operations planning for middle managers
TRANSCRIPT
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
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
7. Operational Feasibility & Model
9
Introduction
Brief about operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
7. Operational Feasibility & Model
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
7. Operational Feasibility & Model
11
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
Time allocation:
• Completing the Chart
– 40 minutes
• Presentation of the
Chart – 15 minutes
(each group)
Group Activity
7. Operational Feasibility & Model
12
Network Feasibility of Operations
Questions for Audience
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
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?
7. Operational Feasibility & Model
13
Network Feasibility of Operations
Integration of Public Transportation
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
7. Operational Feasibility & Model
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
Network Feasibility of Operations
Initiating the operational plan
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
Network Feasibility of Operations
Classification of routes – Corridor route
Corridor Route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
7. Operational Feasibility & Model
16
Network Feasibility of Operations
Classification of routes – Corridor route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
Corridor Route
Bus stop
Rid
ersh
ip
The fig. depicts the ridership profile along the route
7. Operational Feasibility & Model
17
Network Feasibility of Operations
Classification of routes – Activity route
Activity
Route2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
RoutePassenger demand
Passes through
Connects
The fig depicts the ridership profile along the route
7. Operational Feasibility & Model
18
Network Feasibility of Operations
Classification of routes – Activity route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
The fig depicts the ridership profile along the route
7. Operational Feasibility & Model
19
Network Feasibility of Operations
Classification of routes – Residential route
Residential
Route2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
RoutePassenger demand
Passes through
Connects
The fig depicts the ridership profile along
the route
7. Operational Feasibility & Model
20
Network Feasibility of Operations
Classification of routes – Residential route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
Residential Route
Rid
ers
hip
Bus stopR
iders
hip
Bus stop
The fig depicts the ridership profile along the route
7. Operational Feasibility & Model
21
Network Feasibility of Operations
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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.
7. Operational Feasibility & Model
22
Estimation of supply of services
Questions for Audience
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?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
7. Operational Feasibility & Model
23
Estimation of supply of services
Understanding the concept of load factor
Load Factor =𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
Where:
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
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
7. Operational Feasibility & Model
24
Estimation of supply of services
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
Question: Calculate the number of buses required.7. Operational Feasibility & Model
25
Estimation of supply of services
Calculating the frequency (Numerical)
• 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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
7. Operational Feasibility & Model
26
Estimation of supply of services
Calculating the frequency (Numerical)
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
• 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 total fleet required.
7. Operational Feasibility & Model
27
Estimation of supply of services
Identifying vehicle size
Larger Bus
Smaller Bus
Vehicle size depends on
Type of service
and willingness
to payRoad genetics
Volume of Traffic
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
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
7. Operational Feasibility & Model
28
Estimation of supply of services
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
7. Operational Feasibility & Model
29
Estimation of supply of services
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
7. Operational Feasibility & Model
30
Legislative Provision
Overview
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
7. Operational Feasibility & Model
31
Legislative Provision
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
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
7. Operational Feasibility & Model
32
Legislative Provision
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
7. Operational Feasibility & Model
33
Legislative Provision
Motor Vehicle Act 1988
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
7. Operational Feasibility & Model
34
Legislative Provision
Allied Provision
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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)
7. Operational Feasibility & Model
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
7. Fare Structure
6. Devising Operational Measure
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
Stage 3: Infrastructure and Workforce
7. Operational Feasibility & Model
36
Public Transport Infrastructure & Workforce
Bus Depot (Overview)
BEST Depot, Mumbai
Refer MoHUA Manual
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
6. Devising Operational Measure
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
7. Fare Structure7. Operational Feasibility & Model
37
Public Transport Infrastructure & Workforce
Questions for Audience
Q1. What are the types of bus stops?
Q2. Is there any effect of bus stops on journey time?2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Operational Feasibility & Model
38
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
6. Devising Operational Measure
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
7. Fare Structure7. Operational Feasibility & Model
39
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
Transit Stop Location - Objectives
7. Operational Feasibility & Model
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
Public Transport Infrastructure & Workforce
Preferred placement of bus stops
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
6. Devising Operational Measure
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
7. Fare Structure7. Operational Feasibility & Model
41
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
A – Near side bus stop
A
D
C
B
B, C & D – Far side bus stops
E
E- Mid-block bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
Mid-block bus stops – are the stops located on the section of the road in between two junctions.
