OPTIMISATION OF KSRTC BUS SCHEDULING

Mini Project Report 2012

Submitted By JISHNU.T.R JITHIN GEORGE JOMON.P.V KHALEEL IQBAL KISHAN LAL.K

Department of Mechanical engineering Government Engineering College, Thrissur

Department of Mechanical Engineering, Govt Engineering College, Thrissur

OPTIMISATION OF KSRTC BUS SCHEDULING

Mini Project Report 2012

Submitted By JISHNU.T.R JITHIN GEORGE JOMON.P.V KHALEEL IQBAL KISHAN LAL.K

Department of Mechanical Engineering Government Engineering College, Thrissur

Department of Mechanical Engineering, Govt Engineering College, Thrissur

DEPARTMENT OF MECHANICAL ENGINEERING

2012 CERTIFICATE This is to certify that the Mini-Project Report entitled Optimisation of KSRTC bus scheduling was presented by JISHNU. T.R JITHIN GEORGE JOMON.P.V KHALEEL IQBAL KISHAN LAL.K Of the Sixth Semester Mechanical Engineering in partial fulfillment of the requirement for the award of the Degree of Bachelor of Technology in Mechanical engineering under the University of Calicut in the year 2012. Staff in Charge Prof. E.S.Ramasubramaniam Dept. of Mechanical engineering Prof. T.Krishnakumar Head of the department Dept. of Mechanical Place: Thrissur Date:

Department of Mechanical Engineering, Govt Engineering College, Thrissur

ABSTRACT

The existing time schedule of KSRTC ordinary buses in Chalakudy- Thrissur route is found to be uneconomical. Rescheduling in this route was done to minimise the losses. The calculations were done according to the data collected from KSRTC. New schedule is to be economical and at the same time should not cause any inconvenience to the passengers.

Department of Mechanical Engineering, Govt Engineering College, Thrissur

ACKNOWLEDGEMENT We express our deep sense of gratitude and indebtedness to Prof. T Krishnakumar Head of Department of Mechanical Engineering for his valuable advice, constant encouragement and constructive criticism during the course of the project and also during the preparation of this manuscript. We place on record the valuable suggestions and numerous constructive comments rendered by Prof.E S Ramasubramaniam, professor, Department of Mechanical Engineering and for being our internal guide in the development of our project. We express our sincere gratitude to Prof. P.A. Abdul Samad for helping us with his timely advices. We are grateful to the officials and employees of KSRTC Thrissur depot for providing us with all the data required to complete this project. We are highly indebted to all the staff members of Mechanical Department for their wholehearted support and co-operation. We also express our sincere thanks to all the classmates for their support and cooperation in completing the project work. Above all, we should express our supreme gratitude to almighty God for making this project a reality.

Department of Mechanical Engineering, Govt Engineering College, Thrissur

TABLE OF CONTENTS

1.
2. 3. 4. 5. 6. 7.

INTRODUCTION COLLECTED DATA ANALYSIS RESULT CONCLUSION BIBLIOGRAPHY APPENDIX

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LIST OF TABLES

1. Fare details

2. No. of people : chalakkudy-thrissur

3. No. of people : thrissur- chalakkudy

4. Income of buses

5. New schedule

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LIST OF FIGURES
1. Bus income: thrissur-chalakkudy 2. Bus income: chalakkudy-thrissur 3. No. of people from Chalakkudy(chalakkudy-thrissur route) 4. No. of people from Kodakara(chalakkudy-thrissur route) 5. No. of people from Amballur(chalakkudy-thrissur route) 6. No. of people from thrissur(thrissur-chalakkudy route) 7. No. of people from amballur(thrissur-chalakkudy route) 8. No. of people from kodakara(thrissur-chalakkudy route) 9. Income of buses

