bus scheduling optimisation

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

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 Prof. T.Krishnakumar

Dept. of Mechanical engineering Head of the department

Dept. of Mechanical

Place: Thrissur

Date:


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.


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 co-

operation in completing the project work.

Above all, we should express our supreme gratitude to almighty God for making this

project a reality.


TABLE OF CONTENTS

1. INTRODUCTION

2. COLLECTED DATA

3. ANALYSIS

4. RESULT

5. CONCLUSION

6. BIBLIOGRAPHY

7. APPENDIX


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


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


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.


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.


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 thrissur Rs. 19chalakkudy amballur Rs. 12chalakkudy kodakara Rs. 7kodakara thrissur Rs. 13kodakara amballur Rs. 6amballur thrissur 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.


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.

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)

5.25 6 6.57.25 8 9

9.7510.5

11.512.58

13.3314.33

15.0815.83

17.1717.92

18.660

200

400

600

800

1000

1200

1400

f(x) = − 0.000214646 x⁵ + 0.022700461 x⁴ − 0.69557544 x³ + 2.48426476 x² + 132.433643 x − 88.9909735

Bus income (Thrissur -Chalakudy)

Series1Polynomial (Series1)

Bus time

Inco

me

Figure 1

66.75

7.75 8.59.25

10.25 1111.75

13.0813.83

14.5815.58

16.6617.42

18.420

200

400

600

800

1000

1200

1400

f(x) = 0.000101895 x⁵ − 0.017984792 x⁴ + 1.0533901 x³ − 24.9761453 x² + 226.114251 x + 166.427594

Bus income (Chalakudy - Thrissur)


Bus time

Inco

me

Figure 2


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


2. The number of people getting in from Amballur is

X*(0.7*6+0.3*12)=30% of total fare


3. The number of people getting in from kodakara is

X*7=10% of total cost


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 chalakkud

y

kodakara Amballur Thrissu

r

no of

people

from

Chalakkud

y

no of

people

from

kodakara

no of

people

from

Amballur

6 410 123 246 41 0 11 33 5

6.25 443 133 266 44 0 12 36 5

6.5 600 180 360 60 0 17 49 7

6.75 819 246 491 82 0 23 66 9

7.25 833 250 500 83 0 23 68 9

7.5 708 212 425 71 0 19 57 8

7.75 783 235 470 78 0 22 64 9

8 887 266 532 89 0 24 72 10

8.25 929 279 557 93 0 26 75 10

8.5 1089 327 653 109 0 30 88 12

8.75 956 287 574 96 0 26 78 11

9 647 194 388 65 0 18 52 7

9.25 595 179 357 60 0 16 48 7

9.75 563 169 338 56 0 16 46 6

10 550 165 330 55 0 15 45 6

10.25 543 163 326 54 0 15 44 6

10.5 520 156 312 52 0 14 42 6


10.75 560 168 336 56 0 15 45 6

11 637 191 382 64 0 18 52 7

11.25 533 160 320 53 0 15 43 6

11.5 583 175 350 58 0 16 47 6

11.75 570 171 342 57 0 16 46 6

12.58 590 177 354 59 0 16 48 7

12.83 566 170 340 57 0 16 46 6

13.08 760 228 456 76 0 21 62 8

13.33 868 260 521 87 0 24 70 10

13.58 833 250 500 83 0 23 68 9

13.83 967 290 580 97 0 27 78 11

14.08 940 282 564 94 0 26 76 10

14.66 747 224 448 75 0 21 61 8

14.58 700 210 420 70 0 19 57 8

15.08 697 209 418 70 0 19 56 8

15.33 800 240 480 80 0 22 65 9

15.58 780 234 468 78 0 21 63 9

15.83 807 242 484 81 0 22 65 9

16.08 1007 302 604 101 0 28 82 11

16.66 1140 342 684 114 0 31 92 13

16.92 1298 389 779 130 0 36 105 14

17.17 1130 339 678 113 0 31 92 13

17.42 1047 314 628 105 0 29 85 12

17.92 1171 351 703 117 0 32 95 13

18.17 1014 304 608 101 0 28 82 11

18.42 997 299 598 100 0 27 81 11

18.67 823 247 494 82 0 23 67 9

18.92 740 222 444 74 0 20 60 8

Table 2


The graph formed is shown below;

