EMBARQ India

The World Resources Institute

www.embarqindia.org
Table of Contents .................................................................................................. 2
Introduction ......................................................................................................... 3
Field based surveys ............................................................................................... 5
Bus occupancy surveys .................................................................................................................................. 5
Occupancy levels................................................................................................................................................... 5
Survey template .................................................................................................................................................... 7
Stop selection and design ................................................................................................................................. 8
Stop Selection......................................................................................................................................................... 9
Boarding alighting surveys ........................................................................................................................ 10
Recording data .................................................................................................................................................... 10
Survey template .................................................................................................................................................. 11
Team Size: ............................................................................................................................................................ 12
Selection of Buses ............................................................................................................................................ 13
Passenger interviews ................................................................................................................................... 15
Survey design ....................................................................................................................................................... 15
Sample size selection ........................................................................................................................................ 18
Sampling methods ............................................................................................................................................. 18
Questionnaire Design ....................................................................................................................................... 19
Technology based surveys ................................................................................... 20
ETM Data Analysis......................................................................................................................................... 20
GPS Data Analysis .......................................................................................................................................... 21
Appendix: Sample passenger survey format ........................................................ 26
Public transport companies are in general concerned with the travel patterns,
travel behaviour, ways to increase ridership etc. Surveys – both field based and
technology based surveys can be administered to gain more understanding of
these issues.
Techn
Field
Boarding ology Global
alighting Positioning
surveys System (GPS)
Electronic
Bus occupancy Ticketing
surveys Machine
(ETM)
Passenger
opinion Smart Cards
surveys

Mystery
traveler Transponders
surveys

Vehicle quality
audits

Field based surveys include observational surveys and passenger interviews.

Observational surveys are conducted to understand the behaviour of subjects
without any specific response from the subjects. They are merely observed as
they perform the normal activities. Examples of observational surveys include
traffic counts (boarding and alighting counts, vehicle counts etc), transport
inventory surveys etc. Observational surveys can be used to corroborate the
results of passenger surveys. For example, traffic counts can be used to validate
the results of an Origin-Destination survey.

While observational surveys measure the system as it currently exists; many

times it is necessary to understand the changes in travel behaviour due to
changes in the operating systems. In such cases it is necessary to conduct
passenger surveys. Passenger surveys have been the main stay of many
successful public transport agencies especially on-board and intercept surveys1.
Demographic and socio-economic surveys, perception surveys, attitude surveys
etc are some examples of passenger surveys.

Surveys can serve many purposes:

 They might describe existing conditions. Example –occupancy surveys
 They might seek to establish causal explanations of conditions at any
given time. Example – passenger surveys

1Schaller, Bruce (2005), TCRP Synthesis 63: On-board and intercept transit survey techniques,
Transportation Research Board
  They might be used to predict future
conditions. Example – travel demand models
 They might be used to measure the effects of changes. Example – before
and after surveys

The choice of survey method is dependent on the purpose for which it is being
carried out.

With the increase in the use of technology, data can be automatically obtained by
transit agencies through the use of these technologies. Electronic Ticketing
Machines (ETM’s) which are gaining popularity can be used to obtain temporal
or spatial variation in ridership, information about type of passenger (student,
pass user, senior citizen) etc. Similarly, Global Positioning Systems (GPS), smart
cards, transponders etc can also be used to obtain information about transit and
passenger characteristics.

This report discusses in brief both field based as well as technology based survey
techniques. In addition examples of the type of analysis that can be performed
using this data is also discussed.
Occupancy surveys measure the number of persons in every vehicle passing by a
point. Vehicle occupancy surveys are used for a variety of applications; traffic
engineers use vehicle occupancy data to calculate person delays and also in
transport modelling, transit planners use vehicle occupancy data to identify
routes that need service expansion2, etc.

Bus occupancy surveys are very helpful in identifying sections of high demand
corridors and corridor throughput. Another important advantage of BOS is that it
can be used for service optimization; BOS allows us to determine the number of
buses required on the corridor or along sections of the corridor and thus allow
operators to serve demand.

Bus occupancy surveys can be conducted in three ways:

 Roadside observer – a person is standing by the roadside and monitors
every bus and the occupancy in each bus
 Moving observer – the observer travels in another vehicle to calculate
occupancy in every bus traveling in that section
 Video surveillance – a video camera mounted along the roadside records
the movement of vehicles which can then be used to calculate the
occupancy of buses.

