related to Public Transport for Urban Local Bodies (formation of SPV) viz., Bombay

Provincial Municipal Corporations Act. 1949 (BMPC Act)

2. The Company Act, 2013

3. The Road Transport Corporation Act 1950

2. Compliance of Vehicle as per CMVR for safety & comfort of passenger:

1. AIS 052 “Code of Practice for Bus Body Design and Approval”

2. AIS 140 “Intelligent Transportation Systems (ITS) - Requirements for Public Transport Vehicle

Operations” including Vehicle Location Tracking and Panic button for the passenger

3. AIS 135 “Fire Detection & Suppression and Fire Detection & Alarm”

3. Motor Vehicle Act 1988 (MV Act): Provisions related to

• Stage carriage permit,

• Fare fixation,

• License for Drivers & Conductors,

• Insurance

4. Allied provisions: State Motor Vehicle Rules, Motor Transport Workers Act 1961 and Factory Act (1948)




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


Notes for Trainer: Legislative Provision (Overview)

In the establishment of public transport, it is a pre-requisite to understand the provisions laid down in the

Act. Details, in brief, are provided in the participants manual.

36


Compliance of Vehicle as per CMVR: AIS:052




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


Notes for Trainer: Legislative Provision (CMVR AIS 052)

This Code is primarily for Safety of Passenger followed by comfort.

• In the Indian Transport System, MoRTH (& the then MoHUA), Government of India has taken up initiatives in

provisioning of safe and comfortable buses for urban application.

• MoRTH has developed a code “AIS:052” and implemented the same which basically deals with requirement of

buses for various applications such as public transport (Urban & Non-Urban), school bus, tarmac buses (airport

applications).

• Urban buses come under Type 01 buses and further classification is done on:

• Type of buses (mini, midi, standard, articulated, double-decker)

• Comfort provisions (A/C, deluxe, semi-deluxe)

• The AIS:052 also address PIS requirements, especially destinations boards, speakers, and emergency hooter.

• It is essential to note that the Bus Code i.e., AIS:052 is based on International Standard ECE R 107. Thus, safety

and comfort parameters are escalated to a higher level and international automotive manufacturers can also

benefit from selling their products in India.

• The “Urban Bus Specification” prepared by the then Ministry of Urban Development is within the ambit of

AIS:052 and also covers areas not mentioned in AIS:052 viz., GPS, GPRS, AC testing, acceleration of buses, and

enhancing comfort & safety of passengers.

• CMVR compliance of buses and information thereof:

Details

Testing agency approved by MoRTH under CMVR 124 & 126 CIRT, ARAI, ICAT, GARC, IIP, VRDE, CMTTI

For ensuring passenger safety, third-party inspection is donein 03 stages

Structural

Paneling

Fully Build Stage

37



Source: ANI

Notes for Trainer: These Codes are primarily for Safety of Passenger followed by Comfort.




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


Notes for Trainer: Legislative Provision

(CMVR AIS 135) (Engine Compartment)

Fire Detection and Alarm System (FDAS) & Fire

Detection and Suppression Systems (FDSS) for

Buses.

• FDAS – Enables determination of the location of

fire, detects, and alarms the system.

• FDSS – Aids in suppressing fire originating from

the engine compartment.

Notes for Trainer: Legislative Provision

(CMVR AIS 140)

ITS requirement for public transport operations.

• It focuses on standardization of activities that

are to be initiated on Intelligent Transportation

Systems (ITS), for instance, Vehicle Location

Tracking, Camera Surveillance System, and

Emergency Request Button.

• In the first phase, focus is on Vehicle Location

Tracking and Emergency Button.

38






1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


Notes for Trainer: Legislative Provision (Motor Vehicle Act 1988)

Focus is on providing solutions to the following queries:

• Can we operate buses immediately after procurement? Answer is - “No”. You are required to register the

vehicle, get the permit for operations, and procure the services of the crew.

• Who is authorized to decide the fare structure & its revision? Answer is - the State Government has the

power to issue directions both to the State Transport Authority and Regional Transport Authority

regarding fixing of fares for stage carriages, contract carriages, and goods carriages.

1. Stage carriage permit:

Section 70 (1) – while submission of application for stage carriage permit following particular are

required:

• Route/s length and type of route, minimum and maximum number of daily trips proposed and,

• Time-table of a normal trip.

Section 72 (iv) - Route condition, length, fare, and stage tables cannot be decided without conducting

a route survey. Thus, it is a statutory requirement for an operator to conduct a 'route survey' before

commencement of bus operations. Though not explicitly mentioned in the Act, the implied meaning is

that 'route survey' is a statutory obligation.

2. Licensing of Driver of Motor Vehicle: It shall be in accordance with Chapter II of M V Act 1988.

3. Licensing of Conductors of Stage Carriages: It shall be in accordance with Chapter III of M V Act

1988

4. Registration of motor vehicle: Vehicle shall be registered as per Chapter IV of M V Act 1988.

5. Insurance: It is a pre-requisite and shall be in accordance with chapter XI of M V Act 1988

6. Certificate of fitness of transport vehicles: The vehicle shall undergo fitness as per Section 56 of M

V Act 1988.

39






1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


7. Fare Fixation: Fare pricing in India is regulated under Section 67 (d) (i) of Motor Vehicle Act

1988 - the State Government has the power to issue directions, both to the State Transport

Authority and Regional Transport Authority regarding fixing fares for stage carriages, contract

carriages, and goods carriages.

Section 72 (iv) - clearly states that 'fare table' approved by RTA shall be displayed on stage

carriage and specified stands and halts.

Section 72 (xiii) – fares shall be charged in accordance with the approved fare.

Section 72 (xv) - tickets bearing specified particulars issued to passengers shall show the

fares actually charged and that records of tickets issued shall be kept in a specified manner.

Many state motor vehicle rules have also imposed the condition that the conductor of a public

service vehicle should issue tickets immediately on payment of the legal fare by a passenger.

Thus, charging of fare and issue of tickets in a specified manner are legal obligations on an

operator running stage carriages.

Note: In addition to the above, there are several chapters, sections, subsections related, and

as applicable to public transport operators. For the same, please refer to Motor Vehicle Act

1988 as amended from time to time.

40


Allied Provision




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


Notes for Trainer: Legislative Provision (Allied Provision)

How are these acts helpful?

Factory Act, 1948 (as amended from time to time)

The said Act is applicable for workers working in depot & workshop and focuses on various themes; some of the

critical themes are outlined below:

• Working Environment & Health – cleanliness, disposal of wastes and effluents, ventilation, etc..

• Safety – safety accessories to be provided, work on or near machinery in motion, safety of buildings and

machinery, Workers' participation in safety management.

• Welfare – provision of sitting areas, first aid, canteen, restroom, lunchroom, etc..

• Hours & Limitations Of Employment.

• Wages & Leaves.


Provides guidelines on the following:

• Duties of drivers include wearing clean uniforms with badge, behaving ethically, and providing assistance to passengers in specific scenarios.

• Duties of conductors include wearing clean uniforms with badge, ethical behavior, and collection of legal fare,

job description, and assistance to driver & passengers in certain scenarios.• Procedure for enforcement of the above rules.


The said Act is applicable for drivers & conductors and focuses on various themes; some of the critical themes are

outlined below:

• Welfare & Health.

• Hours & Limitations of Employment.

• Wages & Leaves.

41


Notes for Trainer



Module Objective


bus operation.

Module Notes

Operation of public transport requires civil infrastructure, plant, machinery & equipment, and

workforce, and this aspect is covered in this unit.


• What are the different types of bus stops?

• Is there any effect of bus stops on journey time?





1. Introduction

7. Fare Structure



OverviewA

B Bus Depot

Bus Stop - TypesC



42



The basic infrastructure required for

operations of public transport


infrastructure

Bus Station &

Terminal Bus Stops

ITS Control

Room2. Network feasibility of Operations




1. Introduction

7. Fare Structure



OverviewA

B Bus Depot

Bus Stop - TypesC



Infrastructure

Trainer: ITS control information is covered in detailed in ITS & MIS module

43



BEST Depot, Mumbai





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



Notes for Trainer: PT Infrastructure and Workforce (Bus Depot Overview)

It is often debated whether it is better to have one large depot or several smaller ones. A balance must be

achieved between minimizing dead mileage between depot & route starting points, and having depots of an

economically and manageable size.



