Automatic Bus Fare Collection System Using Rfid

Total Page:16

File Type:pdf, Size:1020Kb

Automatic Bus Fare Collection System Using Rfid International Journal of Advanced Research in Computer Engineering & Technology (IJARCET) Volume 6, Issue 3, March 2017, ISSN: 2278 – 1323 AUTOMATIC BUS FARE COLLECTION SYSTEM USING RFID Sunitha Nandhini.A1, Sangeetha.G2, VidhyaJanani.J3 1 Assistant Professor,Department of Computer Science and Engineering,Sri Krishna College of Technology, Coimbatore 2,3,UG Scholor,Department of Computer Science and Engineering,Sri Krishna College of Technology, Coimbatore Abstract— Automatic Fare Collection System collect the fare automatically using the Internet of implemented by RFID /Smart card . RFID card is Things in a cost efficient manner.Internet of Things given to the passenger and when passenger gets into allows objects to sensed and controlled remotely the bus he has to swipe the card in the RFID reader across existing network infrastructure. and he has to a destination point in the device will automatically calculates the fare and deduct the II. LITERATURE REVIEW money automatically .Hence people do not have to Literature review was carried out throughout the carry the money and they don’t have the problem in whole project to gain knowledge and improve the giving the right change to conductor. Conductor also skills needed to complete this project. The main feels free in collecting the money from the people. sources for this project are previous related projects, All the record will updated automatically in the research thesis, books, journals and online tutorials. server continuously. When more people are This chapter focuses on the basic concepts and all travelling than it’s also easy to give the ticket. A fundamental theories which related to this project based web-page monitors the bus for amount path and the drawbacks of the current system. taken bus status number of passengers distance information . It overcomes all the problems faced in III. EXISTING SYSTEM bus with IOT based web-page monitor system. In general way, every bus is controlled by a Index Terms: Internet Of Things(IOT),Network conductor. The conductor will collect money from Security,Radio Frequency Identification(RFID). each passenger and issue ticket. Initially, printed papers or tokens are used as tickets. Nowadays, handheld machines are used to print tickets. This I. INTRODUCTION system has many disadvantages. The passenger have to carry the ticket till the reaching their stopping, the Automated fare collection (AFC) systems are used in conductor should ensure that everyone has got the many urban public transport systems around the ticket, the time taken for ticketing is comparatively world. As the designation suggests, these are more and more amount of paper is needed to print typically designed with the specific purpose of the Ticket. For example, if a passenger wish to travel automating the ticketing system, easing public in bus. He has to carry money with them. Then transport use for passengers and adding efficiency to conductor will collect the money and he will give revenue collection operations. In addition, AFC ticket. This has to repeat for all passengers. This will systems are used to enable integrated ticketing across take more time and waste of human resource as well different public trans-port modes and operators in as energy. The data relate to an AFC system urban areas. This chapter gives you an introduction integrated with an automatic vehicle location system about the Internet of Things and its real time that records a transaction for each passenger applications. The main idea behind this project is to boarding a bus, containing attributes regarding the route, the vehicle, and the travel card used, along with the time and the location where the journey began. Some of these are recorded for the purpose of allowing on board ticket inspection but additionally 218 All Rights Reserved © 2017 IJARCET International Journal of Advanced Research in Computer Engineering & Technology (IJARCET) Volume 6, Issue 3, March 2017, ISSN: 2278 – 1323 enable innovative spatial validation features power than LCD and are also bigger and heavier. All introduced by the methodology. of us have seen an LCD, but no one knows the exact working of it. A Radio frequency identification IV. PROPOSED METHODOLOGY (RFID) uses electromagnetic fields that automatically identify and track tags attached to objects. The tags A. The Internet Of Things in Automatic Fare contain electronically stored information. Passive Collection tags collect energy from a nearby RFID reader's An Automatic Fare Collection System (AFC) is one interrogating radio waves. A wireless Wi-Fi adapter of basic station equipment that consists of automatic connects a computer without wireless hardware to a gate machine, a ticket vending machine and the wireless network by transmitting a Wi-Fi The ticket checking machine. In this application, a stable adapter receives signals from a wireless router or and integrated platforms are necessarily to keep other wireless devices and it