6.25 7.5 8.59.75

10.7511.75

13.3314.66

15.5816.92

18.170

5

10

15

20

25

30

35

40

f(x) = − 0.000173581 x⁴ + 0.0158238 x³ − 0.457296 x² + 4.647075 x + 7.389912

No of people from Chalakkudy


figure 3

66.75

7.75 8.59.25

10.25 1111.75

13.0813.83

14.5815.58

16.6617.42

18.420

20

40

60

80

100

120

f(x) = − 0.000512843 x⁴ + 0.0467852 x³ − 1.3525068 x² + 13.736706 x + 21.619806

No of people from Kodakara


Figure 4


67.25

8.259.25

10.511.5

13.0814.08

15.3316.66

17.9218.92

0

2

4

6

8

10

12

14

16

f(x) = − 0.0000724962 x⁴ + 0.00657412 x³ − 0.188333 x² + 1.879646 x + 3.161788

No of people from Amballur


Figure 5

No. OF PEOPLE: THRISSUR-CHALAKKUDY

Time total thrissr amballoo

r

kodakar

a

chalakud

y

no of

people

from

thrissur

no. of

people

from

amballor

no.of

people

from

kodakara

5.25 267 160 80 27 0 13 10 2

5.5 83 50 25 8 0 4 3 1

5.75 67 40 20 7 0 3 3 1

6 113 68 34 11 0 5 4 1

6.01 960 576 288 96 0 46 37 7

6.25 809 485 243 81 0 38 31 6

6.5 763 458 229 76 0 36 29 6

6.75 817 490 245 82 0 39 31 6

7 825 495 248 83 0 39 32 6

7.25 105

8

635 317 106 0 50 41 8

7.5 102

1

613 306 102 0 49 39 8

7.75 118

3

710 355 118 0 56 46 9

8 897 538 269 90 0 43 34 7


8.5 113

1

679 339 113 0 54 43 9

8.75 119

7

718 359 120 0 57 46 9

9 126

7

760 380 127 0 60 49 10

9.25 126

2

757 379 126 0 60 49 10

9.5 884 530 265 88 0 42 34 7

9.75 827 496 248 83 0 39 32 6

10 851 511 255 85 0 41 33 7

10.25 968 581 290 97 0 46 37 7

10.5 620 372 186 62 0 30 24 5

11 637 382 191 64 0 30 24 5

11.25 762 457 229 76 0 36 29 6

11.5 664 398 199 66 0 32 26 5

11.75 619 371 186 62 0 29 24 5

12 634 380 190 63 0 30 24 5

12.58 692 415 208 69 0 33 27 5

12.83 593 356 178 59 0 28 23 5

13.08 680 408 204 68 0 32 26 5

13.33 539 323 162 54 0 26 21 4

13.83 647 388 194 65 0 31 25 5

14.08 563 338 169 56 0 27 22 4

14.33 583 350 175 58 0 28 22 4

14.58 510 306 153 51 0 24 20 4

14.83 518 311 155 52 0 25 20 4

15.08 501 301 150 50 0 24 19 4

15.33 643 386 193 64 0 31 25 5

15.42 704 422 211 70 0 33 27 5

15.83 613 368 184 61 0 29 24 5

16.66 874 524 262 87 0 42 34 7


16.92 947 568 284 95 0 45 36 7

17.17 970 582 291 97 0 46 37 7

17.42 953 572 286 95 0 45 37 7

17.66 114

1

685 342 114 0 54 44 9

17.92 114

3

686 343 114 0 54 44 9

18.17 863 518 259 86 0 41 33 7

18.42 955 573 287 96 0 45 37 7

18.66 649 389 195 65 0 31 25 5

Table 3

The graphs

5.256.01 7 8

9.2510.25

11.512.83

14.0815.08

16.6617.66

18.660

10

20

30

40

50

60

70

f(x) = − 0.000190923 x⁴ + 0.0233583 x³ − 0.94917841 x² + 14.192521 x − 19.231744

No of people from Thrissur


Figure 6


5.256.01 7 8

9.2510.25

11.512.83

14.0815.08

16.6617.66

18.660

10

20

30

40

50

60

f(x) = − 0.000154756 x⁴ + 0.0189414 x³ − 0.7698853 x² + 11.516068 x − 15.741434

No of people from amballur


Figure 7

0

2

4

6

8

10

12

f(x) = − 0.0000291671 x⁴ + 0.00361345 x³ − 0.148413 x² + 2.237383 x − 2.910636

No of people from kodakara


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.


INCOME OF BUSES

Bus No Starting time Income

1 5.25 8732

2 5.5 8226

3 5.75 8266

4 6 7171

5 6 8073

6 6.25 7955

7 6.5 8113

8 6.75 8037

9 7 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.

1 2 3 4 5 6 7 8 90

100020003000400050006000700080009000

10000

Income of buses

Series1

Bus numbers

Inco

me(

Rs.)

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 Thrissur-chalakkudy 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


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

Starting time from

CLDY

1 5.15

2 5.75

3 6.15 1 6

4 6.562 2 6.5

5 6.974 3 7

6 7.386 4 7.5

7 7.636 5 7.912

8 7.886 6 8.324

9 8.136 7 8.736

10 8.386 8 9.148

11 8.636 9 9.56

12 8.886 10 9.972

13 9.136 11 10.384

14 9.466 12 10.796

15 9.796 13 11.208

16 10.126 14 11.62

17 10.538 15 12.032

18 10.95 16 12.4

19 11.362 17 12.73

20 11.774 18 13.06

21 12.186 19 13.39

22 12.598 20 13.72

23 13.01 21 14.05

24 13.422 22 14.462

25 13.834 23 14.874


26 14.334 24 15.286

27 14.834 25 15.698

28 15.334 26 15.948

29 15.834 27 16.198

30 16.334 28 16.448

31 16.664 29 16.948

32 16.994 30 17.36

33 17.324 31 17.69

34 17.654 32 18.102

35 17.984 33 18.352

36 18.314 34 18.682

37 18.644 35 19.012

38 18.974 36 19.342

39 19.304 37 19.672

40 19.634 38 20.002

39 20.332

40 20.662

Table 5

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.


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.


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.


BIBLIOGRAPHY


bus scheduling optimisation

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