• Parking space



Refer MoHUA Manual

44


Bus Depot (Essential elements)

Parking

Servicing and

Maintenance

facilities

Allied facility to

boost efficiency

and safety

Environmental

considerations





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



45







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


7. Fare Structure




Suburban with low customer demandLow frequency services

Constrained suburban sitesOutbound stopsNon urban areas

Regular stop Low density suburban , moderate frequency services

Suburban Sites

Intermediate stop Generally along main passenger transport corridorsModerate frequency services


Premium stop Sites near attractors with high boarding demandCorridors with high frequency services

Major attractors interchangesMain corridors

46







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


Transit Stop Location

7. Fare Structure


Objectives

• Serve major centres, activity points, and transfer with other lines.

• Achieve minimum passenger travel time.

• Provide maximum area coverage.

• Attract maximum no. of passengers.

• Achieve minimum system cost.

• Meet other requirements (E.g. economic development, population needsetc.).

• In order to collectively satisfying each objective to some degree certaincompromises have to be made.

47







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


7. Fare Structure








Nearside








Off-street

48



Notes for Trainer: Explain the types of bus stops. The arrow mark shown in green, blue & orange are busesgoing in 3 different routes at a junction. At a junction, generally either near side bus stop (or) far side busstops are provided. The near side/far side bus stop should not be located at a distance less than75mts from junction, else it would cause traffic congestion at junction. Between the two junctions,midblock bus stop is provided.





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure




A

D

C

B


E


OR

49



Parameters Near Side Bus Stop

Halting of

buses

Buses going to 3 different routes halt at

only one bus stop.

Journey time

(if the

junction is

signalized)

the signal time (if synchronized) may be

used in boarding & alighting, thereby

overall journey time reduces in

comparison to far side bus stop.

Passenger

Safety &

Convenience

Easier & Safer for passengers, no need to

cross vehicular traffic at junction like far

side bus stop.

Drivers

preference

Driver tends to favor this bus stop since in

maneuvering it is easier to pull on the bus

and merge with regular traffic again.

When to opt Fewer buses are halting, an adequate

number of lanes are present & vehicular

traffic is less. Else, it may affect vehicular

traffic in terms of delay.


A





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



50



Parameters Far Side Bus Stop

Halting of

buses

Buses going in 3 different routes halt at bus

stops designated as B, C & D, lying on their

respective routes.

Journey time

(if the

junction is

signalized)

The bus has to wait for the green signal and

again at the bus stop. Overall journey and time

increases due to waiting for a signal as well as

at the bus stop; thereby affecting operational

performance.

Passenger

Safety &

Convenience

Little difficult & involves risk; requires crossing

vehicular traffic at the junction, thereby

increasing the risk of passenger’s incidence.

Drivers

preference

Driver finds difficulty here since after

maneuvering, the bus needs to be pulled out

towards the bus stop and again needs to be

pulled in regular traffic after halting at the bus

stop.

When to opt More buses are halting with adequate number

of lanes & moderate vehicular traffic.

D

C

B






1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



51




Bus bay


Entry for the bus

E- Mid block bus stop





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



Notes for Trainer: PT Infrastructure and workforce (Mid-block bus stop)

Bus stop lay-bys are often provided, to enable buses to stop out of the traffic stream, and eliminate

obstruction of other traffic. However, on busy roads, particularly where traffic is constantly moving, it is

often difficult for buses to re-enter the traffic stream. There is a common tendency for drivers not to pull

entirely into the lay-by. This can cause inconvenience and safety risk to passengers, particularly during the

rain when curbside gutters may be running with water.

7. Fare Structure



52



A bus stop site should;

• be selected based on no. of departures, available carriageway width, and composition oftraffic.

• not be located a place which may cause obstruction to passengers who are boarding oralighting or obstruct line of sight of other drivers.

• be supported by allied facilities like pedestrian crossing.• be located as close as possible to locations of passengers’ destinations such as schools,

shops, libraries, older people’s homes, hospitals, railway stations etc..

It is desirable to provide a decent seating facility keeping in mind all age groups, ability, andadequate space for standees with due consideration to safety





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



1Stakeholder’s help to choose bus stops

2Spacing between bus stops

3Separating halts at stops

Prohibiting non-bus parking at stops

5Designing aspects

4

53







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



Notes for Trainer: PT Infrastructure and workshop (Essential elements of bus stop/shelter)

Stakeholder’s help to choose bus stops:

The location of bus stops involves several considerations, including those affecting the safety and

convenience of bus passengers and other road users. Ideally, stops should be picked through consultations

between all parties concerned, including highway authorities, bus operators, police, and representatives of

passengers.

Spacing between stops:

For city bus services, stops are usually spaced between 300 and 600 meters. Generally, bus stops should

not be too close as it affects the journey time, and location of stops at regular intervals will inevitably result

in some being located in inconvenient, unnecessary, or dangerous positions.

Segregating halt areas at bus stop on the basis of routes:

Where many different bus routes serve the same location/stop leading to high combined frequency, it may

be necessary to provide separate space/stops for various destinations or groups of destinations to reduce

congestion at stops caused by several buses loading simultaneously.

By doing so, the passengers would have a choice of bus routes, but it is essential to ensure that passengers

are aware of where to wait for the next bus to reach their destination.

Prohibit non-bus parking at stops:

A distance of at least half a bus length on either side of the bus stop sign should be prohibited for other

vehicles obstructing entry & exit of buses and for passengers' convenience.

54



Stop/Shelters increases passenger comfort and

can provide revenues.

When provisioning of a bus shelter is decided, its

design shall take into consideration critical aspects

like:

• Accommodating maximum number of passengers

normally waiting.

• Providing decent seating facility keeping in mind

all age groups, ability, and adequate space for

standees with due consideration to safety.

• Making special provision (as required) for a

specially-abled person, including anti-skid tiles,

brail plates, etc.

• Providing adequate protection from the weather.

• The shelter shall be well lit and ventilated so that

approaching buses are visible from inside the

shelter.

• Provisions to make entrance and exit choices

without any entrapment.

• Creating space for advertisement to generate

revenue and reduce costs.

• Facilitating lighting at night, thereby reducing

passenger fear of assault.





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



XDistance is too

much from the road

Tactile tiles

55







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



ELEMENTS

Distance from depot 1

Routes logically

connect or terminate,

as determined by

passenger demand

patterns

2

Pre-requisites of

bus station3Rights of Persons

with Disabilities Act

2016

4

Vol. of commuter,

no. of route to be operated & max. no of

buses to be parked at any point of time

5

Allied facility &

IPT access 6

Elements that govern location & size of the bus station/terminal

56







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



Notes for Trainer: PT Infrastructure and Workforce (Essential elements of bus station/terminal)

Local bus services in most cities are centered around bus stations. Often, there are large stations in the

central area, with smaller ones at outer ends of the routes. There may also be intermediate stations,

especially at points where many passengers interchange between different bus routes, although most

intermediate passengers on urban services board and alight at roadside bus stops.

Pre-requisites for bus station:

• Growth pattern of the city.

• Area - low lying, rock /hill, plain – during rainy season, water may enter the premises. In case of location

on rocks/hills, incidences may happen wherein passenger/crew life may get in danger, especially during

downhill movement of bus.

• Accessibility to the location - good access & approach for buses and passengers which should facilitate

smooth internal movement.

• Vicinity information – location is in residential area/industrial areas.

• Basic amenities to support the station, such as water, electricity, drainage connection, etc.

• Route Information for which the bus station is expected to support. Adjoining routes which can be

catered to.

The volume of passengers, no. of routes to be operated, and the maximum no. of buses to be parked at

any given point of time are critical elements to consider. If the volume of passengers and no. of routes is

more; requirement would be to have a full-fledge bus station/terminal, else requirement would be met by

provision of sufficient space at the curb or alongside the road for a reasonable number of vehicles to stand;

roadside bus stop may also be sufficient. Since the basic requirement, includes the facility for vehicles to

turn, without obstructing or endangering other traffic.

Allied facilities: Bus stations should have facilities like time table, waiting facility, drinking water facility,

washrooms, canteen, enquiry counter, terminal office, staff reset room, parking provisions, adequate

lighting facility, safety personals, and CCTV surveillance for safety & security.

57




1. Introduction

7. Fare Structure






Performance Improvement - Time, Space & Ridership

Notes for Trainer:1. Decongesting the central area - In case the station is centrally located, majority of the routes often terminatethere, leading to congestion. One of the solutions for decongestion that improves efficiency is operating the routeacross the city from one outer suburb to another; the central station automatically becomes an interchange.However, ensure that the bays are conveniently located for passengers joining or leaving vehicles, thereby causingless disruption and more space for parking of buses during off-peak time, as may be necessary.

