Chapter-1: Elements of Mass Transportation. Chapter -2: Transport Management. Chapter-3: Planning for New Transport Organization.

Chapter-4: Motor Vehicle Act. Chapter -5: Accident & Prevention. Chapter -6: Laws Related to Pollution Under Control (PUC).

 History of Transport. Modes of Transport.

Transport is playing a vital role in the systematic planned development of the world. The rapid growth of urban areas and its consequent geographic spread has brought with it serious problems & providing for adequate movement of the population. Transport plays an important role in development of urban & rural areas. The development & manufacture of automobiles have been a tremendous help to industrial growth in various countries and has helped to offer the incentives to raise the living standard of people.

 There are four different modes of transport

which are as follows. Motor Transport Air Transport Rail Transport Water Transport.

 Advantages
Lower costs Accessibility

Small, frequent shipments

Disadvantages
Speed Capacity Range

 Advantages Premium transportation Speed delivery Range Disadvantages Price Non-direct points Add-on charges Necessary?

 Advantages Lowest overall cost per unit weight Consistent time schedule Recommended with most commodity types Weather Disadvantages Inflexibility Potential damage of goods Ineffective with small shipments

Large volumes Long distances Slower than air travel Limited access

 Transport Management

Transport organization structure, operations, General set

up. Transport industry, government / (STU) State Government Undertakings and private Bus transport organizations. Bus depot organization structure. Truck fleet operators organization.
Economics of Road Transport Theory of fares and cost of services, fare charging, costing

and statistics of operating cost.

Organization structure of fleet management. General Manager

Accounts Manager Accountant Accounts Clerk Traffic Manager Traffic Supdt Traffic Inspector Head Mech Works Manager Works supdt Foreman Purchase officer Purchase Asst. Stores Manager Stores Officer Store keeper Store Clerk

Cashier

Asst. Traffic Inspector

Traffic Controller

Mechanic

Asst. Purchase Mechanic clerk

Conductors/Drivers

Helpers

Group of motor vehicles operating together under the same ownership. In India about 69 STUs are existing and operating at least 1.12 Lakhs of Buses and employing 7.5 Lakhs employees.

Organization structure of STUs at State level. Chairman Vice chairman and Managing Director
Chief Traffic officer Chief Mech. engineer Chief Personnel Manager Controller of Stores and Purchases Chief Admn. officer Chief vigilance officer

Organization structure of STUs at Division Levels. Divisional Controller

Divisional Traffic officer Divisional Divisional Mech. Administrative Engineer officer Divisional Accounts officer Divisional Stats officer Divisional Stores officer Divisional Security officer

Organization structure of STUs at Depot Level Depot Manager

Asst. Works Superintendent Asst. Traffic Superintendent Traffic Inspector Asst. Traffic Inspector Traffic Controller Conductor/Driver Administrative Supervisor Assistant Accounts Asst. Store Keeper Asst. Junior Assistant Cashier/Issue Clerk Store Clerk

Chargeman
Head Artisan Artisan Asst. Artisan Helper

The organizational structure at the top management trend will play a crucial role in determining the effectiveness of the management and its capacity to achieve speedily its corporate objects. It is now well accepted that one executive designated Chairman cum Managing Director should be in total undisputed charge of an organization The Chairman cum Managing Director would be assisted by functional directors and they along with a few experts , would constitute the Board of Directors. Keeping in view the requirements of a transport undertakings a recommended structure of the principle executives in a transport undertaking are indicated.

There are five principle areas of activity in a transport industry.

Fleet Maintenance Materials Management Traffic Management Personnel Management Financial Management

Chairman cum Managing Director

Public Relation Director ( Tech ) Director ( operation ) Director (Financial ) (A) Financial Manager

Corporate planner

Chief Mech. Engg

Materials Manager

Personal Manager

Traffic Manager

1) 2) 3) 4)

Civil engineer Traffic engineer Industrial engineer Data processing engineer

Chief Training Officer Chief labour officer

(B)Cost Accountant (C) Internal Audit

Depends upon the activity of an organization e.g. transportation, post, manufacturing. An organization associated with passenger transportation requires the fleet suitable for passenger transportation such as buses, mini buses etc. The larger the size of the organization ,more the area of operations the more there number and type of vehicles it needs. Apart form the buses, such an organization requires a few vehicles for transportation of goods such as assembly or aggregates as well as for some local transportation for their own needs. Therefore recovery vans are also becomes necessary for organization engaged in passenger transportation over a large scale of organization.

The organization engaged in a large scale freight transportation requires goods transportation in heavy commercial vehicles mainly the goods vehicles. A municipal corporation which is not concerned with providing city transportation facilities to its citizens requires trucks , tankers , trippers , road rollers , fire fighting vehicles and domestic vehicles.