When standing at a location, the buses passes by quite swiftly and hence it would
not be possible to count the exact number of passengers in the bus. For this
reason, the relative levels of occupancy on the bus are noted. Empty, half-full,
full, standing and crowded are the five levels of occupancy that need to be noted
(for urban buses). They correspond to:

2 Lehman centre for transportation research (2005), Vehicle occupancy data collection methods
 EMPTY – less than 10 passengers

 HALF FULL – 10 to 30 passengers

 FULL – up to 5 standing passengers

  STANDING – 5 to 20 standing passengers

 CROWDED – more than 20 standing passengers

BOS usually measures the occupancy of all buses crossing a location. A sample
BOS survey template is shown in the figure below. The observer will note down
the time the bus passes him/her, the bus number, vehicle registration and the
occupancy status (tick the appropriate one).
Date: Enumerator Name:

Route:

Bus Stop: Direction: CBD-> Suburb / Suburb -> CBD

Shift: 6am - 2pm / 2pm - 10 pm

Occupancy Status
Sl# Time Bus Number Vehicle Registration #
Empty Half - Full Full Standing Crowded

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Case study: Bus occupancy survey in NWKRTC to compare NWKRTC and the
Bendre Nagara Sarige
In order to evaluate the performance of NWKRTC’s intercity bus service (between
Hubli and Dharwad), a set of surveys including a BOS survey was conducted in
October 2012. Between the two cities, in addition to NWKRTC, a private operator
called Bendre Nagara Sarige operates as well. When conducting the BOS, the
occupancy was noted for both NWKRTC and Bendre Nagara Sarige. The graph below
compares the occupancy between Bendre Nagara Sarige and NWKRTC. It is clear that
the majority of the buses operated by Bendre Nagara Sarige are running to capacity
(Only 24% of buses with less empty or half full passengers) as opposed to NWKRTC,
where a large proportion of buses are either half full or empty (48%). A simple
conclusion from this is that NWKRTC is providing excess supply along the section
that has been measured.
100% 6% 11%
90% 14%
80%
70% 37%
33%
60%
50%
40% 29%
30% 40%
20%
10% 24%
8%
0%
NWKRTC bus occupancy Bendre bus occupancy
Empty Half full Full Standing Crowded

BOS should ideally be conducted on as many stops along the route as possible.
However, manpower limitations for the surveys restrict the number of stops
which can be covered by the survey.
Team Design
The team size is determined by the number of stops to be surveyed and the
hours of operation and the number of directions being surveyed. The hours of
operation determine the number of shifts required.
 Number of Number of Number of Number of
locations directions shifts surveyors

Consider for example that buses have to be surveyed at four locations for 16
hours and in both directions. The total number of surveyors required is 16.

4 2 16
2 shifts
locations directions surveyors

As mentioned earlier, the survey requires 4 persons per stop, therefore

depending on the workforce available, the number of stops is to be decided. The
stops should be selected so as to approximately form equal sections along the
route. The illustration below demonstrates the spatial selection of stops based
on the number of surveyors available.

Alternately in the surveyors available are limited but more locations need to be
surveyed, the survey can be split into multiple days. For example three identified
stops can be surveys on three consecutive weekdays. As long as the survey days
chosen are similar (weekdays), this method can
produce fairly accurate results and is an acceptable compromise.

Monday Tuesday Wednesday

Stop 1 Stop 2 Stop 3

Additional Instructions to surveyors

1. Synchronize Watches – At the start of the day, make sure watches of all
team members are showing the same time. When the shift changes, new
team members should match watches to leaving team members

2. When starting a new sheet, make sure to fill out header information first

3. Recording is for all buses on all routes!

4. It might be a good idea to have a spare surveyor to fill in for people who
might need to take breaks

5.
Boarding alighting surveys measure the number of persons getting on and off of
a bus at each bus stop. This is an on-board survey which requires the observer to
be seated within the bus; one observer for each door in the bus. The observer
records the number of passengers that have boarded and alighted at each stop
along with the time of arrival at each stop. This survey can be used for:
 Determining the load profile of a trip
 Identifying the main activity centers along the route on which the bus
plies.