2. Dwell time at bus station –

• Waiting time management - In urban transport, the bus station is a major passenger accumulating node, and foreffective utilization of buses, it is a pre-requisite for a bus to halt for a considerable time compared to the busstop. However, halting for more than excess time may lead to discouragement in commuters, especially in termsof not opting for public transport, due to increased journey time.

It is also essential to see the other side of the perspective, mainly, if traffic congestion is a serious problem, i.e.,presuming that buses are to be moved out for remote parking, it is expensive and inefficient for buses driven to longdistances parking areas.

• Passenger Information System - Provisions of information systems on a real-time basis plays a significant role instriking a balance between halting time & discouragement as it gives actual information of arrival/departure of busalong with the platform. Due to this, on one side, passengers would be ready for boarding and on the other, it willreduce bus halting time.

In short, it is essential to strike a balance between the duration for which the parking is to be allowed, time of theday, and the layover time.


Dwell time improvement at bus station:• Waiting Time Management• Passenger Information System

2

58




1. Introduction

7. Fare Structure






Performance Improvement - Time, Space & Ridership

Notes for Trainer:3. Ridership improvement• Halt and Go – Under this, bus crew is informed to stop for 1 to 2

minutes at major passenger generating points; to wait for passengerpick up.

MO bus & CRUT team

Category Who will train In-house or outside

Crew & Artisan Technical training – by vehicle manufacturer,Professional training – in-house teamFirst Aid/ Emergency Handling Procedures, soft skills – external team

In-house & / OutsideIn-house

In-house/Outside

For capacity building, refer to MoHUA training modules

• Shout and Load – This involves announcing destination and calling commuters to board the bus and thisprocess can be continued until passengers become familiar with routes and destinations.

• Hail and board – Under this, the crew needs to be made aware about stopping the bus to pick passengerswhenever passengers hail for the bus by waving the hand. This measure should preferably be initiated onsuburban routes.

4. Capacity Building:• First categorize the team, decide the training to be imparted followed by who will train and whether in-

house or outside should be decided. For example:


3

Capacity building4

59

Fare Structure

Notes for Trainer



Module Objective

Based on Network planning, validate the network and assess the requirements for efficient

bus operation.

Module Notes

This unit focuses on types & features of fare charging methods.




1. Introduction

7. Fare Structure




Various fare charging methodsA

B Straight-line scale method

Tapered scale methodC

D Flat fare method

60

Fare Structure

Various fare charging methods

Straight-Line Scale Method – After the first stage, successive stages bear anunvarying rate of charge.Straight-Line Scale Method – After the first stage, successive stages bear anunvarying rate of charge.

Tapered Scale Method – After first few stages, fare per kms is tapered for a set ofstages, and after that, it reduces further for the next set of stages.Tapered Scale Method – After first few stages, fare per kms is tapered for a set ofstages, and after that, it reduces further for the next set of stages.

Flat Fare Method – Fare structure is mainly set in 3/4 slabs as short distancepassengers are likely to pay more while longer distance expensive passenger trips aresubsidized.


Note: In “operations module”, focus is on the type of fare structure & insight into each. In “bus operationmodule,”

information is provided on how to collect revenue and minimize pilferages. In “IT & MIS” module, information onticketing management system is covered in detail, especially concentrating on cashless transactions.




1. Introduction

7. Fare Structure







D Flat fare method

61

Fare Structure

Straight-line scale method for fare charging

Straight-line Scale Method – After the first stage, successive stages bear an unvaryingrate of charge.Straight-line Scale Method – After the first stage, successive stages bear an unvaryingrate of charge.

Stage Distance Kms Fare Rs

1 0 0

2 2 5

3 4 6

4 6 7

5 8 8

6 10 9

7 12 10

8 14 11

9 16 12

10 18 13

11 20 14

12 22 15

13 24 16




1. Introduction

7. Fare Structure







D Flat fare method

Notes for Trainer – Fare structure (Straight-line scale method)

Straight-line scale method of fare fixation is one wherein successive stages bear an unvarying rate of

charge. Initially, for say 02kms, the fare is Rs 5/-, then onwards for successive stages, the fare is increased

by Rs 01/-.

62

Fare Structure

Tapered scale method for fare charging

Tapered scale Method – After first few stages, the fare per kms. is tapered for a set ofstages, and after that, it reduces further for the next set of stages.Tapered scale Method – After first few stages, the fare per kms. is tapered for a set ofstages, and after that, it reduces further for the next set of stages.

Stage Distance Kms

STU

X’s Fare Rs Y’s Fare Rs

1 0

2 2 3 3

3 4 5 5

4 6 7 7

5 8 8.5 8

6 10 9.5 9

7 12 10.5 10

8 14 11.5 10

9 16 12.5 10

10 18 13.5 10

11 20 14.5 11

12 22 15.5 11

13 24 16.5 11

14 26 17.5 11

15 28 17.5 12

16 30 17.5 12

17 32 17.5 12

18 34 17.5 12

19 36 13

20 38 13

21 40 13

22 42 13

23 44 13

24 46 13




1. Introduction

7. Fare Structure







D Flat fare method

63

Fare Structure

Flat fare method for fare charging

• This fare system has mainly been introduced on social grounds to benefit low-income

earners living in outer suburbs of towns and cities. By this method, fare for any journey

within a specified distance slab remains the same.

• The main criticism against this system is that short distance passengers get penalized for

the benefit of longer distance minority passengers.

• This method simplifies administration of the fare system and reduces the intensity of fare

cheating.

• The flat fare system is economical for low paid worker commuting long-distance trips.

• The slab should not be too wide; else, it would become unpopular.

Distance Slab Adult Fare (in Rs) Child Fare (in Rs)

0-4kms 5 3

4-10kms 10 5

Above 10kms 15 8




1. Introduction

7. Fare Structure







D Flat fare method

64


Notes for Trainer



Module Objective

Based on Network planning, validate the network and assess the requirements for efficient

bus operation

Module Notes

The unit emphasizes on performing reality check for operational feasibility, i.e., whether what

was planned can be implemented or not. Based on the feedback, corrective actions are to be

incorporated.


• How to ensure that the bus selected is meeting the requirements of operations?

• What are the checks to be done for PIS?

• Explain some of the checks to be conducted to ensure proper functioning of safety

systems?




1. Introduction

7. Fare Structure







65






1. Introduction

7. Fare Structure







Route & Road

Compare

Space adequacy

Functioning














66






1. Introduction

7. Fare Structure







Case study – A city public transport agency decided to operate 5 articulated buses on trial basis for 2 months on selected routes. It was observed that:

• Maneuvering of the articulated bus was difficult on shared road space, which was about 10% of the total route length.

• Difficulty in driving the bus in & out of the bus station.• More practice was required by drivers to drive articulated buses.

In light of above, decision was made not to procure articulated buses.

67






1. Introduction

7. Fare Structure







Trial run is carried out with the main intention of verifying whether delivery of services (that

was planned) can be implemented. So, with selected buses, trial runs are to be performed

throughout the day, data on actual performance is to be generated & compiled with operations

plan. Based on the feedback, corrective actions are to be incorporated, including re-planning

of operations followed by re-validation. Critical parameters to be checked in reality are as

below:

1. Ensure that the route is motorable and maneuvering is possible.

2. Compare actual obtained journey speed as against planned journey speed.

3. Equate total kms run by the bus as against the planned scheduled kms.

4. Opinion of the crew on specific observations during the ride.

5. Adequacy of parking provisions at the terminal.

6. Space adequacy at the bus stop allows boarding alighting on en-route stops, without

disturbing other road users.

7. Check for PIS functioning – at the bus stop as well as inside the bus.

8. Check for functioning of route board.

68






1. Introduction

7. Fare Structure







9. Functioning of health monitoring system in terms of checking whether the information is

shared with the control & command center.

10. Cross-checking offences (ex. stop skipping, signal jumping etc..) for recording, detection,

and report generation.

11. Check for trip time & frequency adherence as against the plan.

12. Fixing of stages and corresponding fare chart.

13. Check the functioning of vehicle tracking system for precision in tracking the vehicle. In

absence of precision, services of other telecommunication service providers may be hired.

14. Check the functioning of safety systems provided which are to be used during any

incident. For example: check functioning of the panic button (check for receipt of sms)

available to passengers, hooter (check for sound) available to the driver to be pressed

during an emergency, emergency exit door & lock arrangement, video recording system,

fire detection & alarm, fire detection & suppression, fire extinguishers, etc. An emergency

exit door should be provided and it must be ensured that the door and lock arrangement

is in working condition.