Depot layout helps to do integration, covering men, machine, materials and all supporting activities or facilities so that an optimum arrangement is attained within the limitation of areas , space & structure etc. The effective utilization of maximum productivity of land & building is an important source of cost reduction. The ideal layout involving a location of space and arrangement of facilities in such a manner that the overall operating costs are minimum on the over head poor layout result into high material handling, high labour requirements.

The site should be as near to the bus station as possible The site to be chosen should not be much away from the town or village. The location chosen should be such that the facilities like water supply, electricity, drainage etc are easily available. High tension electrical transmission lines should not pass over the site. Communication facilities like telegraph, post , phone etc. should be well within the reach. It is necessary to know the condition of soil the cost of foundation is higher in case of a bad soil.

Fuelling Installation Washing platform or ramp with a bore well & an overhead tank. Maintenance pits. Repair Base. Docking sheds. Store room for (a) spares (b) lubricating oils etc. Auto electrical & Battery room, tyre , vulcanizing & air compressor room. Black smithy & tin smithy sheds. Locker rooms for workshops, workers & conductors.

Ticket & cash section rooms, time keepers. Room for minister staff. Rest room for crew. Office for the office in charge of the depot. Lavatories, urinals & amenities like canteen & dispensary are also provided.

FARE : - It is defined as the sum of money charged for a distance travelled by a service . Fare structure is known as the method of computing the fare for a distance travelled by a service. Most of the undertakings have a uniform fare per distance travelled for their services. Some states have different rates for different types of routes generally based on nature on nature of road surfaces. Most states charge higher rates for express limited stops & deluxe services.

Operation of bus services in hilly areas involve much higher cost than in plains,

smaller km/bus/day higher fuel consumption greater wear & tear of vehicles number of passengers carried per bus km lower density of population.

If the fares of hilly areas are kept at the same level as the plains the operation of the buses in these areas will suffer heavy loses, there will be therefore be a change in service for an undertaking concerned with its financial viability to cut down all services.

The uniform level of fares for hill and plains would result in the state undertaking being oblige to operate all the hill routes & thereby suffering heavy losses. Moreover since the fares in the plains will have to subsidies losses in the hills ,these will have to be kept at a level much higher than would be justified by cost of operation in the plains. In view of above consideration the policy of charging higher fares in hilly areas than in plains to compensate for higher cost and lower load factor is a good policy.

It is neither possible nor desirable to fix different fare for different routes on the buses of marginal cost of operation on each route. Marginal cost does not play any important part in the fair structure of passenger road transport undertakings. However different levels of fares for different broad classification of routes are quite feasible. Theoretically it is possible to classify the routes on the basis of traffic surveys & would be liable to frequent charges through increases or decreases in the number of buses plying in the route, establishment of new centers of economy activity etc.

A large number of undertakings change the same fares for express as well as ordinary services. Cost of operation on express and limited stop services is not higher than that of ordinary service , In fact it would be lower on account of large mileage per day and less fuel consumption on accounts of fewer stops. The passengers are therefore normally willing to pay higher for a speedy travel. Some undertakings ply deluxe services on some routes fares for these services are naturally higher than those for ordinary service operations of deluxe services involve higher investment per seat km. Therefore the fair will be higher & justify.

Most undertakings charge fares at uniform rates/km of distance travelled. The only small economy in cost them long distance passengers in cost of tickets & accounting of tickets & only one ticket will be required for journey for which otherwise a number of tickets may have to be issued. The additional cost involved in implementing of a graduated fares system is likely to out way the benefit. Moreover on broader consideration of intermoded distribution of traffic between road transport and railways bus should be encouraged to carry short distance passenger traffic while railways should be more economical for long distance traffic.

There is heavy concentration of traffic in cities around time of opening & closing of office establishment & industries. None of the undertakings in India , however levies a higher fare during peak hours. Cost of operation/bus at peak hours are higher due to slow speeds in congested roads. But these costs are shared by many more passengers. Squeezed into the vehicle at peak hours & cost/passenger (km) may more either way. Higher bus ss

The total working cost is lured in connection with the business of transportation of passengers is termed as cost of operation or operating cost. The operating costs include all items of expenditure incurred in connection with operation of services, including depreciation & interest on capital but does not include passenger tax and appropriation from the net revenues. The total cost of operation is generally classified into two categories.

Indirect Cost or Fixed Cost. Direct operation cost or Variable cost.

