Muts Week 2 Final PDF

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Introduction to Multimodal Urban Transportation System
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Arkopal K. Goswami, PhD
Ranbir and Chitra Gupta School of Infrastructure Design and Management
Indian Institute of Technology Kharagpur
Module 02: Public Transportation

Lecture 06 : Introduction to public transportation
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 Classification of transportation
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 History of pubic transportation
 Describing public transportation
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 Benefits of pubic transportation
 Current state of public transportation in India
 Public transportation vs Private vehicle
 Challenges for public transportation
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Introduction to Public Transportation (PT)
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Classification of Transportation
•The scope of transportation may be broadly classified with reference to the
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area of operation as
•Urban and regional
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•Urban transportation concentrates on planning and operation of
transportation in an urban area
•Intra-city and short trips.
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•Regional transportation deals with inter-city and long distance trips.
•Transportation can be further classified into three categories

•Private, public and intermediate.
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Classification of Transportation
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Transportation
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Urban transportation Regional transportation
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Private transportation Intermediate
Public transportation
transportation
Surface
Bus based public
Rail based
transport
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History of Public Transportation (PT)
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•Walking
•Riding animals
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•Riding vehicles driven by animals (Early 19th century)
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•Steam powered trains (Early 19th century)
•Cable cars (Late 19th century)
•Motor coaches powered by internal combustion engine (Early 20th

century)
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Horse driven omnibus
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Horse driven double deck omnibus
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Cable car in San Francisco, USA
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Ford cars replacing horse
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We have come a long
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way
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Autonomous vehicles
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How can we describe Public
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Transportation ?
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Describing public transportation
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•Common carriers not owned by the passengers.
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•Passengers pay the fares for the service.
•The service operates on a fix schedule and route.
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•PT includes features like PT stops, time table, ticketing, monthly
pass, route numbers, etc.
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Benefits of public transportation
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•Mobility
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•Environmental
•Monetary
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•Social
•Safety
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E
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•Mobility
•Space saving
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•Reduces traffic congestion
•Saves time
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•Environmental
•Reduction in per capita energy consumption
•Reduction in per capita emissions
•Reduces noise pollution
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•Monetary
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•Saves money for individuals and household
•Improves productivity of individuals in transit
•Increases land value in surroundings
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•Social
•Improves livability in urban areas
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•Encourages social interaction
•Inculcates the sharing culture
•Helps ageing & under-privileged population
•Safety
•Reduced number of fatalities and injuries
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Current scenario of PT in India
•Highest PT share are observed in Kolkata and Mumbai, but still
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less than the desired shares.
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•Desired share of PT based on city size as per MoHUA, GoI.
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City Size % Share of PT
1 – 5 lakhs 35
5 – 10 lakhs 45
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10 – 20 lakhs 55
20 – 50 lakhs 65
> 50 lakhs 75
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•Reduction in number of registered buses
Reduced no. of buses
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coupled with
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increased private
vehicles
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•Reasons for declining shares of public transportation can be
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because of following reasons
•Less comfortable
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•Not easily accessible
•Less flexibility
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•Over crowding
•Reliability issues
•Privacy
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•Reasons for declining shares of public transportation can be
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because of following reasons
•Crime
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•Poor quality of infrastructure like bus stops
•Low status associated with PT
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•Slower service
•Interchange issues
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•Why private vehicles have increased?
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•Easily available loan facilities
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•Availability of multiple options
•Associated social status
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•Increased level of income
•Improved road conditions
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•Why private vehicles has increase?
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•Increased trip distances
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•Point to point connectivity
•Easy maneuvering in traffic as compared to PT
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•Flexibility of use
•Easy availability of free parking
•Absence of any regulatory measures for reducing private
vehicle usage
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Challenges in improving PT
•Financial viability
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•Political will
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•Multi-institutional operational issues
•Staff recruitment and management
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•Inadequate technical capabilities for managing complex systems
•Governance
•Stakeholder compliance issues (operators, contractors, etc.)