Department of Mechanical Engineering, Govt Engineering College, Thrissur

1. INTRODUCTION
Kerala State Road Transport Corporation or KSRTC is the state-run bus company in Kerala. It is one of the oldest state run public bus transport services in India. The Kerala State Road Transport Corporation began as the Travancore State Transport Department, constituted by the former Travancore Government with the intent of reorganizing the transportation services of the former state. The State Motor Service was inaugurated by His Highness Sree Chithirathirunal on the 20th of February 1938. The first fleet consisted of 60 Comet chassis fitted with Perkins diesel engines, imported from England. The bodies of the buses were built by the staff of the Travancore State Transport Department under the supervision of the Superintendent. Following the enactment of the Road Transport Corporation Act in 1950, the Government of Kerala formulated KSRTC rules in 1965 by Section 44. The Transport Department was converted into an autonomous corporation on 1 April 1965 and the Kerala State Road Transport Corporation was formally established by the government of Kerala by the notification dated, 15 March 1965. For all KSTRC Buses the registration number starts with KL-15. The daily scheduled distance for bus services is at present 14 22546 km with nearly 5,373 buses running on 4,795 schedules every day. Average number of passengers transported in a day is 31.45 Lakhs (3.145 million).The average earnings per km (EPKM) work out to around Rs. 25.69 and the average earnings per bus (EPB) works out to Rs. 8,329. Out of the 4,800 schedules, 850 are loss making. The KSRTC is incurring a loss of Rs.40 crore every month owing to various reasons such as unscientific scheduling, lack of proper maintenance, social commitment being a public sector organization, huge amount paid as salaries and pension, etc

We made a study on Thrissur - chalakkudy route which is a part of Thrissur depot. Thrissur Bus Station and depot office is situated in Kokkalai in the heart of the Thrissur city. It runs long distance, inter-state and city services. It is a particularly important station because of its strategic location on the major National Highways 17 and 47. It is also the centre most station in the state, thus having easiest access in the state to all the major cities in Kerala and South India. More than thousand buses pass through this bus station. There are 82 bus schedules from Thrissur bus station. It has also a maintenance and repair wing.

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The study was done under the guidance of Mr.Pradeep Kumar, the zonal manager of Thrissur depot. The Thrissur Chalakkudy route is 30 km long. There are nine ordinary buses running in this route. Most of these buses are incurring losses due to various reasons. We concentrate mainly on the aspect of scheduling of buses. The general public who depend on ordinary buses are common people. So our objective is to make a new time schedule which helps to reduce losses and at the same time taking care that no inconvenience is caused to the passengers. At present the average time gap between the buses are around 15 to 30 minutes. We try to reduce the gap between buses to feasible minimum at peak time and reduce the frequency at less congested time.

Department of Mechanical Engineering, Govt Engineering College, Thrissur

2. COLLECTED DATA

TRIP-WISE COLLECTION DETAILS KSRTC depot Thrissur provided us with the trip wise collection details for the month of January 2012 of the nine ordinary buses running between Thrissur and Chalakkudy. It consisted of the starting time and amount collected in each trip for 31 days. The data is added as appendices (appendix 1 to appendix 9).

FARE DETAILS

chalakkudy chalakkudy chalakkudy kodakara kodakara amballur

thrissur amballur kodakara thrissur amballur thrissur

Rs. 19 Rs. 12 Rs. 7 Rs. 13 Rs. 6 Rs. 9

Table 1 The fare details of ordinary buses between important stations were collected. The important stops chosen were Chalakkudy, Kodakara, Amballur and Thrissur.

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3. ANALYSIS
ASSUMPTIONS As there exist, a number of stops between Thrissur and Chalakkudy, it is very complex to include all these in the calculations. So for convenience we chose four main stations viz. chalakkudy, kodakara, Amballur and Thrissur. The main assumptions were CHALKKUDY TO THRISSUR The percentage of total fare collected from Chalakkudy, Kodakara and Amballur are 30%, 60% and 10% respectively. Among the people getting in from chalakkudy the percentage of people getting down at kodakara, Amballur and Thrissur are 50%, 30% and 20% respectively. Among the people getting in from kodakara the percentage of people getting down at Amballur and Thrissur are 80% and 20% respectively. Among the people getting in from Amballur 100% get down at Thrissur.

THRISSUR TO CHALAKKUDY The percentage of total fare collected from Thrissur, Amballur, kodakara are 60%, 30% and 10%. Among the people getting in from Thrissur the percentage of people getting down at Amballur, kodakara and chalakkudy are 20%, 40% and 40%. Among the people getting in from Amballur the percentage of people getting down at kodakara and chalakkudy are 70% and 30%. Among the people getting in from kodakara 100% get down at chalakkudy.