The Indirect cost or Fixed cost includes such items of expenditure which are incurred whether or not a vehicle is run & irrespective of the volume of services. Over short periods such costs are not affected by changes in the volume of operation , whether in terms of km. covered or number of passengers carried. The following items are generally assigned as indirect or fixed costs.
Depreciation on assets other than vehicles interest and

capital loan etc. Depreciation on vehicles due to ageing. Generally administration expenses. Motor vehicle taxes and insurance are not included under direct operational costs.

Direct operation cost or variable cost includes all items of costs which have to be incurred for the actual running of the vehicles , such costs are related to the activity itself rather than to administration work which makes the activity possible. The direct operational cost is also termed as running cost or propulsion cost. The direct operation cost includes the following items.

Depreciation on vehicle due to operation. Fuels and lubricating oils due to stores , tyres and tubes. Traffic and workshop staff. Traffic stationery including cost of tickets & other

miscellaneous operating expenses.

The cost per km. is calculated as the ratio of total cost to the total number of km. operated. It is evident that by improving the fleet & fleet utilization , the per km. cost can be substantially bring down. Since the cost of crew which is substantial element in the variable cost gets spread over a large kilometerage. Thus a high level of fleet and vehicle utilization is clearly a good indicator of productivity in bus operation.

While dealing with the cost of operation depreciation has been divided into three categories.
Depreciation on assets other than vehicles. Depreciation on vehicles due to ageing. Depreciation on vehicles due to operation.

The first two have been shown as elements of the Indirect or fixed cost, whereas the third has been shown as an elements of variable cost.

Bus schedule:- No. of trips assigned to a vehicle or duty assigned to a vehicle in a day is known as bus schedule. Basic Factors in Bus Scheduling Assessing traffic demand Route survey Running time/Journey time Stand time/layover time/terminal time Vehicle/bus maintenance time Vehicle utilization Requirement of buses

Assessing traffic demand:- traffic demand can be assessed by traffic survey. Taking suggestions from passengers and suggestions by drivers , conductors and line checking staff and also considering the suggestions of MLAs/MPs and local leaders. Route survey:- this is one more important test of scheduling. for route survey we have to go by bus particularly on the said route, to check the condition of the road, traffic congestions , flyovers , bridges or any other road obstructions . for route survey experienced driver should drive and senior level officers should carry out the survey results.

 Running time/journey time:-

The journey time planning is an important operational problem of matching transport frequency with passenger demand. Service failure will lead to the complaints and often results in expensive or troublesome remedial. Deciding the journey involves innumerable factors such as

The road condition. The driving proficiency and skills of driver. Congestion in urban areas and suburbs. Bye-passes from the periphery of the city. The statutory safety restrictions at various locations and cities. The vehicle characteristics. Passenger requirements. Distance of the route on average speed of bus.

Stand time/layover time/terminal time:- Stand time or terminal time is decided on the basis of activities at the terminals. The passengers getting in and getting out of the buses on certain occasions. The terminal time will depend upon stand/station conditions and some occasions due to road blocks . so to avoid delay in return trip, adequate terminal time is required to be provided while scheduling to maintain quality of services. Vehicle/Bus maintenance time:- To provide good quality of service a bus operator has to carry out the maintenance of the bus properly. Specific checks and inspections should be carried out for proper maintenance of vehicles.

Vehicle Utilization:- Optimum vehicle utilization can be achieved through efficient and scientific planning of scheduling. Vehicle utilization will depend on passengers demand & characteristics journey , time, speed, stand time/terminal time & maintenance time. While getting the maximum utilization of vehicle other factors such as infrastructure, area of operation, efficiency and quality of maintenance too play important role.

Route: A route is the road section between two terminals points of regular services. It can be classified as under:

Mufussil Route Route City Route

Inter state Routes

State Routes
Urban Routes Sub urban Routes

Route Kilometers: It is the actual distance in km between two terminal points of route. Road Kilometers: It is the actual length of the road covered by the route in operation, part of the road may be covered by several route & this shall be considered only once. Vehicle Schedule: A Schedule is the program of operation of a vehicle on one or more routes, one or more trips within 24 hrs. Schedule K.M.: The revenue earning km plan to be operated by a depart/division/undertaking as per the vehicle schedule of the unit of a day/week/month/year are called km.

Effective or Service Km: Kms actually operated by public service vehicles for the purpose of earning revenue are known as effective km.

It may include following: Operation of trips as per schedule Operation of extra trips for fair & other special occasions Operation of casual contracts

Dead Kms: Kms covered by public service vehicles in the following circumstances will be considered as dead kms.

Movement between stand & depot & vice versa. Movement between stand & depot & to the fueling point & back Movement of vehicle as relief in case accident & breakdown Movement of vehicle sent to continue the operation of breakdown accident ,up to breakdown ,or accident point.