translates the signal, so passenger flow run smoothly at an a peak hours; at the computer user can access the Internet at any time the same time, all data will be gathered and they are in range of a Wi-Fi hot-spot or wireless transmitted into server. network. A PHP means Hypertext Preprocessor (PHP) is a programming language that allows web developers to create a dynamic content that interacts B. RFID Based Automatic Bus Ticketing with databases. PHP provides mysql connect function In Recent advancements in various technologies to open a database connection .The passenger and have made remarkable developments in various bus details have to be maintained by mysql database. fields for public welfare and public transport is one such area. In near a future public transport bus V. DESIGN METHODOLOGY system with advanced technologies like Radio This implementation is aimed at a real time usage Frequency Identification Device (RFID), and RF of Automatic Fare Collection system and does not modules will gain spotlight due to their advantage of compromise on the security. It guarantees us that the higher convenience and greater life standards as proposed project is simple, efficient and cost compared to the conventional bus systems. The study effective. brings out improved solution in terms of cost, convenience, user satisfaction and future A. Problem Definition implementation. There are a number of reasons why wi-fi might be the real pick. C. Related Theory 1. Wi-fi technology is economical. 2. Users compatibleness is considered and given Automatic bus fare collection will be working based more preference on following components. As an electrical device, the computer needs power in order for its B. Methodology components to operate properly. The device is responsible for supplying power to the computer . In RFID has been an emerging technology in recent short, we could say that the main function of the years. RFID consists of two components,RFID Tag power supply is to convert alternating voltage (AC), and RFID Reader. RFID Tag contains information which is supplied by the electrical power system into such as name, address and mobile number. RFID continuous voltage (DC). In other words, the power reader reads the above informations from the RFID supply converts the conventional 220V alternating Tag. IR sensor is used to count the number of voltage into a continuous voltage used by the PC persons entering into the bus. Internet of Things electronic components. we will use ―220 V‖ voltages define the concept of network devices to sense and will converted into +5V. The power supply is also collect data from the world around us, and then present in the PC cooling process. A Micro- share that data across the Internet where it can be controller is a IC chip that executes programs for processed and utilized for various interesting controlling other devices or machines. If your purposes. microwave oven has an LCD screen and a keypad, it contains a micro -controller. All modern automobiles C. The Internet Of Things(IOT) contain at least one micro-controller. We use devices made up of Liquid Crystal Displays (LCD) like computers and digital watches. CRT draws more 219 www.ijarcet.org International Journal of Advanced Research in Computer Engineering & Technology (IJARCET) Volume 6, Issue 3, March 2017, ISSN: 2278 – 1323 In IOT is the network of physical objects or "things‖ embedded with electronics, software, sensors, and network connectivity, which enables these objects to collect and exchange data. An Internet of Things allows objects a sensed and controlled remotely across existing network infrastructure, creating opportunities for more direct integration between the physical world and the computer-based systems Fig 5.1:Power Supply resulting in improved efficiency, accuracy and economic benefit. Each thing is uniquely identifiable 2.Micro Controller by its embedded computing system but is able to inter-operate within the existing Internet Micro-controller is heart of the system. It has infrastructure. number of features and its controlled over all process we can write code and load the controller for control D. Implementation real time application processes. This chapter discusses the implementation of each module in this project. The proposed project consists of these modules. Hardware collection and assembly Experimentation and result The module 1 involves the collection of hardware needed for the completion of this phase. It also includes mounting of ultrasonic sensors to the PCB. The module 2 incorporates the coding needed for Fig 5.2:Micro Controller the distance measurement. The module 3 is the phase where the sensor input A timer module used to allow the micro-controller to is taken into account for calculating the distance of perform tasks for certain time periods. A serial i/o the obstacle. port to allow data to flow between the controller and other devices such as a PIC or another micro- E. Hardware Collection and Assembly controller. An ADC used to allow the micro- controller to accept analogue input data for 1.Power Supply processing.