69






1. Introduction

7. Fare Structure







City bus operations by private operators are in place in several cities across India viz.,Delhi, Bhopal, Indore, Ahmedabad, Jaipur, Jalandhar, Amritsar, Mumbai, Pune, etc.

Operating model should be considered when aiming for operational feasibility.

This section is covered in detail in “Outsourcing for Senior Managers” and

“Outsourcing for Middle Managers”

70






1. Introduction

7. Fare Structure









recommended.




2




structure.

4


71

Thank You !

Time for Discussion

72

Reference table

A. 7

B. 8-11

A. 8-9

B. 10-13

A. 7

B. 8-10

Delivery

PPT

Trainer

manual

Participant

Manual

A. 12-14

B. 15-20

C. 21

A. 14-16

B. 17-24

C. 25-26

A. 11-12

B. 13-18

C. 19-20

A. 22-23

B. 24-26

C. 27

D. 28

E. 29

A. 27-28

B. 29-30

C. 31

D. 32

E. 33

A. 21

B. 22

C. 23

D. 24

E. 25-26

A. 30

B. 31

C. 32

D. 33

E. 34

A. 34-35

B. 36

C. 37

D. 38-39

E. 40

A. 27

B. 28

C. 29

D. 30-31

E. 32

Network Feasibility

of Operations




2



Estimation of

supply of services






3

Legislative

provision

A. Overview




E. Allied Provision

4

73

Reference table

A. 35

B. 36

C. 37-44

D. 45

E. 46

A. 41-42

B. 43-44

C. 45-51

D. 52-54

E. 55-56

A. 33

B. 34-35

C. 36-42

D. 43

E. 44-45

Delivery

PPT

Trainer

manual

Participant

Manual

A. 47 A. 57-58 A. 46-49

A. -

B. -

C. -

D. -

A. 59-60

B. 61

C. 62

D. 63

A. 50

B. 51

C. 52

D. 53-54

A. 48

B. 49

C. 50

A. 64-68

B. 69

C. 70

A. 55-58

B. 59

C. 60

Fare Structure




D. Flat fare method

7

Operational

Feasibility &

Operating Model




8



Public Transport

Infrastructure &

Workforce


B. Bus Depot




5

74

Bibliography


www.roadsni.gov.uk)





















Participant Manual

1

December 2020December 2020




PARTICIPANT’S NOTES – OPERATIONS PLANNING FOR MIDDLE MANAGERSPARTICIPANT’S NOTES – OPERATIONS PLANNING FOR MIDDLE MANAGERS

2

PrefaceThe Efficient and Sustainable City Bus Services (ESCBS) project was introduced to improve the efficiency and attractiveness of city






(MoHUA).

Policy Advocacy for

Senior Managers


Managers

Monitoring and


Managers


Middle Managers


Middle Managers


Managers

Bus Operations for

Middle Managers


Managers

1 2 3 4

5 6 7 8





3

About the Module

Note: It is a pre-requisite to study Network Planning Module before reading this module.

The training material on “Operations Planning” deals with preparation of “Operations Plan” for public transport services.

The plan involves setting bus and crew scheduling, operating frequency, cycle time and related operating parameters, and

estimation of fleet requirement. The draft operations plan is calibrated to optimize requirement of resources while at the same

time ensuring adequate service and comprehensive coverage to meet the projected demand. Once the operations plan is

finalized, various types of operating models are considered and appraised according to the type of system, in-house capability

of the government, and financial resources. The operating model allocates roles and responsibilities for operations and revenue

sharing among the stakeholders.

It is strongly recommended that participant’s manual is referred prior to the training session.

4

Learning Objectives










5

Table of Contents


Operations




2



Estimation of supply of

services






3

Legislative provision

A. Overview




E. Allied Provision

4

6

Table of Contents

Fare Structure




D. Flat fare method

7

Operational Feasibility &

Operating Model




8



Public Transport

Infrastructure &

Workforce


B. Bus Depot




5

7

Introduction

Pre-requisites for operations planning

1. Profile of the city, highlighting areas of jurisdictions and extended suburban areas, to be

served by public transport.

2. Public transport network as derived after diagnosis from network planning.

3. Mapping of all public transport infrastructure, heritage structure etc.

4. Traffic management plan for the city, highlighting one-way restrictions for heavy vehicles,

vehicle circulation plan at stations, etc.

5. Information on heavy boarding & alighting points, recreational spots, religious spots, etc.




1. Introduction

7. Fare Structure






8

Introduction





1. Introduction

7. Fare Structure





7. Fare Structure


• It is an integral part of overall urban planning and needs systematic approach.

• The ultimate aim of urban transport planning are:

• Generating alternatives to improve transportation system in order to meetfuture demand.


• Public transportation:






9

Introduction





1. Introduction




7. Fare Structure



• Operations planning starts with understanding data requirements, its sources, and ways to acquire data in

order to establish the baseline.

• Details on type of routes & their characteristics (viz., connectivity and ridership profile), and classification

of all routes in 3 categories (i.e., corridor, activity, and residential route) are covered in step 1.

• Based on inputs received from reconnaissance survey (route length, number & location of stops, journey

time, dwell time, maneuvering ability, etc.,) and passenger demand information from network analysis,

compute the frequency at which passenger demand could be catered.

• For an identified frequency, estimation on number of buses (of required size) is quantified in step 2.

• In step 3, 4, 5 and 6, the focus is on legislative requirements, public transport infrastructure, and

workforce requirements with capacity building and fare structure, respectively.

• Step 7 emphasizes on operational feasibility via trial run & gives insight into the operating model.

• The operational plan so derived shall meet the Service Level Benchmarking which is set for public

transport.

Operations Planning aims to validate all routes, especially from an operational perspective.

Step 1: Network feasibility of operations & route segregation according to category

Step 2: Estimation of supply of services & crew requirements

Step 3: Legislative provision

Step 4: Public transport infrastructure & manpower planning

Step 5: Capacity building

Step 6: Fare Structure

Step 7: Operational Feasibility and Operating Model

10

Introduction





1. Introduction

7. Fare Structure





7. Fare Structure


11






1. Introduction

7. Fare Structure






7. Fare Structure

Why is it needed?






What does it mean?







Techniques:











12



No. of passengers

Segregation of Network of routes into

individual route

Route genetics

Buses

Workforce

&

Infrastructure

Sta

ge 1

Sta

ge 2

Sta

ge 3




1. Introduction

7. Fare Structure






C Data required for an operational planQuantity,

Size

& Type

In Quantity, Size, and Type – “Type” refers to floor size & height, CNG or Diesel, AC or standard, type of transmission, seating orientation, etc.

13



Stage 1: The range of routes in a hierarchy can broadly be categorized into: corridor route,activity route, and residential route.

Corridor Route

The fig. depicts the ridership profile along

the route.


Passes through

Connects

One major activity center and activity nodes/centers

with moderate to sometimes high passenger

boarding and alighting

Activity nodes / centers en-route Very high

Route often falls on arterial roads or have majority of its length

on arterial roads

Ensure to matchservice frequencieswith passengerdemand in order toavoid overcrowding,delays, and convoyformation.

To do this, changeheadways every 15to 60 minutes duringpeak travel time.

Note




1. Introduction

7. Fare Structure







14



Corridor Route


Bus stop

Rid

ersh

ip




1. Introduction

7. Fare Structure







15





Passes through

Connects

Activity

Route

Two activity centers


High to Moderate

Assists passengers residing in residential areas by

offering a) more direct travel opportunities; b) changeover

to corridor route at interchanges




1. Introduction

7. Fare Structure







16




Activity

Route

Bus stop













13 Shastri chowk 9 7 31 Vijay nagar 4







38 Rahatani 23

One of the major transfer point, starting point for corridor route




1. Introduction

7. Fare Structure







17





Passes through

Connects

Residential

Route

Residential and activity center

/node


High to moderate and uni-

directional

Provides connectivity beginning residential to the activity center and vice-versa. Here, last mile connectivity is of prime importance

Residential routes can provide service to corridor routes by connecting activity nodes




1. Introduction

7. Fare Structure







18






1. Introduction

7. Fare Structure







Total ridership across 3 trips of a bus during morning & evening peak hours, respectively.

Bus stop referred at 25 is in the residential area.

Rid

ers

hip

Bus stopR

iders

hip

Bus stop

The fig. depicts the ridership profile along the routeResidential Route

19


Data required for operations planning




1. Introduction

7. Fare Structure







In practice, urban form, development, topography, and infrastructure will force modifications of the

network. Therefore, a survey is essential in order to establish ground reality along each route.