7. Fare Structure
6. Devising Operational Measure
OR
7. Operational Feasibility & Model
42
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
Parameters
Halting of buses
Journey time (if the junction is
signalized)
Passenger Safety & Convenience
Drivers preference
When to opt
A – Near side bus stop
A
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Operational Feasibility & Model
43
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Operational Feasibility & Model
44
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
Direction of vehicular traffic
Bus bay
Direction of vehicular traffic
Entry for the bus
E- Mid block bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Operational Feasibility & Model
45
Public Transport Infrastructure & Workforce
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
5Design aspects
XDistance is too much
from the road
Tactile tiles
7. Operational Feasibility & Model
46
Public Transport Infrastructure & Workforce
Essential elements of Bus station/terminal
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Operational Feasibility & Model
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
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
7. Operational Feasibility & Model
48
Operational Feasibility & Operating Model
Considerations in trial runs
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
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
Operational Feasibility & Operating Model
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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”
7. Operational Feasibility & Model
50
Using results of operations planning
Operational Feasibility & Operating Model
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
7. Operational Feasibility & Model
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
A. Initiating the Operations Plan
B. Data required for Operations Planning
C. Classification of Routes
2
IntroductionA. Pre-requisites of Operations Planning
B. Brief about Operations Planning1
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
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
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
A. Considerations in a trial run
B. Various operating models available
C. Using results of operations planning
8
Devising Operational
MeasureA. Performance Improvement6
Public Transport
Infrastructure &
Workforce
A. Public Transport Infrastructure 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
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
P resentation title[To edit, c lick View > Slide Master > Slide Master]
©2019 Deloitte Shared Services India LLP 1
Trainer Manual
1
December 2020December 2020
MINISTRY OF HOUSING AND URBAN AFFAIRS, GOVERNMENT OF INDIA
Consultancy Services for Design and Development of Training Programme for City Transport Professionals
EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)
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
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
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
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
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
Network Feasibility of
Operations
A. Initiating the Operations Plan
B. Data required for Operations Planning
C. Classification of Routes
2
IntroductionA. Pre-requisites of Operations Planning
B. Brief about Operations Planning1
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
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
7
Table of Contents
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
A. Considerations in a trial run
B. Various operating models available
C. Using results of operations planning
8
Devising Operational
MeasureA. Performance Improvement6
Public Transport
Infrastructure &
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
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?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
10
Introduction
Brief about operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
• 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.
• Selecting the best alternate after proper evaluation.
• 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.
11
Introduction
Brief about operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
• 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
Urban Transit Planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
13
Time allocation:
• Completing the Chart
– 40 minutes
• Presentation of the
Chart – 15 minutes
(each group)
Group Activity
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites for Operations PlanningA
B Brief about Operations Planning
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
Network Feasibility of Operations
Notes for Trainer
General Information on the Session
Approximately 20 min.
Module Objective
• Based on Network planning, validate the network and assess the requirements for efficient
operation of buses.
Module Notes
The focus of this unit is on data collection & classification of routes.
Questions for Discussion
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?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
15
Network Feasibility of Operations
Integration of Public Transportation
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
7. Fare Structure
8. Operational Feasibility & Model
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.
16
Network Feasibility of Operations
Initiating the operational plan
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
Network Feasibility of Operations
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.
RoutePassenger demand
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
Notes for trainer is given on slide no. 20
18
Network Feasibility of Operations
Classification of routes – Corridor route
Corridor Route
The fig. depicts the ridership profile along the route
Bus stop
Rid
ersh
ip
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
19
Network Feasibility of Operations
Classification of routes
The fig. depicts the ridership profile along the route
RoutePassenger demand
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational planNotes for trainer is
given on slide no. 20
20
Network Feasibility of Operations
Classification of routes – Activity route
The fig. depicts the ridership profile along the route
Activity
Route
Bus stop
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 nagar 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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
21
Network Feasibility of Operations
Classification of routes
The fig. depicts the ridership profile along the route
RoutePassenger demand
Passes through
Connects
Residential
Route2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational planNotes for trainer is
given on slide no. 21
Residential and activity center
/node
Residential & Activity nodes / centers en-route
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
Network Feasibility of Operations
Classification of routes – Residential route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
Network Feasibility of Operations
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
24
Network Feasibility of Operations
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
25
Network Feasibility of Operations
Data required for operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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.
Survey Type Details Use
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
Estimation of supply of services
Notes for Trainer
General Information on the Session
Approximately 40 min.
Module Objective
• Based on Network planning, validate the network and assess the requirements for efficient
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.
