I have always thought that BC lunch mealbreaks were from 10.30 - 13.00
Originally posted by TIB 585L:Shenton Way got canteen? I know NBR have. Is there any mealbreak for 36 at CGA?
got canteen
Originally posted by carbikebus:Mealbreaks for Am shift usually from 0905-1115,Pm shift from 1720-1825.
not true
103 morning got 1 at 0947, then the rest 1030-12+
Originally posted by SBS6853S:not true
103 morning got 1 at 0947, then the rest 1030-12+
I said usually not all,If you think that is untrue then its up to you.I got no time to argue for petty things like this.
Originally posted by SBS351M:No, I'm not saying that when there is no jump bus, buses will definitely depart on time. What I am saying is, in a situation where there is adverse traffic conditions causing delays, jump bus is subjected to more issues. You will have less resources to work with, and passengers will face longer delays than not having jumpbus. In a non jumpbus situation, the drivers will always have a bus to drive for sure, which means the interchange staff can exercise more flexbility in deploying the bus by adjusting the schedules to deal with any delays.
In a jumpbus situation, you may have the driver, but if the bus isn't there, there is basically nothing much you can do, except for using buses (and drivers) from other services to cover for missing trips, but this is just trying to cover a hole by digging another hole, there will be impacts on the other services that the resources are coming from. The fact that QOS standards have been made more stringent and the introduction of BSRF means that the disadvantages of jumpbus are amplified, it is now harder to grab any other bus at the terminals while trying to meet QOS/BSRF standards for the services you are grabiing the buses from.
Jumpbus therefore creates more complexity to operations staff, who already have an heavy workload. This is why it is not as prevalent as before.
during adverse conditions, what is the point of having the bus/driver together, when they are stuck in traffic.. it is still the same... further, when the bus came back late, u cant immediately depart,cos the BC need to rest...esp for those long haul trips..not sure what flexibility that the bus interchange staff can have? might not even able to find a BC who can drive that particular service even if u have other buses in the interchange to use...
while at least for jump buses, the BC can have some rest, even if he is late. and the BC at the interchange/terminal can also use another bus to start trip.. not sure what u mean by digging the hole bigger... the next bus that came back (can be any service) can simply replace the earlier bus that is taken from another service esp when u have few services in the same terminal/interchange (and they are from same depot).. (if u look at YCK terminal deployment, they are very flexible on the allocation of buses within sv13/70/72/76/162). one service got delay, they will use another service bus to cover...
and with BSRF, the interchange staff/control room staff are suppose to regulate the frequency by taking and deploying buses from elsewhere if there is adverse traffic condition.. so not sure why you are saying that jump bus will affect BSRF? whereby it is adverse traffic condition which will advise BSRF?
Are there any route limitations for svc 410G? Svc 410W runs on 4 DDs (3 BSEP add while 410G runs on full SD fleet)
Same for 243G/W years ago, I think it was due to the turn from St 61 to St 62 that make it not possible to deploy DDs on 243G until the junction has been modified with the zebra crossing removed
Originally posted by SBS8002T:Are there any route limitations for svc 410G? Svc 410W runs on 4 DDs (3 BSEP add while 410G runs on full SD fleet)
Same for 243G/W years ago, I think it was due to the turn from St 61 to St 62 that make it not possible to deploy DDs on 243G until the junction has been modified with the zebra crossing removed
HGDEP should give some SDs on 165 to BBDEP, while BBDEP gives some DDs to HGDEP. BBDEP is short of spare DDs.
Originally posted by lemon1974:during adverse conditions, what is the point of having the bus/driver together, when they are stuck in traffic.. it is still the same... further, when the bus came back late, u cant immediately depart,cos the BC need to rest...esp for those long haul trips..not sure what flexibility that the bus interchange staff can have? might not even able to find a BC who can drive that particular service even if u have other buses in the interchange to use...
while at least for jump buses, the BC can have some rest, even if he is late. and the BC at the interchange/terminal can also use another bus to start trip.. not sure what u mean by digging the hole bigger... the next bus that came back (can be any service) can simply replace the earlier bus that is taken from another service esp when u have few services in the same terminal/interchange (and they are from same depot).. (if u look at YCK terminal deployment, they are very flexible on the allocation of buses within sv13/70/72/76/162). one service got delay, they will use another service bus to cover...
and with BSRF, the interchange staff/control room staff are suppose to regulate the frequency by taking and deploying buses from elsewhere if there is adverse traffic condition.. so not sure why you are saying that jump bus will affect BSRF? whereby it is adverse traffic condition which will advise BSRF?
One service got delay, use another, and in the end you will end up with a situation of lack of operational discipline, ie staff using whatever resources they can grab at any time. What will happen is, because A has a gap, we use B's bus, then if B has a gap due to this, we use C, and so on and so forth.