Recommended publications
  • Integrating Urban Public Transport Systems and Cycling Summary And
    CPB Corporate Partnership Board Integrating Urban Public Transport Systems and Cycling 166 Roundtable Summary and Conclusions Integrating Urban Public Transport Systems and Cycling Summary and Conclusions of the ITF Roundtable on Integrated and Sustainable Urban Transport 24-25 April 2017, Tokyo Daniel Veryard and Stephen Perkins with contributions from Aimee Aguilar-Jaber and Tatiana Samsonova International Transport Forum, Paris The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria,
    [Show full text]
  • Surface Access Integrated Ticketing Report May 2018 1
    SURFACE ACCESS INTEGRATED TICKETING REPORT MAY 2018 1. Contents 1. Executive Summary 3 1.1. Introduction 3 1.2. Methodology 3 1.3. Current Practice 4 1.4. Appetite and Desire 5 1.5. Barriers 5 1.6. Conclusions 6 2. Introduction 7 3. Methodology 8 4. Current Practice 9 4.1. Current Practice within the Aviation Sector in the UK 11 4.2. Experience from Other Modes in the UK 15 4.3. International Comparisons 20 5. Appetite and Desire 25 5.1. Industry Appetite Findings 25 5.2. Passenger Appetite Findings 26 5.3. Passenger Appetite Summary 30 6. Barriers 31 6.1. Commercial 32 6.2. Technological 33 6.3. Regulatory 34 6.4. Awareness 35 6.5. Cultural/Behavioural 36 7. Conclusions 37 8. Appendix 1 – About the Authors 39 9. Appendix 2 – Bibliography 40 10. Appendix 3 – Distribution & Integration Methods 43 PAGE 2 1. Executive Summary 1.1. Introduction This report examines air-to-surface access integrated ticketing in support of one of the Department for Transport’s (DfT) six policy objectives in the proposed new avia- tion strategy – “Helping the aviation industry work for its customers”. Integrated Ticketing is defined as the incorporation of one ticket that includes sur- face access to/from an airport and the airplane ticket itself using one transaction. Integrated ticketing may consider surface access journeys both to the origin airport and from the destination airport. We recognise that some of the methods of inte- grated ticketing might not be truly integrated (such as selling rail or coach tickets on board the flight), but such examples were included in the report to reflect that these exist and that the customer experience in purchasing is relatively seamless.
    [Show full text]
  • Bike Carriage on Long-Distance Trains: 7 Basic Services That Give Cyclists a Smile
    Bike carriage on long-distance trains: 7 basic services that give cyclists a smile A collection of good practice examples from across Europe Authors: Fabian Küster and Ed Lancaster 4/17/2013 Summary In April 2012, ECF published the position paper “Bike and Train: A European Odyssey”.1 In the paper we deplored the fact that the services offered by railway companies often do not meet the basic requirements of cyclists and that current EU law2 on passenger rights for railway customers does not help to advance this matter in a legally binding manner. Fortunately, some railway undertakings have taken measures in recent years to improve the services they offer to cyclists, albeit that this has often been after continuous pressure from ECF’s members. It speaks for itself that the cycling community has welcomed these steps. Other railway companies should follow suit, for 2 main reasons: Attract new customers: Cycling tourism is a booming business, with well over 2.3 billion cycle tourism trips annually in Europe3. A service package that meets the needs of cycling tourists has the potential to attract millions of additional train passengers. A key message ECF made back in 1999 still holds true: “Only bicycle transport by train offers the flexibility to choose the starting point and destination of a cycling trip freely and this is a promising market for all rail investors to invest in.”4 The financial crisis and continuous drop in car sales, along with changing mobility behaviour, in particular among young adults in urban areas, has the potential to win customers for life.
    [Show full text]
  • What Is Integrated Ticketing?
    Integrated Ticketing Strategy and Delivery Plan INDEX • Executive summary • Background • Current position of Ticketing In Nottinghamshire • Scheme Design, Timeline, Promotion and Governance • Consultation What is Integrated Ticketing? Multi-operator integrated ticketing is an important aspect of realising the County Council’s vision for a better bus service. It makes using buses more convenient, reliable and flexible for passengers, allowing them to use services from a range of operators. Executive Summary The bus network is important as a means to providing accessibility and transport choice to the community, delivering benefits to society including accessibility, transport choice, congestion management, CO2 reductions and helps to stimulate economic growth. The 1985 Transport Act set the scene for the deregulation of the bus industry, and therefore it is essential that bus operations are well integrated and affordable. This Strategy sets out the importance of integrated ticketing to passengers to help sustain a strong and vibrant commercial network. It explains how we move forward towards transport integration in the context of the Nottinghamshire County Council Strategic Plan (2014-2018) 1, Local Transport Plan (up to 2026) 2 and Local Enterprise Partnership (LEP) 3 priorities. This will include the legal framework, government policy and guidance and outlines from 2014-2026 Nottinghamshire County Council’s vision for Integrated Ticketing. This document sets out how Integrated Ticketing will be delivered once scheme design, price, partnership arrangements and funding is secured, with an ambitious timeline for implementation. Background The use of public transport is important to tackle congestion, rising CO2 levels and improving access to employment, training, health, leisure and shopping opportunities.