In order to record data, it is recommended that the surveyors seat themselves on

the seat right behind the door. This gives them a clear view of the boarding and
alighting passengers.
Date: Enumerator Name :

Team: A/B/C/D
Trip Number: Door: FRONT / BACK
Shift

Route: Bus Registration #

Boarding Alighting
Stop# Stop Name Time
Passengers Passengers
1
 2

Case study: Boarding Alighting Surveys for NWKRTC conducted in Hubli Dharwad
The intercity bus services between Hubli and Dharwad were evaluated to identify
passenger loading patterns on the route. Boarding and alighting surveys were done at
different time of the day to determine passenger loading variation through the day
and for identifying peak sections. The different trips correspond to trips starting from
Dharwad towards Hubli starting at 10:52, 08:55, 15:00 and 17:15 respectively. The
passenger loading pattern for peak hours and non-peak hours can be distinguished
and difference in passenger volumes boarding the buses at different times of the day.
Also peak demand sections like Unkal cross to Old Bus Station (OBS) can be easily
identified. A similar analysis can be done by using ETM data for the individual trips;
this is discussed later in the report.

The number of surveyors required for boarding alighting surveys depends upon
the number of buses that need to be surveyed, the number of doors in the bus
(one per bus) and the span of operation (span divided by 8 hours gives the total
number of shifts). It is recommended that the
entire span of operation be surveyed so that both peak and off peak durations
are monitored.

Total
Number
Number Number number
of doors
of buses of shifts of
on bus
surveyors

Consider for example that 2 buses are being surveyed and the buses have 2
doors each. If the span of operation is 16 hours, then the total number of
surveyors required is 8

2 8
2 buses 2 shifts
doors/bus surveyors

At least two buses need to be surveyed in each shift, implying that at least four
teams per route per day are required to complete the survey. The survey should
cover both directions of the route and hence the selection of the buses to survey
is important. Two teams team A and team B working in tandem in each shift can
select one of the options presented below.
Option 1
Both teams can start simultaneously from the opposite ends of the route, thus
ensuring that both directions on the route are covered. For a given route OR
(origin) to DE (destination), the two teams can start the first shift
simultaneously.
 Team A starts from the Origin O
 Team B starts from the Destination D
Option 2
In the second option, if starting from the destination is not possible for a team B,
another method can be adopted. For such a case the second team B can start
from OR 1 hour after team A has started from OR. The delay time can also be
taken equal to the travel time on the route. For example, if we assume the travel
time for a route to be 1 hour, the following strategy can be used
Each team starts 1 hour apart
 Team A starts from Origin(O) at 6am
 Team B starts from Origin(O) at 7am

Additional Instructions to surveyors

1. Do not Switch Seats – This will make it confusing to analyze data

2. Synchronize Watches – At the start of the day, make sure watches of all team
members are showing the same time. When the shift changes, new team
members should match watches to leaving team members

3. When starting a new sheet, make sure to fill out header information first

4. Similar to bus occupancy surveys, it might be a good idea to have a spare

surveyor to fill in for people who might need to take breaks

5.
The end user of the bus service is the commuter and understanding the view of
the passenger is an important input to improving service quality in any transit
system. For the purpose of understanding travel behaviour and user preferences,
passenger interviews or opinion surveys are conducted. These surveys can be
conducted by various means:
 On-board surveys
 Intercept surveys
 Telephone surveys
 Web-based surveys
 Mail surveys

However on-board and intercept surveys are preferred over other methods
primarily because of its ability to reach the targeted population and the quality
of responses. The surveys can be custom created to cover a variety of topics
including customer travel patterns, travel behaviour, demographic
characteristics, customer satisfaction and other attitudes, reasons for using
transit and ways to attract increased ridership. Care has to be taken while
interpreting the responses since it is highly subjective and the quality of
information is dependent on a number of factors including the attitude of the
interviewer and the respondent.