Department of Mechanical Engineering, Govt Engineering College, Thrissur

CALCULATONS From appendices 1 to 9 the average collection for each trip was calculated. This was tabulated and the following graphs were plotted. Bus income v/s time (chalakkudy-Thrissur) Bus income v/s time(Thrissur-chalakkudy)

Bus income (Thrissur -Chalakudy)

1400 1200 1000 Income 800 600 400 200 0 Series2 Poly. (Series2) y = -0.0002x5 + 0.0227x4 - 0.6956x3 + 2.4843x2 + 132.43x - 88.991

17.92

5.25

7.25

9.75

10.5

11.5

12.58

13.33

14.33

15.08

15.83

17.17

Bus time

Figure 1

Bus income (Chalakudy - Thrissur)

1400 1200 1000 Income 800 600 400 200 0 6 6.5 7.25 7.75 8.25 8.75 9.25 10 10.5 11 11.5 12.58 13.08 13.58 14.08 14.58 15.33 15.83 16.66 17.17 17.92 18.42 18.92 Series2 Poly. (Series2) y = 0.0001x5 - 0.018x4 + 1.0534x3 - 24.976x2 + 226.11x + 166.43

Bus time

Figure 2

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18.66

6.5

From this graph time intervals with maximum and minimum collections were found. For Thrissur-Chalakkudy route the peak times were found to be 07.00 to 10.00 and 16.00 to 17.00. For Chalakkudy-Thrissur route the peak time is found almost similar. As per the assumptions made the queue model of passengers at each stations were made. CHALAKKUDY THRISSUR 1. If number of people getting in from chalakkudy is X then X*(0.5*7+0.3*12+0.2*19) =30% of total fare X=30% of total fare/ 10.9 2. The number of people getting in from kodakara is X*(0.8*+0.2*13) =60% of total fare X=60% of total fare/7.4 3. The number of people getting in from Amballur is X*9=20% of total fare X=20% of total fare/9 THRISSUR CHALAKKUDY 1. If number of people getting in from Thrissur is X then X*(0.2*19+0.4*13+0.4*9)=60% of total fare X=60% of total fare/12.6 2. The number of people getting in from Amballur is X*(0.7*6+0.3*12)=30% of total fare X=30% of total fare/7.8 3. The number of people getting in from kodakara is X*7=10% of total cost

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X=10% of total cost/7 According to these calculations a distribution is made between number of people getting in at different stops and time. For finding the number of people waiting at a particular time graphs are also plotted. No. OF PEOPLE: CHALAKKUDY-THRISSUR

time

total

chalakkudy kodakara

Amballur

Thrissur no of people from

no of people from

no of people from Amballur 5 5 7 9 9 8 9 10 10 12 11 7 7 6 6 6 6

Chalakkudy kodakara 6 6.25 6.5 6.75 7.25 7.5 7.75 8 8.25 8.5 8.75 9 9.25 9.75 10 10.25 10.5 410 443 600 819 833 708 783 887 929 1089 956 647 595 563 550 543 520 123 133 180 246 250 212 235 266 279 327 287 194 179 169 165 163 156 246 266 360 491 500 425 470 532 557 653 574 388 357 338 330 326 312 41 44 60 82 83 71 78 89 93 109 96 65 60 56 55 54 52 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 12 17 23 23 19 22 24 26 30 26 18 16 16 15 15 14 33 36 49 66 68 57 64 72 75 88 78 52 48 46 45 44 42

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10.75

560

168

336

56

15

45

11 11.25 11.5 11.75 12.58 12.83 13.08 13.33 13.58 13.83 14.08 14.66 14.58 15.08 15.33 15.58 15.83 16.08 16.66 16.92 17.17 17.42 17.92 18.17 18.42 18.67 18.92

637 533 583 570 590 566 760 868 833 967 940 747 700 697 800 780 807 1007 1140 1298 1130 1047 1171 1014 997 823 740

191 160 175 171 177 170 228 260 250 290 282 224 210 209 240 234 242 302 342 389 339 314 351 304 299 247 222

382 320 350 342 354 340 456 521 500 580 564 448 420 418 480 468 484 604 684 779 678 628 703 608 598 494 444