Type of areas

covered

Study the area in close vicinity along the route viz.,

residential areas, commercial areas, schools, colleges,

government offices, private offices, CBD, industries, etc..

• To know routes are catering

services to which areas

• Who are the expected commuters.

• Fine-tuning of schedules according

to their requirements viz., school /

office time etc.

Road inventory

along the route

• Road width, type of road,

• No. of turning points, feasibility of maneuvering a bus

and,

• Identification of hindrances and bottlenecks (if any).

• For selection of type of bus.

Bus stop /

terminal

• Location of bus stop w.r.t

1) safe accessibility of pedestrian to the stop,

2) availability of space,

3) opportunities for change between lines, dwell

time required to the given etc..

• Geo-fencing – No. of stops and its exact location for

geo-referencing for GPS.

• Examining feasibility of available land/space for usage

as terminals w.r.t,

1) Accessibility & mobility of buses,

2) On/off street parking for buses, personalize vehicles,

3) Opportunities for change between lines, dwell

time required etc..

• Assessing feasibility of bus-stop/

terminals.

20

Network Feasibility of OperationsData required for operations planning




1. Introduction

7. Fare Structure







In practice, urban form, development, topography and infrastructure will force modifications of the network.

Therefore, a survey is essential to establish ground reality along each route.


Speed & delaystudies

The survey is to be conducted along the route in order toassess journey speed (section wise) at various timesduring the day.

Initially required to set a baseline,which is time required to complete ajourney along the route and includesjourney time & dwell time.

Interchanges

Location of interchanges to avoid unnecessary transfersand reducing the barrier effect of interchanges. The focus

should be on measures that keep the need for transfersreasonable and make arrangements for easy transfersbetween different routes and modes. Reducing barriers tointerchange will enable individual passengers to benefit

from the public transport system and increase itsattractiveness relative to a private vehicle.

Location of interchange for safetransfer of passengers.

Marketenvironment

Survey for assessing types of competitors viz., IPT,private with its share.

Traffic volume count & opinion survey – To quantify thedegree/level of passenger movement to public transportfrom other modes of transport; assessing affordability and

expectation from operators viz., limited-stop service, non-stop service, deluxe bus, A/C, non A/C, etc. (Withparticular emphasis on modal shift & willingness to pay).

Estimate market potentiality and setbaseline w.r.t requirement ofpassengers along the route.

To establish base for service expectedby passengers.

21


Understanding the concept of load factor No. of

PassengersLoad factor shows the average load on a bus route throughout the day.




1. Introduction

7. Fare Structure











Where:


buses x





22






1. Introduction

7. Fare Structure









Question: Calculate the number of buses required.






• Assume that 12% of total trips take place during peak hour


kmph

23



Large Bus

Small Bus

1. Generally, where large numbers of

passengers are to be carried.

2. Large buses require less road space per

passenger.

3. Fewer large buses are required to carry

the same number of passengers as

compared to more number of smaller

capacity buses.

4. This will normally result in lower

atmospheric pollution level, and easier

management and control, particularly in

terms of scheduling.

5. Number of personnel required to

transport a given number of passengers

will also be lower.

1. Small vehicles plays a crucial role on routes where road

condition inhibit the use of larger vehicles.

2. Other constraints on the operation of larger vehicles

may include low or weak bridges, terminals and depots

with restricted access, and legislation restricting vehicle

dimensions.

3. Small buses can provide a higher frequency of service

for a given passenger flow.

4. Passengers also often prefer small buses because they

are faster and take less time to load.

5. They also make it possible to offer a greater number of

route variations.

6. Small vehicle would typically incur additional operating

costs (e.g., fuel and driver) since it has to perform

more trips than large vehicles for serving similar

passenger demand.


Type of service

and willingness

to payRoad genetics

Volume of Traffic




1. Introduction

7. Fare Structure









24



Example: Lets say, if passenger demand per hour per direction on a given route is 286, it can be catered

by providing optimum frequency of 5 min by operating midi-buses having a capacity of 34. The operator

may choose other types of buses to meet the demand, however, the operator has to ensure that the same

is a viable alternative.

Balance has to be maintained between passenger demand per hour per direction that can be carried vs. capacity of bus & headway to be maintained with an average occupancy of 70%.




Micro bus 12 0.7 504 126 101 67 50 34

Mini 22 0.7 924 231 185 123 92 62

Midi 34 0.7 1428 357 286 190 143 95

Standard 70 0.7 2940 735 588 392 294 196


110 0.7 4620 1155 924 616 462 308




1. Introduction

7. Fare Structure









25



Referring to the earlier table and the above table, if the journey time (one way travel time and dwell time) fora given route is 35 minutes, the number of buses required is 14 (for maintaining a headway frequency of 5min)



5 5 5 5 5 10 10 10 10 10 10 10


15 20 30 40 50 60 70 80 90 100 110 120


Headways

1 40 50 70 90 110 140 160 180 200 220 240 260

4 10 13 18 23 28 35 40 45 50 55 60 65

5 8 10 14 18 22 28 32 36 40 44 48 52

7.5 5 7 9 12 15 19 9 24 27 29 32 35

10 4 5 7 9 11 14 16 18 20 22 24 26

15 3 3 5 6 7 9 11 12 13 15 16 17




1. Introduction

7. Fare Structure









26


Key Takeaway




1. Introduction

7. Fare Structure









Unit 2 and 3:

• Unit 2 focuses on slicing the network into individual routes, understanding

different types of routes & its characteristics, and conducting feasibility test for

bus operations including identification of type of bus most suitable for the

route.

• Unit 3 deals with finding the frequency at which bus service needs to be

provided and quantifying number of buses which are required to meet that

frequency, by way of analyzing parameters such as passenger demand, route

length, type of bus etc..

27


Overview

Legislative Provisions as applicable to the Indian Transport System

1. Establishment/acquiring Public Transport:

1. Provision related to Public Transport for Urban Local Bodies (formation of SPV) viz., Bombay

Provincial Municipal Corporations Act. 1949 (BMPC Act)

2. The Company Act, 2013

3. The Road Transport Corporation Act 1950

2. Compliance of Vehicle as per CMVR for safety & comfort of passenger:

1. AIS 052 “Code of Practice for Bus Body Design and Approval”

2. AIS 140 “Intelligent Transportation Systems (ITS) - Requirements for Public Transport Vehicle

Operations” including Vehicle Location Tracking and Panic button for the passenger

3. AIS 135 “Fire Detection & Suppression and Fire Detection & Alarm”

3. Motor Vehicle Act 1988 (MV Act): Provisions related to

• Stage carriage permit,

• Fare fixation,

• License for Drivers & Conductors,

• Insurance

4. Allied provisions: State Motor Vehicle Rules, Motor Transport Workers Act 1961 and Factory Act

(1948)




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


28


Compliance of Vehicles as per CMVR: AIS:052




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


• In the Indian Transport System, MoRTH (& the then MoHUA), Government of India has taken up initiatives

in provisioning of safe and comfortable buses for urban application.

• MoRTH has developed a code “AIS:052” and implemented the same which basically deals with requirement

of buses for various applications such as public transport (Urban & Non-Urban), school bus, tarmac buses

(airport applications).

• Urban buses come under Type 01 buses and further classification is done on:

• Type of buses (mini, midi, standard, articulated, double-decker)

• Comfort provisions (A/C, deluxe, semi-deluxe)

• The AIS:052 also address PIS requirements, especially destinations boards, speakers, and emergency

hooter.

• It is essential to note that the Bus Code i.e., AIS:052 is based on International Standard ECE R 107. Thus,

safety and comfort parameters are escalated to a higher level and international automotive manufacturers

can also benefit from selling their products in India.

• The “Urban Bus Specification” prepared by the then Ministry of Urban Development is within the ambit of

AIS:052 and also covers areas not mentioned in AIS:052 viz., GPS, GPRS, AC testing, acceleration of

buses, and enhancing comfort & safety of passengers.

• CMVR compliance of buses and information thereof:

Details

Testing agency approved by MoRTH under CMVR 124 & 126 CIRT, ARAI, ICAT, GARC, IIP, VRDE, CMTTI

For ensuring passenger safety, third-party inspection is donein 03 stages

Structural

Paneling

Fully Build Stage

29






1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


CMVR AIS 135 - Engine Compartment

Fire Detection and Alarm System (FDAS) & Fire

Detection and Suppression Systems (FDSS) for

Buses.

• FDAS – Enables determination of the location

of fire, detects, and alarms the system.