Questions for Discussion
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?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
28
Estimation of supply of services
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
Load Factor =𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
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
Where:
29
Estimation of supply of services
Calculating the frequency (Numerical)
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
Question: Calculate the number of buses required.
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 during peak hour
• Average Journey Speed (including waiting time at the bus stop) = 15
kmph
30
Estimation of supply of services
Calculating the frequency (Numerical)
• 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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
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
Estimation of supply of services
Identifying vehicle size
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.
Vehicle size depends on
Type of service
and willingness
to payRoad genetics
Volume of Traffic
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
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
Estimation of supply of services
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
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%.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
33
Estimation of supply of services
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
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).
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
34
Legislative Provision
Notes for Trainer
General Information on the Session
Approximately 30 min.
Module Objective
• Based on Network planning, validate the network and assess the requirements for efficient
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
35
Legislative Provision
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)
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Compliance of Vehicle as per CMVR: AIS:052
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Compliance of Vehicle as per CMVR: AIS:135 & 140
Source: ANI
Notes for Trainer: These Codes are primarily for Safety of Passenger followed by Comfort.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Motor Vehicle Act 1988
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Motor Vehicle Act 1988
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Allied Provision
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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.
State Motor Vehicle Rules (as amended from time to time)
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.
Motor Transport Workers Act, 1961 (as amended from time to time)
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
Public Transport Infrastructure (PTI) & Workforce
Notes for Trainer
General Information on the Session
Approximately 40 min.
Module Objective
• Based on Network planning, validate the network and assess the requirements for efficient
bus operation.
Module Notes
Operation of public transport requires civil infrastructure, plant, machinery & equipment, and
workforce, and this aspect is covered in this unit.
Questions for Discussion
• What are the different types of bus stops?
• Is there any effect of bus stops on journey time?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
42
Public Transport Infrastructure (PTI) & Workforce
Public transport infrastructure (PTI) required for bus operations
The basic infrastructure required for
operations of public transport
Depot with maintenance
infrastructure
Bus Station &
Terminal Bus Stops
ITS Control
Room2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
Infrastructure
Trainer: ITS control information is covered in detailed in ITS & MIS module
43
Public Transport Infrastructure & Workforce
Bus Depot (Overview)
BEST Depot, Mumbai
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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.
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
Refer MoHUA Manual
44
Public Transport Infrastructure & Workforce
Bus Depot (Essential elements)
Parking
Servicing and
Maintenance
facilities
Allied facility to
boost efficiency
and safety
Environmental
considerations
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
45
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Fare Structure
8. Operational Feasibility & Model
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
46
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
Transit Stop Location
7. Fare Structure
8. Operational Feasibility & Model
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
Public Transport Infrastructure & Workforce
Preferred placement of bus stops
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Fare Structure
8. Operational Feasibility & Model
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
48
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
A – Near side bus stop
A
D
C
B
B, C & D – Far side bus stop
E
E- Mid-block bus stop
OR
49
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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 – Near side bus stop
A
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
50
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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
B, C & D – Far side bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
51
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
Direction of vehicular traffic
Bus bay
Direction of vehicular traffic
Entry for the bus
E- Mid block bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
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
8. Operational Feasibility & Model
6. Devising Operational Measure
52
Public Transport Infrastructure & Workforce
Essential elements of Bus stops/shelters
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
Public Transport Infrastructure & Workforce
Essential elements of Bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
Public Transport Infrastructure & Workforce
Essential elements of Bus stops/shelters
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
XDistance is too
much from the road
Tactile tiles
55
Public Transport Infrastructure & Workforce
Essential elements of Bus station/terminal
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
Public Transport Infrastructure & Workforce
Essential elements of Bus station/terminal
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Performance ImprovementA
Devising Operational Measures
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.
Decongesting the central area1
Dwell time improvement at bus station:• Waiting Time Management• Passenger Information System
2
58
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Performance ImprovementA
Devising Operational Measures
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:
Ridership improvement measures• Halt & Go• Shout & Load• Hail & Board
3
Capacity building4
59
Fare Structure
Notes for Trainer
General Information on the Session
Approximately 20 min.
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
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.
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
D Flat fare method
64
Operational Feasibility & Operating Model
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 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.
Questions for Discussion
• 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?
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
65
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
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
66
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Various operating models available
Operational Feasibility & Operating Model
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Using results of operations planning
Operational Feasibility & Operating Model
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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.