There is no set format to designing the interview. Passenger interviews must be

objectively designed. The outputs of the interviews act as inputs for further
analysis and planning exercise for the agency. The responses can be used in the
following applications to improve service.
 Route planning
 Long-range planning
 Schedule planning
 Modeling
 Changes in existing system elements

As mentioned earlier, the survey format depends primarily on the nature of

evaluation of the service intended by the transport authority. However, the most
frequent enquiries are made to determine the travel pattern and behaviour
which include questions about origin and destination (OD survey) and the
activities producing the trip or trip purpose. The travel pattern of passenger is an
important input for route and schedule planning for authorities. Other reasons
for conducting passenger surveys may include assessing customer satisfaction
levels of the levels of service provided of frequency and adequacy of buses on a
particular route. In addition user opinions about intangible attributes of the
service like cleanliness, comfort, design, route information and aesthetics can
also be covered. Mode shift surveys and stated preference surveys (willingness
to shift) can determine the volumes and reasons for commuter’s choice of a
particular mode. The results can be used to make
the bus system more attractive to such users so that they prefer the bus system
over other modes and can in turn lead to increase in ridership. The table below
summarizes the reasons for the transport authority to conduct passenger
surveys and the corresponding questions to be included in the survey format.

Some of the most common questions in a passenger interview include:

 Leg wise OD details(both access and egress)
 Travel time involved in each leg of journey
 Waiting time at bus stop if any
 Purpose of the trip
 Age of respondent
 Occupation of respondent
Case study: Passenger Interviews for determining mode shift in Gulbarga for
NEKRTC
The introduction of the new bus service ‘Nruptunga’ in November 12 provided
commuters in the city of Gulbarga an additional option for mobility. The revived
services started by the NEKRTC had seen a steep rise in ridership in the first
month of realization. To capture the travel behavior of passengers and to
understand the mode from which they shifted to the new service, a passenger
survey was conducted. This survey can be used by the organization to
understand the potential for public transport. The complete survey format is
presented in the appendix. The survey was structured to find out the new public
transit riders that were attracted by the improvements in service levels and
augmentation of the brand new fleet. The surveys were conducted on-board with
a healthy proportion of 45% female respondents. Some of the results of the
survey are presented in the study. The figure below shows the trip purpose for
the interviewed passengers.
Other
Social Visit 11%
7% Home
37%
Shopping
/Market
9%

Work/
Related
15% School
21%

2-wheeler Walk bicycle

1% 1% 6%
car
0%

auto
35%
bus
57%

The figure shows the mode used by the interviewed passenger’s pre
implementation of the augmented fleet by the NEKRTC (earlier fleet size-17
buses, post augmentation- 50 buses). The interviews revealed that 57% of the
current users were existing users, but the bus system had facilitated 43% users
to shift from other modes. The predominant mode that has been captured was
the auto rickshaw users which comprised 35% of the total current users. In
addition, some bicyclists now used the bus for trips initially completed by cycle.
The sample size selection process does not have any particular framework to
compute the exact sample size for any survey. However the sample size selected
should be in accordance with the study population. The study population can be
defined as the specific population which needs to be covered by the survey. For
example a general customer satisfaction on agency communications would
define all bus users as the study population. However, if a survey on waiting time
and frequency on a particular route is undertaken, the commuters of the
particular route constitute the study population. The second factor restricting
the sample size is the availability of manpower to conduct the surveys. Therefore
the sample size should try to cover maximum number of respondents in the
available resources to get more accurate results from the survey.

A number of scientific sampling methods can be employed for selecting the

respondents for the survey. The most commonly used methods have been briefly
explained below.

Simple Random Sampling: In this method, every commuter has an equal

chance of being chosen as a respondent. No set parameters are selected for
choosing the respondents; thereby selections are made in a completely random
manner. However in surveys, interviews are bound to be biased in choosing the
respondents and secondly the method lacks the ability to reflect the actual
composition of the study population.

Systematic Sampling: The method relies on arranging the target population

according to some ordering scheme and then selecting elements at regular
intervals through that ordered list. It involves a random start and selecting the
‘n’th element from the start point. For an on-board survey, this could imply
selecting every 4th boarding to be chosen as a respondent. The method is highly
efficient and is applied in a number of fields.

Stratified Sampling: It involves breaking up the sample into different strata or

layers and independently selecting samples in each stratum randomly. The
classification of strata can be in terms of sex, age of commuters or service strata
(routes, type of service). In cases where the composition of the study population
is known the selection of sample using this technique is highly recommended for
obtaining accurate results.