Operationally, any pullover that staff perform currently, after the bus finishes helping the affected service, the staff will have to perform recovery, ie getting the duties as close back to their schedules as possible so as to make it easier to monitor the services and also to avoid incurring OT costs. In your style of operations, this becomes harder to perform as you may have a lot more buses out of sync from their duties. And then you may have instances where because of pulling over buses from other services, high capacity buses and normal buses are not where they are needed based on their actual schedules.
And your assumption is that only the jumpbus service has been delayed by enroute conditions, when a lot of times, this happens together with delays to other non jumpbus services, where then do you get your bus, especially when these other services will also need buses themselves.
It is better for you to have a bus in the interchange on the assigned schedules than to be left with no bus to deploy, even though there is a driver. Since BSRF already requires buses to be pulled over if the services are to be maintained, wouldn't it be better to have more buses at hand than having less buses at hand?
Therefore jumpbus works well only if the service is reliable, and free from heavy loadings most of the time.
Jumpbus also means that buses get lesser time of inactivity than non jumpbus, meaning buses work harder under under jumpbus than without jumpbus, and this means maintenance costs will increase. Yes it may seem to be just around 10 mins more per mealbreak, but these will add up over time.
If jumpbus was so good, why isn't it as pervalent as before? Or is it that you know bus operations better than SBS who have been cutting down on this over the past 10 odd years?
Hahaha,I dont prefer jumpbus..Not only me but most BCs didnt like it either.
All routes under GCM are also under BSRF. There will no more pulling of buses and certain routes taking greater priority over others. There is a very good reason why new operators claim to be providing extra buses (clue: it has nothing to do with generosity).
Jumpbus exists due to parking constrains or fleet shortage (for lack of capital). If there were no issues with parking or buying enough buses, at this day and age no operator would really want to operate jumpbus.
I have seen stranger rostering and timetabling at work in Australia. Let's see what happens when GCM starts.
What happens to the BCs on 513 after the BCs completed their AM/PM trip? Do the BCs return to the depot as standby for e-pull or the BCs crossover to another svc (Eg: 128 buses/BCs crossover to 162 after completing their AM/PM trips)
Originally posted by SBS8002T:What happens to the BCs on 513 after the BCs completed their AM/PM trip? Do the BCs return to the depot as standby for e-pull or the BCs crossover to another svc (Eg: 128 buses/BCs crossover to 162 after completing their AM/PM trips)
Afaik,The two out of three duties is drive by Union BCs.Night they drive Employee bus.
Originally posted by SBS351M:One service got delay, use another, and in the end you will end up with a situation of lack of operational discipline, ie staff using whatever resources they can grab at any time. What will happen is, because A has a gap, we use B's bus, then if B has a gap due to this, we use C, and so on and so forth.
Operationally, any pullover that staff perform currently, after the bus finishes helping the affected service, the staff will have to perform recovery, ie getting the duties as close back to their schedules as possible so as to make it easier to monitor the services and also to avoid incurring OT costs. In your style of operations, this becomes harder to perform as you may have a lot more buses out of sync from their duties. And then you may have instances where because of pulling over buses from other services, high capacity buses and normal buses are not where they are needed based on their actual schedules.
And your assumption is that only the jumpbus service has been delayed by enroute conditions, when a lot of times, this happens together with delays to other non jumpbus services, where then do you get your bus, especially when these other services will also need buses themselves.
It is better for you to have a bus in the interchange on the assigned schedules than to be left with no bus to deploy, even though there is a driver. Since BSRF already requires buses to be pulled over if the services are to be maintained, wouldn't it be better to have more buses at hand than having less buses at hand?
Therefore jumpbus works well only if the service is reliable, and free from heavy loadings most of the time.
Jumpbus also means that buses get lesser time of inactivity than non jumpbus, meaning buses work harder under under jumpbus than without jumpbus, and this means maintenance costs will increase. Yes it may seem to be just around 10 mins more per mealbreak, but these will add up over time.
If jumpbus was so good, why isn't it as pervalent as before? Or is it that you know bus operations better than SBS who have been cutting down on this over the past 10 odd years?
it is better to use available bus on hand to run the trip, rather than letting the next bus came in 30 mins time to pick up right? so if there is this jumpbus service and the BC is already waiting at the terminal for the next bus to came back.. but the next bus stuck in jam for 30 mins and wont be back after 30 mins,and at the same time, there are buses from other services in the terminal which can use immediately to start trip...
so what will you do? ask the BC to continue to wait till his bus came back 30 mins later then start journey or grab a bus in the terminal and start trip at the schedule timing? imagine u r the one at the bus stop waiting for the bus to come, but due to the traffic condition, the next bus will depart 30 mins, you will sure complain..