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
A. Initiating the Operations Plan
B. Data required for Operations Planning
C. Classification of Routes
2
IntroductionA. Pre-requisites of Operations Planning
B. Brief about Operations Planning1
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
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
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
A. Various fare charging methods
B. Straight-line scale method
C. Tapered scale method
D. Flat fare method
7
Operational
Feasibility &
Operating Model
A. Considerations in a trial run
B. Various operating models available
C. Using results of operations planning
8
Devising Operational
MeasureA. Performance Improvement6
Public Transport
Infrastructure &
Workforce
A. Public Transport Infrastructure 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
74
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
P resentation title[To edit, c lick View > Slide Master > Slide Master]
©2019 Deloitte Shared Services India LLP 1
Participant Manual
1
December 2020December 2020
MINISTRY OF HOUSING AND URBAN AFFAIRS, GOVERNMENT OF INDIA
Consultancy Services for Design and Development of Training Programme for City Transport Professionals
EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)EFFICIENT AND SUSTAINABLE CITY BUS SERVICES PROJECT (INDIA)
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
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
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
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
Table of Contents
Network Feasibility of
Operations
A. Initiating the Operations Plan
B. Data required for Operations Planning
C. Classification of Routes
2
IntroductionA. Pre-requisites of Operations Planning
B. Brief about Operations Planning1
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
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
6
Table of Contents
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
A. Considerations in a trial run
B. Various operating models available
C. Using results of operations planning
8
Devising Operational
MeasureA. Performance Improvement6
Public Transport
Infrastructure &
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
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
8
Introduction
Brief about operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
• 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.
• Selecting the best alternate after proper evaluation.
• 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.
9
Introduction
Brief about operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
• 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
Urban Transit Planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Pre-requisites foe Operations PlanningA
B Brief about Operations Planning
7. Fare Structure
8. Operational Feasibility & Model
11
Network Feasibility of Operations
Integration of Public Transportation
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
8. Operational Feasibility & Model
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.
12
Network Feasibility of Operations
Initiating the operational plan
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
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
Network Feasibility of Operations
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.
RoutePassenger demand
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
14
Network Feasibility of Operations
Classification of routes – Corridor route
Corridor Route
The fig depicts the ridership profile along the route
Bus stop
Rid
ersh
ip
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
15
Network Feasibility of Operations
Classification of routes
The fig. depicts the ridership profile along the route
RoutePassenger demand
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
16
Network Feasibility of Operations
Classification of routes – Activity route
The fig. depicts the ridership profile along the route
Activity
Route
Bus stop
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 nagar 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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
17
Network Feasibility of Operations
Classification of routes
The fig. depicts the ridership profile along the route
RoutePassenger demand
Passes through
Connects
Residential
Route
Residential and activity center
/node
Residential & Activity nodes / centers en-route
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
18
Network Feasibility of Operations
Classification of routes – Residential route
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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
Network Feasibility of Operations
Data required for operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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.
20
Network Feasibility of OperationsData required for operations planning
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Initiating the operational planA
B Classification of Routes
C Data required for an operational plan
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.
Survey Type Details Use
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
Estimation of supply of services
Understanding the concept of load factor No. of
PassengersLoad factor shows the average load on a bus route throughout the day.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
Load Factor =𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑘𝑖𝑙𝑜𝑚𝑒𝑡𝑒𝑟𝑠
Where:
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
22
Estimation of supply of services
Calculating the frequency (Numerical)
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
Question: Calculate the number of buses required.
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 during peak hour
• Average Journey Speed (including waiting time at the bus stop) = 15
kmph
23
Estimation of supply of services
Identifying vehicle size
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.
Vehicle size depends on
Type of service
and willingness
to payRoad genetics
Volume of Traffic
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
24
Estimation of supply of services
Assessing passengers carried at various frequencies
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%.
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
25
Estimation of supply of services
Estimating fleet size required to meet the frequency
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)
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
26
Estimation of supply of services
Key Takeaway
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Calculating the Frequency (Numerical)B
C Identifying vehicle size
Passengers at various frequenciesD
E Fleet size required to meet frequency
5. PT Infrastructure & Workforce
Understanding Load FactorA
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
Legislative Provision
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)
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
28
Legislative Provision
Compliance of Vehicles as per CMVR: AIS:052
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
• 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
Legislative Provision
Compliance of Vehicle as per CMVR: AIS:135 & 140
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Motor Vehicle Act 1988
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Motor Vehicle Act 1988
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
Allied ProvisionE
5. PT Infrastructure & Workforce
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
Legislative Provision
Allied Provision
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B CMVR – AIS:052
CMVR - AIS:135 and 140C
D Motor Vehicle Act 1988
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.