• FDSS – Aids in suppressing fire originating

from the engine compartment.

CMVR AIS 140

ITS requirement for public transport operations.

• It focuses on standardization of activities that

are to be initiated on Intelligent Transportation

Systems (ITS), for instance, Vehicle Location

Tracking, Camera Surveillance System, and

Emergency Request Button.

• In the first phase, focus is on Vehicle Location

Tracking and Emergency Button.

Source: ANI

30






1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


1. Stage carriage permit:

Section 70 (1) – while submission of application for stage carriage permit following particular

are required:

• Route/s length and type of route, minimum and maximum number of daily trips proposed

and,

• Time-table of a normal trip.

Section 72 (iv) - Route condition, length, fare, and stage tables cannot be decided without

conducting a route survey. Thus, it is a statutory requirement for an operator to conduct a

'route survey' before commencement of bus operations. Though not explicitly mentioned in

the Act, the implied meaning is that 'route survey' is a statutory obligation.

2. Licensing of Driver of Motor Vehicle: It shall be in accordance with Chapter II of M V Act

1988.

3. Licensing of Conductors of Stage Carriages: It shall be in accordance with Chapter III of M

V Act 1988

4. Registration of motor vehicle: Vehicle shall be registered as per Chapter IV of M V Act

1988.

5. Insurance: It is a pre-requisite and shall be in accordance with chapter XI of M V Act 1988

6. Certificate of fitness of transport vehicles: The vehicle shall undergo fitness as per Section

56 of M V Act 1988.

31






1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE


7. Fare Fixation: Fare pricing in India is regulated under Section 67 (d) (i) of Motor Vehicle Act

1988 - the State Government has the power to issue directions, both to the State Transport

Authority and Regional Transport Authority regarding fixing fares for stage carriages, contract

carriages, and goods carriages.

Section 72 (iv) - clearly states that 'fare table' approved by RTA shall be displayed on stage

carriage and specified stands and halts.

Section 72 (xiii) – fares shall be charged in accordance with the approved fare.

Section 72 (xv) - tickets bearing specified particulars issued to passengers shall show the

fares actually charged and that records of tickets issued shall be kept in a specified manner.

Many state motor vehicle rules have also imposed the condition that the conductor of a public

service vehicle should issue tickets immediately on payment of the legal fare by a passenger.

Thus, charging of fare and issue of tickets in a specified manner are legal obligations on an

operator running stage carriages.

Note: In addition to the above, there are several chapters, sections, subsections related, and

as applicable to public transport operators. For the same, please refer to Motor Vehicle Act

1988 as amended from time to time.

32


Allied Provision




1. Introduction

7. Fare Structure



OverviewA

B CMVR – AIS:052



Allied ProvisionE

5. PT Infrastructure & WorkforceFactory Act, 1948 (as amended from time to time)

The said Act is applicable for workers working in depot & workshop and focuses on various themes; some

of the critical themes are outlined below:

• Working Environment & Health – cleanliness, disposal of wastes and effluents, ventilation, etc..

• Safety – safety accessories to be provided, work on or near machinery in motion, safety of buildings

and machinery, Workers' participation in safety management.

• Welfare – provision of sitting areas, first aid, canteen, restroom, lunchroom, etc..

• Hours & Limitations Of Employment.

• Wages & Leaves.


Provides guidelines on the following:

• Duties of drivers include wearing clean uniforms with badge, behaving ethically, and providing assistance to passengers in specific scenarios.

• Duties of conductors include wearing clean uniforms with badge, ethical behavior, and collection of

legal fare, job description, and assistance to driver & passengers in certain scenarios.

• Procedure for enforcement of the above rules.


The said Act is applicable for drivers & conductors and focuses on various themes; some of the critical

themes are outlined below:

• Welfare & Health.

• Hours & Limitations of Employment.

• Wages & Leaves.

33



The basic infrastructure required for

operations of public transport


infrastructure

Bus Station &

Terminal Bus Stops

ITS Control

Room2. Network feasibility of Operations




1. Introduction

7. Fare Structure



OverviewA

B Bus Depot

Bus Stop - TypesC



Infrastructure

34



BEST Depot, Mumbai



• Parking space



Refer MoHUA Manual





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



35


Bus Depot – Essential elements

Parking

Servicing and

Maintenance

facilities

Allied facility to

boost efficiency

and safety

Environmental

considerations





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



36







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


7. Fare Structure




Sub-urban with low customer demand,Low frequency services

Constrained sub-urban sites,Outbound stops,Non-urban areas

Regular stop Low density sub-urban, moderate frequency services

Sub-urban Sites

Intermediate stop Generally along main passenger transport corridors,Moderate frequency services


Premium stop Sites near attractors with high boarding demand,Corridors with high frequency services

Major attractors, interchanges,Main corridors

37







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


Transit Stop Location

7. Fare Structure


Objectives

• Serve major centres, activity points, and transfer with other lines.

• Achieve minimum passenger travel time.

• Provide maximum area coverage.

• Attract maximum no. of passengers.

• Achieve minimum system cost.

• Meet other requirements (E.g. economic development, population needsetc.).

• In order to collectively satisfying each objective to some degree certaincompromises have to be made.

38







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure


7. Fare Structure








Nearside








Off-street

39




A

D

C

B


E






1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



OR

The near side/far side bus stop should not be located at a distance less than 75mts from junction, else itwould cause traffic congestion at junction.

40



Parameters Near Side Bus Stop

Halting of

buses

Buses going to 3 different routes halt at

only one bus stop

Journey time

(if the

junction is

signalized)

the signal time (if synchronized) may be

used in boarding & alighting, thereby

overall journey time reduces in

comparison to far side bus stop.

Passenger

Safety &

Convenience

Easier & Safer for passengers, no need to

cross vehicular traffic at junction like far

side bus stop

Drivers

preference

Driver tends to favor this bus stop since in

maneuvering it is easier to pull on the bus

and merge with regular traffic again

When to opt Fewer buses are halting, an adequate

number of lanes are present & vehicular

traffic is less. Else, it may affect vehicular

traffic in terms of delay.


A





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



41



Parameters Far Side Bus Stop

Halting of

buses

Buses going in 3 different routes halt at bus

stops designated as B, C & D, lying on their

respective routes.

Journey time

(if the

junction is

signalized)

The bus has to wait for the green signal and

again at the bus stop. Overall journey and time

increases due to waiting for a signal as well as

at the bus stop; thereby affecting operational

performance.

Passenger

Safety &

Convenience

Little difficult & involves risk; requires crossing

vehicular traffic at the junction, thereby

increasing the risk of passenger’s incidence.

Drivers

preference

Driver finds difficulty here since after

maneuvering, the bus needs to be pulled out

towards the bus stop and again have to be

pulled in regular traffic after halting at the bus

stop.

When to opt More buses are halting with adequate number

of lanes & moderate vehicular traffic.

D

C

B






1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



42




Bus bay


Entry for the bus






1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



43







1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



XDistance is too much

from the road

Tactile tiles

1

Stakeholder’s help to choose bus stops

2

Spacing between bus stops

3

Separating halts at stops

Prohibiting non-bus parking at stops

5

Designing aspects

4

44



Bus station premises are used for parking buses in between journeys which are away from

their home base.

Bus station location & size

The elements that govern the location & size of the bus station/terminal are :

A• The location shall be close to the depot so that dead kms are less

B

• Bus station location shall be such that routes logically connect or terminate, as determined by passenger demand patterns

C• Pre-requisites for bus station

D

• India’s “Rights of Persons with Disabilities Act,” 2016 suggests that public infrastructure be barrier-free for all

E

• The volume of passengers, no. of routes to be operated, and maximum no. of buses to be parked at any given point of time

F• Allied facilities

G• IPT access





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



7. Fare Structure



45


Key Takeaway





1. Introduction

OverviewA

B Bus Depot

Bus Stop - TypesC



• In this unit, we learnt about bus depot, bus stops and bus station, and gained

insights into essential elements which can improve efficiency & safety.

• It is recommended to refer MoHUA manual.

7. Fare Structure



46




1. Introduction

7. Fare Structure






1. Decongesting the central area - In case the station is centrally located, majority of the routes often terminatethere, leading to congestion. One of the solutions for decongestion that improves efficiency is operating the routeacross the city from one outer suburb to another; the central station automatically becomes an interchange.However, ensure that the bays are conveniently located for passengers joining or leaving vehicles, thereby causingless disruption and more space for parking of buses during off-peak time, as may be necessary.