    [Show full text]
  • Integrated Ticketing and Tariffs in Krakow
    Measure title: Integrated ticketing and tariffs in Krakow Measure City: Project: 8.10 Krakow Caravel number: A Introduction A1 Objectives The measure objectives are: • To increase patronage in PT by 10% (on Krzeszowice-Krakow corridor) • To improve the quality of passenger movement in the wide-city area • To test a solution of an integrated ticketing and tariff solution between local public transport and the National Railway line in Krzeszowice-Krakow corridor • To decrease the amount of private cars getting into the city (people from outside Krakow going to/from- work) A2 Description Within this measure the City of Krakow will perform a test of an integrated ticketing and tariff solution between local PT and national railway. Due to limited budget possibilities this measure will be focused on 1 line (currently decided in Krzeszowice - Krakow corridor). With the integrated ticketing and tariff solution, an increase of public transport use by 10% in Krzeszowice - Krakow corridor is expected. Research and technological development activities like: design of the integrated tariff and ticketing system, including the selection of lines in Krzeszowice - Krakow corridor; assumptions for integrated tariff system; agreements with PKP (National Rail Company); development of technical specifications of design of the integrated tariff and ticketing system; start of design of the integrated tariff and ticketing system including study on the type of ticket (in aim of chip-ticket), study on the technological and organizational side of the measure; selection of lines in Krzeszowice-Krakow corridor. B Measure implementation B1 Innovative aspects The innovative aspects of the measure are: • New conceptual approach - The “ Integrated ticketing and tariffs in Krakow” will be the first official system in Malopolska region where people can buy integrated tickets which allow them to use both local public transport and National Railway line in the Krzeszowice-Krakow corridor.
    [Show full text]
  • Remaining Challenges for Eu-Wide Integrated Ticketing and Payment Systems
    REMAINING CHALLENGES FOR EU-WIDE INTEGRATED TICKETING AND PAYMENT SYSTEMS Executive Summary February 2019 1 Introduction The scope of this study is to investigate and provide a comprehensive and neutral analysis on the challenges of delivering EU wide integrated ticketing and payment systems and what possible actions and initiatives at EU level could be foreseen in pursuance of such goal. The purpose is to make a multimodal transport more attractive for users and to promote a more efficient use of existing infrastructure and services. It is a prerequisite for seamless multimodal door- to-door journeys. Integrated ticketing can be defined as the purchase of a single ticket that allows passengers to travel using different mode(s) of transport provided by one or more operator(s)1 or as “combining all transport methods in one single ticket” and is considered as the natural partner to full availability of multimodal travel information and planning services2. This definition is not generally shared by all the stakeholders: other selling modalities, such as combined tickets allowing for a connected journey should be taken into account. The combined selling of various tickets from different operators would solve some of the problems arising from integrated ticketing, in particular those relating to the liability of various transport operators. Integrated ticketing requires performance of a number of phases as well as the intervention of various players in order to guarantee the lifecycle of the travel chain. The value chain can be divided into back office and transport value. Back office value includes: . Application Programming Interfaces (APIs): interfaces supporting all distributed journey planning and ticketing, available to authorised users (or open to all users).
    [Show full text]
  • A Strategy for Improving Sustainable Transport Integration
    Do not remove this if Title This content has been withdrawn and is no longer being updated. Door to Door A strategy for improving sustainable transport integration Door to Door is endorsed by the following organisations: Association of Train Operating Cycle Rail Working Group Passenger Focus Companies Disabled Persons Transport Passenger Transport Bicycle Association Advisory Committee Executive Group Campaign for Better Transport Living Streets Sustrans Confederation for Passenger The National Cycling Strategy Transport for London Transport Network Rail March 2013 The Department for Transport has actively considered the needs of blind and partially sighted people in accessing this document. The text will be made available in full on the Department’s website. The text may be freely downloaded and translated by individuals or organisations for conversion into other accessible formats. If you have other needs in this regard please contact the Department. Department for Transport Great Minster House 33 Horseferry Road London SW1P 4DR Telephone 0300 330 3000 Website www.gov.uk/dft General email enquiries [email protected] © Crown copyright 2013 Copyright in the typographical arrangement rests with the Crown. You may re-use this information (not including logos or third-party material) free of charge in any format or medium, under the terms of the Open Government Licence. To view this licence, visit www.nationalarchives.gov.uk/doc/open-government- licence/ or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or e-mail: [email protected]. Where we have identified any third-party copyright information you will need to obtain permission from the copyright holders concerned.