State Motor Vehicle Rules (as amended from time to time)
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.
Motor Transport Workers Act, 1961 (as amended from time to time)
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
Public Transport Infrastructure (PTI) & Workforce
Public transport infrastructure (PTI) required for bus operations
The basic infrastructure required for
operations of public transport
Depot with maintenance
infrastructure
Bus Station &
Terminal Bus Stops
ITS Control
Room2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
Infrastructure
34
Public Transport Infrastructure & Workforce
Bus Depot (Overview)
BEST Depot, Mumbai
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
Refer MoHUA Manual
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
35
Public Transport Infrastructure & Workforce
Bus Depot – Essential elements
Parking
Servicing and
Maintenance
facilities
Allied facility to
boost efficiency
and safety
Environmental
considerations
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
36
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Fare Structure
8. Operational Feasibility & Model
Category Description Generally Located
Minimum boarding point
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
Main passenger transport corridors
Premium stop Sites near attractors with high boarding demand,Corridors with high frequency services
Major attractors, interchanges,Main corridors
37
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
Transit Stop Location
7. Fare Structure
8. Operational Feasibility & Model
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
Public Transport Infrastructure & Workforce
Preferred placement of bus stops
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
6. Devising Operational Measure
7. Fare Structure
8. Operational Feasibility & Model
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
39
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
A – Near side bus stop
A
D
C
B
B, C & D – Far side bus stop
E
E- Mid-block bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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 – Near side bus stop
A
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
41
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
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
B, C & D – Far side bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
42
Public Transport Infrastructure & Workforce
Types of bus stops/shelters
Direction of vehicular traffic
Bus bay
Direction of vehicular traffic
Entry for the bus
E- Mid-block bus stop
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
43
Public Transport Infrastructure & Workforce
Essential elements of Bus stops/shelters
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
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
Public Transport Infrastructure & Workforce
Essential elements of Bus station/terminal
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
45
Public Transport Infrastructure & Workforce
Key Takeaway
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
5. PT Infrastructure & Workforce
1. Introduction
OverviewA
B Bus Depot
Bus Stop - TypesC
D Bus Stop – Essential elements
Bus Terminal – Essential elementsE
• 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
8. Operational Feasibility & Model
6. Devising Operational Measure
46
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Performance ImprovementA
Devising Operational Measures
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.
Decongesting the central area1
Dwell time improvement at bus station:• Waiting Time Management• Passenger Information System
2
Performance Improvement
47
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Performance ImprovementA
Devising Operational Measures
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.
Ridership improvement measures• Halt & Go• Shout & Load• Hail & Board
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
Performance Improvement
48
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
5. PT Infrastructure & Workforce
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
Devising Operational Measures
Performance Improvement
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Performance ImprovementA
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
5. PT Infrastructure & Workforce
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
Devising Operational Measures
Performance Improvement
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
Performance ImprovementA
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.
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.
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
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.
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Various fare charging methodsA
B Straight-line scale method
Tapered scale methodC
D Flat fare method
55
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
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
56
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Operational Feasibility & Operating Model
Considerations in trial runs
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Various operating models available
Operational Feasibility & Operating Model
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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
Using results of operations planning
Operational Feasibility & Operating Model
2. Network feasibility of Operations
3. Estimation of supply of services
4. Legislative provision
1. Introduction
7. Fare Structure
8. Operational Feasibility & Model
6. Devising Operational Measure
5. PT Infrastructure & Workforce
Considerations in trial runA
B Various operating models available
Using result of operations planningC
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.
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
A. Initiating the Operations Plan
B. Data required for Operations Planning
C. Classification of Routes
2
IntroductionA. Pre-requisites of Operations Planning
B. Brief about Operations Planning1
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
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
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
A. Various fare charging methods
B. Straight-line scale method
C. Tapered scale method
D. Flat fare method
7
Operational
Feasibility &
Operating Model
A. Considerations in a trial run
B. Various operating models available
C. Using results of operations planning
8
Devising Operational
MeasureA. Performance Improvement6
Public Transport
Infrastructure &
Workforce
A. Public Transport Infrastructure 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
64
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
P resentation title[To edit, c lick View > Slide Master > Slide Master]
©2019 Deloitte Shared Services India LLP 1
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.
P resentation title[To edit, c lick View > Slide Master > Slide Master]
©2019 Deloitte Shared Services India LLP 1
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.
P resentation title[To edit, c lick View > Slide Master > Slide Master]
©2019 Deloitte Shared Services India LLP 1
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
Following information:
• 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.