2. Dwell time at bus station –• Waiting time management - In urban transport, the bus station is a major passenger accumulating node, and for

effective utilization of buses, it is a pre-requisite for a bus to halt for a considerable time compared to the busstop. However, halting for more than excess time may lead to discouragement in commuters, especially in terms

of not opting for public transport, due to increased journey time.

It is also essential to see the other side of the perspective, mainly, if traffic congestion is a serious problem, i.e.,presuming that buses are to be moved out for remote parking, it is expensive and inefficient for buses driven to long

distances parking areas.• Passenger Information System - Provisions of information systems on a real-time basis plays a significant role in

striking a balance between halting time & discouragement as it gives actual information of arrival/departure of busalong with the platform. Due to this, on one side, passengers would be ready for boarding and on the other, it willreduce bus halting time.

In short, it is essential to strike a balance between the duration for which the parking is to be allowed, time of theday, and the layover time.


Dwell time improvement at bus station:• Waiting Time Management• Passenger Information System

2


47




1. Introduction

7. Fare Structure






3. Ridership improvement• Halt and Go – Under this, bus crew is informed to stop for 1 to 2

minutes at major passenger generating points; to wait for passengerpick up.


3

Capacity building4MO bus & CRUT team

Category Who will train In-house or outside

Crew & Artisan Technical training – by vehicle manufacturer,Professional training – in-house teamFirst Aid/ Emergency Handling Procedures, soft skills – external team

In-house & / OutsideIn-house

In-house/Outside

• Shout and Load – This involves announcing destination and calling commuters to board the bus and thisprocess can be continued until passengers become familiar with routes and destinations.

• Hail and board – Under this, the crew needs to be made aware about stopping the bus to pick passengerswhenever passengers hail for the bus by waving the hand. This measure should preferably be initiated onsuburban routes.

4. Capacity Building:• First categorize the team, decide the training to be imparted followed by who will train and whether in-

house or outside should be decided. For example:

For capacity building, refer to MoHUA training modules


48




1. Introduction


1. Everyday

1. Listing names of top 03 fuel-efficient drivers of the day

2. Listing names of top 03 highest revenue earning conductors ofthe day

3. Position of the depot in the organization

2. Slogans on safety, fuel efficiency, schemes for passengers, etc., in the depot

For the same, procure monitors for performance/slogan display

3. Letter of appreciation from senior officer to the best performer

Software may be devised for the same

4. Identifying training needs (if any) for low performing crew

Mora

l boosting



7. Fare Structure




Institutional capacity

Institutional capacity may be defined as the capability of an organization to achieve setgoals through knowledge, skills, and systems. Bus crew are key personnel in urbantransport and are regarded as a marketing representative & brand ambassador for publictransport. Therefore, some measures that aim at effective utilization of existing capacityinclude the following:

49




1. Introduction


1. Type of training & duration – foundation/induction (or) orientation

2. Categorization of employees – officers, crew, and other staff

3. Location of training – in-house (or) outside

4. Type of training – technical/job oriented/soft skills

5. Fund allocation provision

6. If in-house, then batch size, classroom space allocation, provisions for training accessories and support team

7. Define areas for capacity building, especially key professionals

Officers & staff (crew & artisan) may take advantage of

MoHUA training program for city bus professionals

Tra

inin

g P

rogra

m



7. Fare Structure




Institutional capacity

As an officer, well-versed with ground realities and present & futurechallenges, you are required to devise a plan to improve institutionalcapacity, by coordinating with other team members. Parameters to beconsidered are:

50

Fare Structure

Various fare charging methods

Straight-Line Scale Method – After the first stage, successive stages bear anunvarying rate of charge.Straight-Line Scale Method – After the first stage, successive stages bear anunvarying rate of charge.

Tapered Scale Method – After first few stages, fare per kms is tapered for a set ofstages, and after that, it reduces further for the next set of stages.Tapered Scale Method – After first few stages, fare per kms is tapered for a set ofstages, and after that, it reduces further for the next set of stages.



Note: In “operations module”, focus is on the type of fare structure & insight into each. In “bus operationmodule,”

information is provided on how to collect revenue and minimize pilferages. In “IT & MIS” module, information onticketing management system is covered in detail, especially concentrating on cashless transactions.




1. Introduction

7. Fare Structure







D Flat fare method

51

Fare Structure

Straight-line scale method for fare charging

Straight-line Scale Method – After the first stage, successive stages bear an unvaryingrate of charge.Straight-line Scale Method – After the first stage, successive stages bear an unvaryingrate of charge.

Stage Distance Kms Fare Rs

1 0 0

2 2 5

3 4 6

4 6 7

5 8 8

6 10 9

7 12 10

8 14 11

9 16 12

10 18 13

11 20 14

12 22 15

13 24 16




1. Introduction

7. Fare Structure







D Flat fare method

52

Fare Structure

Tapered scale method for fare charging

Tapered scale Method – After first few stages, fare per kms. is tapered for a set ofstages, and after that, it reduces further for the next set of stages.Tapered scale Method – After first few stages, fare per kms. is tapered for a set ofstages, and after that, it reduces further for the next set of stages.

Stage Distance Kms

STU

X’s Fare Rs Y’s Fare Rs

1 0

2 2 3 3

3 4 5 5

4 6 7 7

5 8 8.5 8

6 10 9.5 9

7 12 10.5 10

8 14 11.5 10

9 16 12.5 10

10 18 13.5 10

11 20 14.5 11

12 22 15.5 11

13 24 16.5 11

14 26 17.5 11

15 28 17.5 12

16 30 17.5 12

17 32 17.5 12

18 34 17.5 12

19 36 13

20 38 13

21 40 13

22 42 13

23 44 13

24 46 13




1. Introduction

7. Fare Structure







D Flat fare method

53

Fare Structure

Flat fare method for fare charging

• This fare system has mainly been introduced on social grounds to benefit low-income

earners living in outer suburbs of towns and cities. By this method, fare for any journey

within a specified distance slab remains the same.

• The main criticism against this system is that short distance passengers get penalized for

the benefit of longer distance minority passengers.

• This method simplifies administration of the fare system and reduces the intensity of fare

cheating.

• The flat fare system is economical for low paid worker commuting long-distance trips.

• The slab should not be too wide; else, it would become unpopular.

Distance Slab Adult Fare (in Rs) Child Fare (in Rs)

0-4kms 5 3

4-10kms 10 5

Above 10kms 15 8




1. Introduction

7. Fare Structure







D Flat fare method

54

Fare Structure

Key Takeaway

• Unit 6 emphasizes on capacity building of drivers & conductors which shall be both

theoretical and practical.

• Unit 7 provides insights into different type of fare charging methods, which is useful in

preparation of fare chart.

• Note: In “bus operation module” information on how to collect revenue and way to

minimize pilferages is covered. In “IT & MIS” module, information on ticketing management

system is covered in detail, concentrating mainly on cashless transactions.




1. Introduction

7. Fare Structure







D Flat fare method

55






1. Introduction

7. Fare Structure







Route & Road

Compare

Space adequacy

Functioning














56






1. Introduction

7. Fare Structure







Case study – A city public transport agency decided to operate 5 articulated buses on trial basis for 2 months on selected routes. It was observed that:

• Maneuvering of the articulated bus was difficult on shared road space, which was about 10% of the total route length.

• Difficulty in driving the bus in & out of the bus station.• More practice was required by drivers to drive articulated buses.

In light of above, decision was made not to procure articulated buses.

57






1. Introduction

7. Fare Structure







Trial run is carried out with the main intention of verifying whether delivery of services (that

was planned) can be implemented. So, with selected buses, trial runs are to be performed

throughout the day, data on actual performance is to be generated & compiled with operations

plan. Based on the feedback, corrective actions are to be incorporated, including re-planning

of operations followed by re-validation. Critical parameters to be checked in reality are as

below:

1. Ensure that the route is motorable and maneuvering is possible.

2. Compare actual obtained journey speed as against planned journey speed.

3. Equate total kms run by the bus as against the planned scheduled kms.

4. Opinion of the crew on specific observations during the ride.

5. Adequacy of parking provisions at the terminal.

6. Space adequacy at the bus stop allows boarding alighting on en-route stops, without

disturbing other road users.

7. Check for PIS functioning – at the bus stop as well as inside the bus.

8. Check for functioning of route board.

58






1. Introduction

7. Fare Structure







9. Functioning of health monitoring system in terms of checking whether the information is

shared with the control & command center.

10. Cross-checking offences (ex. stop skipping, signal jumping etc..) for recording, detection,

and report generation.