    [Show full text]
  • UITP-POLIS-EMTA Joint Opinion on EU-Wide Integrated Ticketing
    JOINT OPINION ON EU-WIDE INTEGRATED TICKETING SUMMARY To steer business, innovation potential, and investment towards effective sustainable mobility outcomes without upsetting the current, successful organisation of public transport in Europe and undermining its important position as the backbone of our mobility future, any revision, or new development of European mobility regulation should be based on the below principles. This also applies to the current review of the ITS Directive and any ensuing regulation. 1. Recognising the importance of local diversity and the principle of subsidiarity Acknowledge the instrumental role and strengthen the capacity of public authorities (local and regional authorities and transport authorities) to achieve European Green Deal and digital objectives, in view of their experience and their central role as integrator, their local knowledge, and their legitimacy as elected officials. 2. Delivering public policy goals and a viable market through effective governance To establish a fair and viable market, and to ensure public authorities can implement their sustainable and equitable mobility policy objectives, oversight and powers to orchestrate this market need to remain with the legal and democratically elected institutions that will inherit the problems of a potentially malfunctioning mobility system: local and regional transport authorities. 3. Leveraging the fare structure to achieve sustainability, equity and effective governance To advance digital integration, the EU should encourage and enable local and regional (transport) authorities to describe the conditions for resale of publicly produced and funded transport and infrastructure services and define non-discriminatory contracts for interested resellers. 4. Guaranteeing fairness and rights and obligations for all To ensure fairness and a balanced market development, any regulation or policy initiative must be applicable to all types of mobility operators and not be limited to public undertakings.
    [Show full text]
  • Integrated Ticketing System for Mumbai Metropolitan Region
    Leadership in Urban Transport Project on Integrated Ticketing System for Mumbai Metropolitan Region Urban Mobility India Conference Presented by: 1. Smt.K Vijaya Lakshmi, Chief, Transport & Communications Division, MMRDA 2. Shri. Raju Bhadke, Dy. Chief Engineer, Indian Railways 3. Shri. Goraksha V.Jagtap, Dy Chief Personnel Officer, Central Railway Mumbai Metropolitan Region (MMR) Particulars India Maharashtra MMR MCGM Population 2011 Census (in 1,210 112 23 12 millions) (1.21 billion) 0.112 (billion) (0.023 billion) (0.012 billion) Area Sq. km 3,287,240 307,713 4,253 438 382 370 5,361 28,310 Density - Persons per sq. km Urban Pop in % 32% 45.23% 94% 100% GDP Per Capita (USD/annum) $1,626.62 $1,963.33 $2,120.18 $2,570.73 2 Public transport system in Mumbai Metropolitan Region (MMR)… Rail Metro Bus 5 modes of public transport system + IPTs Monorail Ferry 3 Operated by 14+ Public Transport Operators (PTOs) Mix of Central, State & Local Governments as well as Private operators Bus Railways Metro Monorail Others Brihanmumbai Electric Western Railways Mumbai Metro One Mumbai Mumbai Supply and Transport Private Limited Monorail Maritime (BEST) (MMPOL) (MMRDA) Board Navi Mumbai Municipal Central Railways Mumbai Metro Rail Transport (NMMT) Corporation (MMRC) Thane Municipal Transport Mumbai Rail Vikas (TMT) Corporation (MRVC) Navi Mumbai Metro Vasai Virar Municipal MMRDA Metro Transport (VVMT) Kalyan Dombivali Municipal Transport (KDMT) Mira Bhayandar Municipal Transport (MBMT) Ulhasnagar Municipal Transport (UMT) 4 Railways- Key Statistics 7.5
    [Show full text]
  • 2020-21 Quarter 1
    2829 W. Howard Pl Denver, CO 80204 DATE: November 13, 2020 TO: Transit & Rail Advisory Committee FROM: Kay Kelly, Interim Chief of Office of Innovative Mobility David Krutsinger, Director of the Division of Transit & Rail Mike Timlin, Senior Manager of Mobility Operations RE: Bustang Quarterly Update - FY 2020/21 Q1 Purpose The purpose of this memo is to provide the Transportation Commission the FY2020/21 first quarter Bustang update on operational and performance measures. Action Informational only. No action is required. Background The Bustang interregional express bus service went into operation in July 2015. PD 1605 requires the Division of Transit & Rail (DTR) to quarterly report operational and