Funny, you are the one who say that jumpbus services are having more issue during adverse traffic conditions, but when i pointed out that non-jumpbus services are subject to same adverse traffic condition, u keep quiet and now instead say that pulling of buses from other services will results in big gap? there wont be so big gap, cos if there is big delay (let say 1 hr) for the buses coming back, the staff would have ask the depot to send in some extra buses or use certain off service buses (depending on the timing).
even for non-jump bus services, they can also pull bus over from other services , provided that there are BCs available who know the route...as for the deploying of DD/SD,in such situation, why care so much as long as there are buses available and BC is able to use it... still want to think think think? need to be flexible in such situation.
maintainance cost increased due to buses never rest? the buses are build to last for long operation hours...U use one more bus and remove jump bus the cost will also be higher??
there were much jumpbus in the past, because SBST did not want to spend money to buy more buses at their cost and there are concern over the parking space (at terminal/depots) as well. they are a profit orientated company.. of course, they will try to save on cost and use less buses if possible...
nowadays,with the help of LTA/BSEP, they have already injected many buses, thus lesser need for jumpbus operation (but they stll practise for certain services due to the lack of parking space at terminal) and further jumpbus are applicable for single depots controlled services, thus not all services qualified as well.
Originally posted by SBS8002T:Are there any route limitations for svc 410G? Svc 410W runs on 4 DDs (3 BSEP add while 410G runs on full SD fleet)
Same for 243G/W years ago, I think it was due to the turn from St 61 to St 62 that make it not possible to deploy DDs on 243G until the junction has been modified with the zebra crossing removed
One possible reason might be the turn from Marymount Rd to Shunfu Rd for 410G, in top of the lack of commutership for the G variant for the first half of its route.
Why did SMRT removed 962A? It was a very important route for the secondary school students...
Originally posted by SMB1368T:Why did SMRT removed 962A? It was a very important route for the secondary school students...
WLDEP has added 2 rigid buses on 962 fleet on 25092015 Friday.. One of which is covering up the 962A crossover slot (from 960), followed by a 2 mins wait till another 962 rigid bus departs..
That 962A slot is usually the "scapegoat" after the 10+mins of waiting time, resulting in the back bus (SMB1385T iirc) to bunch up (departed from the int after 3 mins)..
I have been wandering and observing this for quite some time but idk what to make out of it
Example today
SMB1331Z did 965AM02, i saw it on 965 at around 3+pm and i saw the AM SL leaving presumably changing shift. Then 30 mins later, i saw one of the interchange manager ran to the bus and take out its timesheet. Then that bus was left there for a few hours with no takers. Then suddenly i saw a PRC SL ran towards the bus with a one sided timesheet then enter the bus change the EDS to 913 and until now still doing 913 until end day.
I saw SMB270Y SMB1553A abandoned after AM SL left the bus to change shift and they are doing 900 n 962 now. I think TIB832Z also had that yesterday, AM on 963, PM on 169PM14.
Is this called epull or just lack of manpower? Now 1331Z slot is empty, no bus replacing and the frequency of 965 cocked up
Q: How long is the frequency of bus service 43, actually? Does 43 operate on Saturday and Sunday? I was at Punggol Bus Interchange yesterday and today. Wanted to take 43, but I only saw 43M. Does 43 and 43M operate at the same time, or at separate times?
Originally posted by SMB1368T:Why did SMRT removed 962A? It was a very important route for the secondary school students...
No wonder in the Bus Service Guide don't have
Originally posted by gekpohboy:Q: How long is the frequency of 43, actually? Does 43 actually operate on Saturday and Sunday? I was at Punggol Bus Interchange yesterday and today. Wanted to take 43, but I only saw 43M. Does 43 and 43M operate at the same time, or at seperate times?
LOL!! If 43 dont operate on weekends, how the hell people going to Marine Parade from S'goon downwards.
Maybe the frequency of 43 is longer than 43M, and that was why I only see 43M buses because I only waited for around ten minutes then I go already. Maybe that is why. Sorry.
Originally posted by gekpohboy:maybe the frequency of 43 is longer than 43M, that’s why I only see 43M buses, cuz I only waited like around ten minutes then I go already. maybe that’s why. sorry.
Next time dont assume,Dont know ask.
Originally posted by gekpohboy:Q: How long is the frequency of 43, actually? Does 43 actually operate on Saturday and Sunday? I was at Punggol Bus Interchange yesterday and today. Wanted to take 43, but I only saw 43M. Does 43 and 43M operate at the same time, or at seperate times?
The regular 43 buses could have been stuck in traffic enroute beyond Serangoon. Because 43M does not travel beyond Serangoon, 43M buses are able to depart according to schedule.
Some minor qns about the impending transfer of bus svcs to TT/GA
1. Will bus service information (routes, freq etc) be available on the company websites? Though it is also available on transitlink/ MyTransport.sg, I believe many commuters also refer to SBST/SMRT websites currently.
2. Will the new buses under TT/GA all have the new green livery from the first day of service? Some have already been restickered, but there may be confusion if buses operated by TT/GA still have the old SBST/SMRT livery.
3. Will bus service information at bus stops and interchanges be updated? On bus stop poles and bus svc info panels, SBST svcs are shown in red and SMRT svcs in grey, but it may be quite impractical to stick to this convention if bus svcs keep changing operators.