 Movement of vehicle sent to start operation from some other depot or

The incident of dead kms is always measured in relation to the effective kms performed during the period and expressed in % effective kms. Gross Kms.: Total kms covered by public service vehicles of earning revenue & other purpose is known as Gross Kms. Departmental Kms: This kms operated by service vehicles, authority vehicles such as Jeeps, Cars, Trucks, etc. for departmental purpose for the purpose of calculation of income & expenditure these kms are not taken into consideration, but calculated for life of the tyre engine and other aggregates.

operation point. Movement of vehicle sent to point of docking, repairs, reconditioning while not in schedule Movement of vehicle for testing purpose Movement of vehicle resulting into such after coverage of non revenue earning kms.

Trips: A trip is the operation of a vehicle in a single direction between two points. In case of circular trips the starting point and destination are same hence, entire operation is called trip. Schedule Trip: All trips planned as per the approved vehicle schedule are known as the schedule trip. Extra Trips: For clearance of additional traffic in regular routes or to cater to special or religious celebrations etc. or on account of causal contracts should be treated as extra trip. Movement of vehicle sent to This presents the total no of vehicles held by the unit ( Depot/Division/ Undertakings) at a particular point of time.

The vehicles held by unit will be under any one of the following conditions: i. Vehicles on road ii. Vehicles held spare ( Road Worthy) iii. Vehicles in Workshop Under Routine inspection Off road conditions iv. Vehicles awaiting scraping v. Vehicles in transit

Average No of Vehicles Held: Avg. no. of vehicles held during any specified period can be arrived at by adding total no. of vehicles held by the unit from day to day in the period & dividing by the total no. of days in the period. Duty: Daily scheduled work to be performed by each crew is known as duty.

Service Instruction Sheet: A schedule showing the details of the work to be performed by each crew is known as service instruction sheet. It includes the duty incident to the operations i.e. journey depot to stand & vis - a versa. Duty-rota-roatster: A schedule duty to be performed daily by each crew during period like a week or month with provision of weekly off. Vehicle on Road: Vehicle s are said to e on road when they perform schedule or schedules extra in full or in part or do extra trip for fairs or casual contracts & will include staff and other vehicle for department purpose vehicles on road are to be counted over period of one calendar day.

Spare Vehicles: Vehicles which are in fit condition & one available for being put on road at any time are termed as spare vehicles. a. Traffic Spare Vehicle: A vehicle that is in the road worthy condition & kept as spare for traffic operations. b. Seasonal spare vehicle: A vehicle that is in the road worthy condition & is laid up of the duration for a particular period is known as seasonal spare vehicles c. Other spare vehicles: A vehicle in the road worthy condition is kept aside for repairs other than a & b. This is expressed as the % of the total vehicles held by unit. Vehicle in workshops: Vehicle in depot divisional & central workshop at particular point of time everyday of the period.

Definitions : 1) area, in relation to any provision of this Act, means such area as the State Government may, having regard to the requirements of that provision, specify by notification in the Official Gazette; 2) articulated vehicle means a motor vehicle to which a semi-trailer is attached; Corresponding Law. Section 2(2) corresponds to section 2(1-A) of the Motor Vehicles Act, 1939. 3) axle weight means in relation to an axle of a vehicle the total weight transmitted by the several wheels attached to that axle to the surface on which the vehicle rests;

Corresponding Law. Section 2(3) corresponds to section 2(1-B) of the Motor Vehicles Act, 1939. 4) certificate of registration means the certificate issued by a competent authority to the effect that a motor vehicle has been duly registered in accordance with the provisions of Chapter IV; Corresponding Law. Section 2(4) corresponds to section 2(2) of the Motor Vehicles Act, 1939. 5) conductor, in relation to a stage carriage, means a person engaged in collecting fares from passengers, regulating their entrance into, or exit from, the stage carriage and performing such other functions as may be prescribed;

Corresponding Law. Section 2(5) corresponds to section 2(2-B) of the Motor Vehicles Act, 1939. 6) conductors license means the license issued by a competent authority under Chapter III authorizing the person specified therein to act as a conductor; Corresponding Law. Section 2(6) corresponds to section 2(2-C) of the Motor Vehicles Act, 1939. 7) contract carriage means a motor vehicle which carries a passenger or passengers for hire or reward and is engaged under a contract, whether expressed or implied, for the use of such vehicle as a whole for the carriage of passengers mentioned therein and entered into by a person with a holder of a permit in relation to such vehicle or any person authorized by him in this behalf on a fixed or an agreed rate or sum