64 53 58 57 59 57 76 87 83 97 94 75 70 70 80 78 81 101 114 130 113 105 117 101 100 82 74

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18 15 16 16 16 16 21 24 23 27 26 21 19 19 22 21 22 28 31 36 31 29 32 28 27 23 20

52 43 47 46 48 46 62 70 68 78 76 61 57 56 65 63 65 82 92 105 92 85 95 82 81 67 60

7 6 6 6 7 6 8 10 9 11 10 8 8 8 9 9 9 11 13 14 13 12 13 11 11 9 8

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Table 2 The graph formed is shown below;

40 35 30 25 20 15 10 5 0 6.25 7.25 8 8.75 9.75 10.5 11.25 12.58 13.33 14.08 15.08 15.83 16.92 17.92 18.67 y = -0.0002x4 + 0.0158x3 - 0.4573x2 + 4.6471x + 7.3899 Series1 Poly. (Series1)

No of people from Chalakkudy

figure 3
120 100 80 60 y = -0.0005x4 + 0.0468x3 - 1.3525x2 + 13.737x + 21.62 40 20 0 Series1 Poly. (Series1)

No of people from Kodakara

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6.75 7.75 8.5 9.25 10.25 11 11.75 13.08 13.83 14.58 15.58 16.66 17.42 18.42

Figure 4

16 14 12 10 8 6 4 2 0

No of people from Amballur

Series1 Poly. (Series1) y = -7E-05x4 + 0.0066x3 - 0.1883x2 + 1.8796x + 3.1618 6 6.75 7.75 8.5 9.25 10.25 11 11.75 13.08 13.83 14.58 15.58 16.66 17.42 18.42

Figure 5 No. OF PEOPLE: THRISSUR-CHALAKKUDY Time total thrissr amballoo r kodakar a chalakud y no of people from thrissur 5.25 5.5 5.75 6 6.01 6.25 6.5 6.75 7 7.25 267 83 67 113 960 809 763 817 825 105 8 7.5 102 1 7.75 118 3 710 355 118 0 56 46 9 613 306 102 0 49 39 8 160 50 40 68 576 485 458 490 495 635 80 25 20 34 288 243 229 245 248 317 27 8 7 11 96 81 76 82 83 106 0 0 0 0 0 0 0 0 0 0 13 4 3 5 46 38 36 39 39 50 no. of people from amballor 10 3 3 4 37 31 29 31 32 41 no.of people from kodakara 2 1 1 1 7 6 6 6 6 8

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8 8.5

897 113 1

538 679

269 339

90 113

0 0

43 54

34 43

7 9

8.75

119 7

718

359

120

57

46

126 7

760

380

127

60

49

10

9.25

126 2

757

379

126

60

49

10

9.5 9.75 10 10.25 10.5 11 11.25 11.5 11.75 12 12.58 12.83 13.08 13.33 13.83 14.08 14.33 14.58 14.83 15.08 15.33 15.42 15.83

884 827 851 968 620 637 762 664 619 634 692 593 680 539 647 563 583 510 518 501 643 704 613

530 496 511 581 372 382 457 398 371 380 415 356 408 323 388 338 350 306 311 301 386 422 368

265 248 255 290 186 191 229 199 186 190 208 178 204 162 194 169 175 153 155 150 193 211 184

88 83 85 97 62 64 76 66 62 63 69 59 68 54 65 56 58 51 52 50 64 70 61

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

42 39 41 46 30 30 36 32 29 30 33 28 32 26 31 27 28 24 25 24 31 33 29

34 32 33 37 24 24 29 26 24 24 27 23 26 21 25 22 22 20 20 19 25 27 24

7 6 7 7 5 5 6 5 5 5 5 5 5 4 5 4 4 4 4 4 5 5 5

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16.66 16.92 17.17 17.42 17.66

874 947 970 953 114 1

524 568 582 572 685

262 284 291 286 342

87 95 97 95 114

0 0 0 0 0

42 45 46 45 54

34 36 37 37 44

7 7 7 7 9

17.92

114 3

686

343

114

54

44

18.17 18.42 18.66

863 955 649

518 573 389

259 287 195

86 96 65

0 0 0 Table 3

41 45 31

33 37 25

7 7 5

The graphs
70 60 50 40 30 20 10 y = -0.0002x4 + 0.0234x3 - 0.9492x2 + 14.193x - 19.232 0 -10 5.25 6 6.5 7.25 8 9 9.75 10.5 11.5 12.58 13.33 14.33 15.08 15.83 17.17 17.92 18.66 Series1 Poly. (Series1)