However, in many situations application of such techniques is not practical, and

the usual method adopted unconsciously is termed as ‘convenience based
sampling’ or opportunity sampling. Without any specific sampling technique
applied (or even if simple random sampling is applied) there is a high probability
that the surveyors will be attracted by people who are friendly and/or are
similar to the surveyor. The surveyors should be asked to try and have an equal
sample of men and women of all age groups.
The format of the survey should be very focused to the useful information
extracted from the exercise. The questionnaire should be therefore short and to
the point. The reason for conducting interviews and corresponding questions to
be included in the structure have been presented earlier in figure . If the survey
design is very long, the respondents tend to get impatient and hesitant in
answering questions which lead to inaccurate results. Questions pertaining to
privacy of passenger should be avoided. Also some questions make the
passenger hesitant (Name, income etc) and should not be included unless
absolutely necessary. The format should be such that the average time spent for
each interview does not exceed 10 minutes.

The questions should be clear and objectively presented, so the respondent is

presented with a limited but exhaustive number of options to choose the answer
from. Open ended questions should be avoided as far as possible. Intangible
aspects should be captured by asking the passenger to rate the parameter on a
scale of 1 to 5, wherein the former could correspond to very bad and latter to
very good. Similarly opinions could be captured by rating them from strongly
disagree to strongly agree

Additional Instructions to surveyors

1. Try to have an equal sample of Men, Women and Students

2. Do not stay on the same bus the whole day; Switch buses after 2-3
stops

3. Try to complete survey within 10 minutes; passengers often get

impatient otherwise

4. Interview passengers travelling in both directions

ETM data which records the sale of each ticket is a very useful tool for analysis.
ETM data generally provides the following information:
 Route number
 Trip number
 Number of passengers
 Origin (Stage or stop)
 Destination (Stage or stop)
 Time stamp of ticket sold

ETM machines record the sale of each ticket and some machines can also note
down the number of pass passengers as well. This data can be used in a variety
of applications. As an example, ETM data can be used to identify the high activity
bus stops. The figure below shows the boarding and alighting at each bus stop
along the route. The high intensity stops have been marked in the figure. This
analysis can be used by public transport agencies to create skip-stop services.
These high activity stops can become stops for such a skip-stop service.

14

12

10
Passengers/Trip

Bus Stop
BOARDING-UP ALIGTING-UP

Similarly ETM data can be used to identify alternate service patterns. The figure
below shows the distances travelled by passengers over a week. It is quite
obvious that the most travelled distance is 21-23 kilometre (the full route
length). This case might be ideal to have non-stop services between the two
ends as well as a local service that stops at intermediate stops.
 100000
Passengers (weekly total) 90000 Distance travelled
80000
70000
60000
50000
40000
30000
20000
10000
0
1-4 5-8 9-12 13-16 17-20 21-23
Distance travelled (km)

ETM data can also be used to identify high demand sections and operate short-
turn routes. The figure below shows the load profile of a bus trip. The box drawn
in the figure shows the high demand section. In order to improve the service
quality, the frequency of this section can be improved by operating a short-turn.

40
35
30
25
Loading/Trip

20
15
10
5
0

Bus Stop

ETM data can be very useful for service analysis. But it is important to remember
that in many ETM only stages are coded and not stops that information is not
available for each stop. Some ETM machines do not record pass uses, if the
percentage of pass users is very high the data will not be representative. In such
cases, field surveys might be required.

GPS devices mounted on buses, can track them in real time and are often a key
source of data which can be used to make a number of useful analyses. The GPS
provider usually also provides a platform to do
standard analysis and generate common reports that summarize the runs e.g.
daily over-speeding report, daily on-time performance report etc. But the real
utility of the GPS data lies in the use of the raw data generated by the machine
which can be used to perform a variety of analysis to get a better picture of the
operational characteristics. The key data outputs from a GPS device are spatial
positioning and time at location.

Monitoring Schedule Adherence: The GPS data can be used to compare the
scheduled bus runs to the actual trips made by the bus. Usually such an analysis
reveals the sections at which the buses fail to adhere to the schedule. Similarly, it
can pinpoint the periods of the day when the schedules needs to be adjusted so
as to better reflect the on-road conditions. The variation in the arrivals of the
buses at a particular location can also be determined.