11. Check for trip time & frequency adherence as against the plan.

12. Fixing of stages and corresponding fare chart.

13. Check the functioning of vehicle tracking system for precision in tracking the vehicle. In

absence of precision, services of other telecommunication service providers may be hired.

14. Check the functioning of safety systems provided which are to be used during any

incident. For example: check functioning of the panic button (check for receipt of sms)

available to passengers, hooter (check for sound) available to the driver to be pressed

during an emergency, emergency exit door & lock arrangement, video recording system,

fire detection & alarm, fire detection & suppression, fire extinguishers, etc. An emergency

exit door should be provided and it must be ensured that the door and lock arrangement

is in working condition.

59






1. Introduction

7. Fare Structure







City bus operations by private operators are in place in several cities across India viz.,Delhi, Bhopal, Indore, Ahmedabad, Jaipur, Jalandhar, Amritsar, Mumbai, Pune, etc.

Operating model should be considered when aiming for operational feasibility.

This section is covered in detail in “Outsourcing for Senior Managers” and

“Outsourcing for Middle Managers”

60






1. Introduction

7. Fare Structure









recommended.




2




structure.

4


61

Thank You !

Time for Discussion

62

Reference table

A. 7

B. 8-11

A. 7

B. 8-10

Delivery PPTParticipant

Manual

A. 12-14

B. 15-20

C. 21

A. 11-12

B. 13-18

C. 19-20

A. 22-23

B. 24-26

C. 27

D. 28

E. 29

A. 21

B. 22

C. 23

D. 24

E. 25-26

A. 30

B. 31

C. 32

D. 33

E. 34

A. 27

B. 28

C. 29

D. 30-31

E. 32

Network Feasibility

of Operations




2



Estimation of

supply of services






3

Legislative

provision

A. Overview




E. Allied Provision

4

63

Reference table

A. 35

B. 36

C. 37-44

D. 45

E. 46

A. 33

B. 34-35

C. 36-42

D. 43

E. 44-45

Delivery PPTParticipant

Manual

A. 47 A. 46-49

A. -

B. -

C. -

D. -

A. 50

B. 51

C. 52

D. 53-54

A. 48

B. 49

C. 50

A. 55-58

B. 59

C. 60

Fare Structure




D. Flat fare method

7

Operational

Feasibility &

Operating Model




8



Public Transport

Infrastructure &

Workforce


B. Bus Depot




5

64

Bibliography


www.roadsni.gov.uk)





















Pre-Training Questionnaire

Operations Planning for Middle Managers: Pre-Training Questionnaire

The questionnaire will only take 10 minutes of your time to get filled.

The purpose of this questionnaire is to understand what you already know about the training theme.

We will ask you to complete another questionnaire at the end of the training so that we can assess

what you have learnt and how the trainers have performed at conveying the key points.

Organization and Individual Details

Name of Organization

Name

Designation

Contact Number

Email Address

No. of buses run by your organization

No. of staff in your organization

Knowledge and Expectation Assessment

Q1. What are your expectations of this training? What do you hope to gain by participating?

A1.

Q2. What is the one thing that you would most like to learn during this training?

A2.

Q3. Please rate your knowledge / skill on the following learning objectives.

A3. Learning Objective Highly

Proficient Proficient Neutral

Slightly

Proficient

Not

Proficient

Extract the role intended to be

played (as set in network

planning) by IPT, other PT (if

any), and their combined role

in multimodal integration (if

any).

☐ ☐ ☐ ☐ ☐

Distinguish routes in the

network w.r.t set of

characteristics and land use.

☐ ☐ ☐ ☐ ☐

Identify the type of bus most

suitable for operations taking

into account passengers’,

operator’s, and community

perspectives.

☐ ☐ ☐ ☐ ☐

Upgrade skill sets related to

demand – supply. ☐ ☐ ☐ ☐ ☐

Optimizing processes viz.,

operating frequency, cycle time etc.

☐ ☐ ☐ ☐ ☐

Evaluate and identify gaps in

the existing provisions, infrastructure, and manpower

availability which are required

for implementation.

☐ ☐ ☐ ☐ ☐

Q4. Kindly provide any additional comments for this training.

A4.



Post-Training Questionnaire

Operations Planning for Middle Managers: Post-Training Questionnaire

The questionnaire will only take 10 minutes of your time to get filled.

The purpose of this questionnaire is to assess the capacity building, assess the trainer, training

material and the training programme. Kindly f ill this questionnaire with respect to your experience

from the training session.

Organization and Individual Details

Name of Organization

Name

Designation

Contact Number

Email Address

No. of buses run by your organization

No. of staff in your organization

Assessment of the Training Session

Q1. Please rate your knowledge / skill on the following learning objectives.

A1. Learning Objective Highly Proficient

Proficient Neutral Slightly

Proficient Not

Proficient

Extract the role intended to be

played (as set in network

planning) by IPT, other PT (if

any), and their combined role in

multimodal integration (if any).

☐ ☐ ☐ ☐ ☐

Distinguish routes in the network

w.r.t set of characteristics and

land use.

☐ ☐ ☐ ☐ ☐

Identify the type of bus most

suitable for operations taking

into account passengers’,

operator’s, and community

perspectives.

☐ ☐ ☐ ☐ ☐

Upgrade skill sets related to

demand – supply. ☐ ☐ ☐ ☐ ☐

Optimizing processes viz.,

operating frequency, cycle time etc.

☐ ☐ ☐ ☐ ☐

Evaluate and identify gaps in the existing provisions, infrastructure, and manpower

availability which are required for implementation.

☐ ☐ ☐ ☐ ☐

Q2. Please rate the training material on the following parameters.

A2. Parameter Very High High Neutral Low Very Low

Extent of coverage ☐ ☐ ☐ ☐ ☐

Relevance of contents ☐ ☐ ☐ ☐ ☐

Practical applicability of case studies ☐ ☐ ☐ ☐ ☐

Easy to understand ☐ ☐ ☐ ☐ ☐

Usefulness of reference material ☐ ☐ ☐ ☐ ☐

Assessment of the Training Session

Q3. Was the trainer able to achieve the stated learning objectives of the session?

A3. ☐ Yes ☐ No Reasons ________________________________________

Q4. Please rate the trainer on the following parameters.

A4. Parameter Very High High Neutral Low Very Low

Knowledge of the subject ☐ ☐ ☐ ☐ ☐

Communication skills ☐ ☐ ☐ ☐ ☐

Organized and structured approach

☐ ☐ ☐ ☐ ☐

Interactive and engaging ☐ ☐ ☐ ☐ ☐

Q5. Do you think your knowledge / skill / ability on the subject has improved after attending the training session?

A5. ☐ Very High ☐ High ☐ Neutral ☐ Low

☐ Very Low Reasons ________________________________________

Q6. What are your top 3 takeaways from the training you attended today?

A6. 1.

2.

3.

Q7. Please rate the training session on the timing and duration of each module.

A7. ☐ Very Effective ☐ Effective ☐ Neutral ☐ Slightly Effective

☐ Deficient Reasons ________________________________________

Q8. What is your preference of location for this training session?

A8.

Q9. What should be the duration of this training session?

A9. ☐ 0.5 days ☐ 1 days ☐ 1.5 days ☐ 2 or more days

Q10. What should be the frequency of this training session at your level?

A10. ☐ Quarterly ☐ Semi-annually ☐ Annually ☐ Every 2 years

Q11. Kindly provide any areas in which the training requires improvement / Other additional comments

A11.



Group Activity

Operations Planning for Middle Managers – Group ActivityOperations Planning for Middle Managers – Group Activity

Part A – Ice Breaker Question

Part B – Group Exercise

Part C – Case Study

From your perspective, which city has the best operation plan in implementation and Why to do you feel it is the best?

Try to think in holistic view

Substantiate with observation / learnings.

What are the challenges faced in Operation Planning? What are the possible solutions to those challenges?

Substantiate with observation / experience.

Challenges

• Problem Statement: For the city of Scandas, the output of study is development of network of routes for public

transport. Now one of the task, is to find no. of buses required for operation with following route information:

• Total no. of Passenger trips per day = 3150 & Route length = 18 kms


• Capacity of bus = 60 Load factor = 80% Assume that 12% of total trips takes place in peak hour

• Average Journey Speed (including waiting time at bus stop) = 15 kmph

Your group is required to quantify no. of buses required for operation.

Solutions

You are required to form a group of 3-5 participants in order to complete this activity. Time required for completion is 40 minutes. Furthermore, 15 minutes would be given to each group to present their outcome.

operations planning for middle managers

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