performance measures. This quarterly update covers the first quarter of FY2020/21, July 1 to September 30, 2020. Details 2020-21 Quarter 1 Q1 Jul - Sep Q1 Jul - Sep Q1:Variance 2019 2020 2019 vs 2020 % Jul-20 Aug-20 Sep-20 Bustang System Revenue riders 64,401 10,949 (53,452) -83% 3,525 3,419 4,005 Revenue $ 702,054 $ 133,824 $ (568,230) -81% $35,131 $39,803 $58,890 Cumulative Avg. Fare $ 10.90 $ 12.22 $ 1.32 12% $ 9.97 $ 11.64 $ 14.70 Load Factor 55% 37% -18% -33% 35% 35% 40% 1 Farebox Recovery Ratio 60% 18% -42% -70% 16% 17% 20% South Route Revenue riders 19,852 3,556 (16,296) -82% 1,105 1,218 1,233 Revenue $ 190,196 $ 41,431 $ (148,765) -78% $10,094 $13,890 $17,447 Cumulative Avg. Fare $ 9.58 $ 11.65 $ 2.07 22% $9.13 $11.40 $14.15 Load Factor 44% 31% -13% -29% 27% 33% 33% 1 Farebox Recovery Ratio 56% 17% -39% -69% 15% 18% 18% North Route Revenue riders 27,508 2,862 (24,646) -90% 851 875 1,136 Revenue $ 235,288 $ 34,631 $ (200,657) -85% $8,591 $10,003 $16,037 Cumulative Avg.
    [Show full text]
  • Proposal to Manage Fare Evasion on Public Transport Services Agency Disclosure Statement
    Regulatory Impact Statement - Proposal to Manage Fare Evasion on Public Transport Services Agency Disclosure Statement 1. This Regulatory Impact Statement has been prepared by the Ministry of Transport. 2. It provides an analysis of options to provide an effective regime to manage fare evasion on public transport services. 3. Information on the cost of options has been provided where possible, although some options (eg a transit police) have not been fully costed. However, this is not expected to affect the validity of the overall analysis or conclusions. 4. The focus of much of the discussion is Auckland rail, where problems with the current enforcement framework have been highlighted as a result of the introduction of electronic smart card ticketing over 2013. However, problems with enforcing the offence also apply to other modes and regions, although fare evasion is currently considered less of a problem on other modes and in other regions. 5. Information on fare evasion is not as robust or complete as we would have liked. However, on balance, we think the proposal is worthwhile, particularly considered that: enforcement authorities will need to follow Ministry of Justice guidelines, the proposal has been developed in the context of a wide range of non-regulatory measures; and the public will be able to comment on policies relating to fare evasion in draft regional public transport plans. 6. The initial analysis was undertaken over 2012 and in some cases, the information and data has not been able to be updated. This is not expected to significantly impact on the data. Viviane Maguire Principal Adviser Page 1 of 18 Executive summary 7.
    [Show full text]
  • Ject to the Funding Available
    Scenarios for change The farebox recovery ratio can be improved by: • Retaining current fares and increasing patronage by improving service quality eg improving the network, providing transfer opportunities, increasing fre~uency and service times, and reducing travel times, but this is subject to the funding available. For this NLTP only $31 million was set aside for service/operations improvements for the whole country. • Reducing costs through the retendering of contracts but this would depend on the degree of competitive tension. This competition only really exists in Canterbury. • Optimising schedules, frequencies and service times, providing priority measures and/or reducing services can also reduce costs. This requires reviewing RPTPs and netwo~k~pi s followed by negotiating or retendering (currently underway in Auc~~and Wellin ut hampered by uncertainty related to the potential implications ~!~~ of th~. becau~~ic:ities ~~rred • Increasing fares (which could be counterproductive as in 20 Otago . Also, many of the existing net contracts do not i~c1~a "c~aw.~ck" ~ision which enables regional councils to adjust downwards the c~~rice to additional fare revenue to the operator). ~fl~;:;~: J The table below sets out the impacts if fares wer~~Od~Y~o percent farebox recovery ratio target for the Auckland RegiO~al~rt Auth I ,G ter Wellington Regional Council and Environment Canterbury - ~o Id be a ~~ or Wellington. An increase in fare levels will cause patronage to decr e t tal re~e!~~StiIi increase overall, therefore reducing the cost of providing contr cted. ces. ~~ ~ fall in patronage will also decrease the economic benefits for the se .
    [Show full text]