Measuring Travel Times: Most public transit agencies use a constant travel
time for the entire day to arrive at a schedule for the route. In reality there is a
marked difference in travel times during the peak and non-peak hours of the day.
The GPS data can also tell if the buses are stopping at the specified B/A locations
(bus-stops and terminals). Also, some stops with high boarding and alighting add
to delays and hence dwell time at such stops can be measured and incorporated
in the schedules. However, one the simplest analysis that can be performed using

GPS data is to estimate average travel time of buses at different sections of the
route at different times of the service.
GPS Data is very useful to find the causes and solutions to questions like:
a. Is the service starting and ending at the scheduled time?
b. Are the buses reaching and stopping at the designated locations at the
specified time?
c. To what extent the buses are able to follow the schedules?
d. What are the locations and periods where buses fail to adhere to the
schedules?
e. What is the variation in peak/off-peak in travel times?
f. What is the In-city/Out-city speed pattern?

The solutions to all these issues can go a long way in preparation of an improved
schedule that is able to provide a far improved level of service to the passengers.
When used as a part of an ITS framework, the GPS data feed can be used to
provide real-time running information to the passengers.
Case study: GPS data analysis Bhubaneshwar
It can be observed that although bus schedule is evenly planned through the day,
poor adherence to schedules between 8 to 10 AM and between 8:30 and 10 PM
has been recorded. This translates to unreliable headways along the route and
may lead to high waiting time for passengers especially during peak hours.
Therefore for improving the service levels along the route, it is necessary to
reschedule the buses taking into account the increased travel time during peak
hours.
Bus#: OR-02-BH- Schedule Adherence
9277 Route 405
Actual Scheduled
20.00

15.00
Chainage

10.00

5.00

0.00

Time
 Bus Arrivals at Palaspalli in the UP Direction (Route
60
Difference Scheduled Actual
8:00 PM
50
6:00 PM

40
4:00 PM

2:00 PM 30
Time
12:00 PM
20
10:00 AM
10
8:00 AM

6:00 AM 0
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 26 27 28
Bus Sequence
The above picture compares the scheduled and actual arrival patterns clearly
showing high deviation from schedules. The new schedules, shown below, were
prepared considering the variation in travel times at different location at different
times and they proved to be more reliable and easier to follow.
 UP Direction Buses - Route 405
20.00

15.00
Chainage

10.00

5.00

0.00

Time

The gaps in the above diagram represent the ‘missed’ bus stops either due to
deviation from route or stopping far from the designated location.
Enumerator Name: Date:
Time:
Route: Survey Number:

Subject Details

Sex: Male Female

Trip Details

Type: Home School Work/Work Related

Shopping/Market
Leisure/Recreation Social Visit
Other

Frequency: ‘One Time Trip’ ‘Few times a month’

‘Few times a week’
‘Daily’ ‘More than once a day’
Earlier Mode of Travel
for trip: Walk Bicycle Auto
Bus
Car 2-wheeler

Earlier Frequency
by bus: ‘One Time Trip’ ‘Few times a month’
‘Few times a week’
‘Daily’ ‘More than once a day’
Other Trip Details

Method of Payment:
Cash If Cash, what was the amount? ____

Pass If Pass, what type? Daily Weekly Monthly Annual

Student Senior
 Destination
Origin

1. Where are you coming from? 1. At which bus stop will you get off
 Home the bus?
 Work or Work Related Place _____________________________________
 School/College
 Shopping/Market 2. How will you get from the bus stop
 Leisure/Recreational to your final destination?
 Social Visit  Walk
 Bicycle
2. Where is this located? (street  Auto
address, or nearest street  Taxi
intersection, or nearest street, or  2-wheeler
landmark)  Car
 Bus

3. What type of place is your final

destination?
3. At which bus stop did you get on
the bus?  Home
____________________________________  Work or Work Related Place
 School/College
 Shopping/Market
4. How did you get from the  Leisure/Recreational
beginning destination to the bus  Social Visit
stop you used to board this bus?
 Walk 4. Where is this located? (street
 Bicycle address, or nearest street
 Auto intersection, or nearest street, or
 Taxi landmark)
 2-wheeler
 Car
 Bus

Bus Experience Ratings

Please rate the following aspects of Bus Travel on a scale of 1-5 (1-Worst, 5-Best)
Comfort 1 2 3 4 5 N/A

Bus Frequency 1 2 3 4 5 N/A

Cleanliness 1 2 3 4 5 N/A
Bus Punctuality 1 2 3 4 5 N/A

Ease of Transfers 1 2 3 4 5 N/A

Travel Time 1 2 3 4 5 N/A

Information System 1 2 3 4 5 N/A

Safety 1 2 3 4 5 N/A

Overall Quality of buses 1 2 3 4 5 N/A