No of people from Thrissur

Figure 6

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60 50 40 30 20 10

No of people from amballur

Series1 Poly. (Series1)

y = -0.0002x4 + 0.0189x3 - 0.7699x2 + 11.516x - 15.741 0 -10 5.25 6 6.5 7.25 8 9 9.75 10.5 11.5 12.58 13.33 14.33 15.08 15.83 17.17 17.92 18.66

Figure 7

12 10 8 6

No of people from kodakara

Series1 4 2 y = -3E-05x4 + 0.0036x3 - 0.1484x2 + 2.2374x - 2.9106 0 -2 5.25 6 6.5 7.25 8 9 9.75 10.5 11.5 12.58 13.33 14.33 15.08 15.83 17.17 17.92 18.66 Poly. (Series1)

Figure 8

From these graphs, the number of people getting in from all the four stations at a particular time and corresponding bus collection can be obtained. This can be used in calculating profit for any time schedule we provide.

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INCOME OF BUSES Bus No Starting time 1 2 3 4 5 6 7 8 9 5.25 5.5 5.75 6 6 6.25 6.5 6.75 7 Income 8732 8226 8266 7171 8073 7955 8113 8037 8101

Table 4 Table 4 gives the average collection of all the nine ordinary buses. Bus number 4 with the least average collection is eliminated.

Income of buses
10000 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 1 2 3 4 5 6 7 8 9 Bus numbers

Income(Rs.)

Series2

Figure 9 By eliminating this bus we can cut down the fixed and running cost in this route. The bus can be effectively used in any other profitable routes. This reduces the number of trips per day in chalakkudy-Thrissur and Thrissurchalakkudy routes by 5. The new schedule was made for equal intervals and varying intervals by inspecting figure 1 and figure 2. The profit for equal intervals was calculated using

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matlab. The profit for varying time intervals was analysed using spreadsheet. The queue model was used for this. The new schedule for varying time intervals follows NEW SCHEDULE Starting time from TCR 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 5.15 5.75 6.15 6.562 6.974 7.386 7.636 7.886 8.136 8.386 8.636 8.886 9.136 9.466 9.796 10.126 10.538 10.95 11.362 11.774 12.186 12.598 13.01 13.422 13.834 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 6 6.5 7 7.5 7.912 8.324 8.736 9.148 9.56 9.972 10.384 10.796 11.208 11.62 12.032 12.4 12.73 13.06 13.39 13.72 14.05 14.462 14.874 Starting time from CLDY

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26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

14.334 14.834 15.334 15.834 16.334 16.664 16.994 17.324 17.654 17.984 18.314 18.644 18.974 19.304 19.634

24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 Table 5

15.286 15.698 15.948 16.198 16.448 16.948 17.36 17.69 18.102 18.352 18.682 19.012 19.342 19.672 20.002 20.332 20.662

According to the new time schedule the total collection per day in chalakkudy- Thrissur route is Rs.25831 and in thrissur chalakkudy route is Rs.37903. The present collection is Rs.35180 and Rs.37467 respectively. This reduction in cost is not much considerable since the running and fixed cost of a bus is saved.

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4. RESULT

Bus number 4 is eliminated. This reduces the number of trips per day by 5 in both the routes. This also saves the fixed and running cost of this bus. The bus can be effectively used in some other profitable routes. A revised time schedule is made for the remaining 8 ordinary buses. This new schedule reduces the losses considerably.

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4. CONCLUSION

The new schedule was formed by manual inspection. It becomes very complex if done mathematically, since there are a large number of physical constraints.

LIMITATIONS
The starting time of first trip and ending time of last trip cannot be altered considerably. As each trip takes one hour on average and only 8 buses are available, only a maximum of 4 buses can be allotted per hour in each route. Sufficient refreshment time should be provided for employees.

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BIBLIOGRAPHY

Department of Mechanical Engineering, Govt Engineering College, Thrissur