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References
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•Public Transportation, George E. Grey and Lester A. Hoel, Prentice
Hall, New Jersey, 1992
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•Public transport scenario in India – www.wricitieshub.org
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•Urban transport in India: Challenges and recommendations, Indian
Institute for Human Settlements (IIHS), Reference Paper on Urban
Transport
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• Images from-
•Reditt
•Gogocharters
•Thoughtco
•Curbed
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Lecture 07 : Basic operating elements of public transportation
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 Transit operation terminologies
 Line, stops and networks
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 Transit right-of-way (ROW)
 Vehicle, transit unit, fleet
 Headway and frequency
 Capacity and utilization
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Basic operating elements
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Line and Network
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• Transit line is the infrastructure and service provide
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on a fixed alignment by vehicles or trains operating on
pre-determined schedule
•Example – Green line, Red line, etc.
Figure: Pune Bus Route Map
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• Transit route is often synonymous with transit lines,
but it usually designates street transit rather than
metro or regional rai lines
•Example – Blue route, Orange route, etc.
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Line and Network
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• Transit network is a set of transit lines
that connect with or cross each other, in a
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coordinated way
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• Line length is the one-way distance
between the two terminals along the line Figure: Rail Network, Istanbul, Turkey
(expressed in km)
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Line and Network
•Network length is the length of all alignments served
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by one or more lines.
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•Total line length is the sum of all the line lengths,
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C
regardless of whether they operate alone or overlap
with other line.
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A B
Example:
•Line lengths: LAC = 6 km, LAD = 5 km, LEF = 7 km F D
•Total line or route length: LAC + LAD + LEF = 18 km
Figure: Illustration of a transit network
•Network length: LAC + LBD + LEF = 15 km (not to scale)
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Right of Way (ROW)
•Transit right-of-way (ROW) is the
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strip of land on which a transit line
operates
•It is classified into three
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categories: C, B and A
•Category C is a surface street
with mixed traffic
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•Category B ROW are
longitudinally separated from
other traffic
•Category A is fully controlled
ROW without grade crossing
or any legal access by other
vehicles or person
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Right of Way (ROW)
Figure: ROW - Category B
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Figure: ROW - Category C
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Figure: ROW - Category A
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Stop and Station
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• Transit stop is a location along a line at which transit
vehicles stop to pick up or drop off passengers.
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•Infrastructure – sign, bench, shelter, etc.
Figure: Bus stop
• Transit station is a special structure that facilitates
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passenger boarding/alighting, waiting, and transfer.
•Terminals are strictly defined, end stations on transit

line.
•Transfer stations are joint stations for two or more lines
at which passengers can transfer between transit lines. Figure: Rail station
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Stop and Station
• Stops/stations
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• 1, 2, 3, 4, 5, 6, 7 Example: 6 E
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5 C
3
4
• Terminal stations
8
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• A, C, E, F, D 1 2
B
A
9
F 7 D
• Transfer stations
• B, 8, 9 Figure: Illustration of stops and stations in a
transit network (not to scale)
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Transit units, vehicles and fleet size
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• Transit unit (TU), is defined as a set of ‘n’ vehicles coupled
together.
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•Buses usually operate as a single vehicles only
•As such, n = 1
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•Trains couple vehicles together to achieve greater
capacity and economy
•As such, n > 1
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Transit units, vehicles, and fleet size
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•Frequency of operation, f
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•Number of TUs passing a point on a transit line in one
direction in one hour
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•Frequency of operation ‘f’ on a line is expressed in
TU/h.
• The number of vehicles past a fixed point during hour is

f*n
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Transit units, vehicles, and fleet size
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•Transit vehicles, bus and rail are referred collectively as fleet.
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•Fleet size (Nf) is the total number of vehicles needed for
operation of a line, or of an entire network.
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Nf = N + Nr + Nm
where,
N is vehicles for regular service (peak hour)
Nr is reserve vehicles, and
Nm are vehicles in maintenance and repair
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Vehicles, Transit units and fleet size
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•Fleet utilization factor (), is defined as percent of fleet
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available for service
𝑵+𝑵𝒓
∅=
𝑵𝒇
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Headway and Frequency
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•Headway (h) is the time interval between the moments two
successive TUs pass a fixed point on a transit line.
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•Expressed in terms of minutes
•Passengers expect short headways, whereas transit
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operators want long headways
•When headways are greater than 6 minutes, it is
desirable to have values that are divisible by 60 (7.5, 10,
12, 15, etc.), known as clock headways
•This will ensure that departure times fall on same
minutes in each hour and it is easy to memorize.
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•The longest headway scheduled is determined based on
minimum level of service, called policy headway (hp)
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•The minimum headway (hm) of a line is determined by
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physical characteristics of line like boarding/alighting rate,
etc.
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•The number of TUs passing a point on a transit line in one
direction during one hour represents frequency of service.
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𝟔𝟎
𝒇=
𝒉
where,
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h = headway
•Other similar indicators like spacing and density are also

used, however rarely.
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Capacity and Utilization
•Capacity (C), or offered capacity, of a system refers to its
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maximum ability to perform under prevailing conditions.
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•Two capacities are particularly important
•Vehicle capacity, Cv (spaces per vehicle)
•Maximum number of spaces for passengers a TU
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can accommodate
•Seats only, seats plus standing spaces, ratio of
seats to standing spaces
•Line capacity (spaces per hour)
•Maximum number of spaces that can be
transported past a fixed point in one direction
during one hour
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Capacity and Utilization
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•Utilized capacity (P), or demand, is the maximum number
of passengers that are transported per hour
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So,
Offered capacity = C (sps/hr), and
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Utilized capacity = P (prs/hr)
•Capacity utilization () is the ratio of utilized to offered

capacity.
•Also known as load factor (prs/sps)
𝑷
∝=
𝑪
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 Definition and different attributes of line, network, stop and
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station
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 Different types of ROW – ranging from mixed-traffic to dedicated
 Stops, stations, terminals
 Vehicles, TU, fleet size
 Capacity and utilization: Vehicle and transit line
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Reference Textbook:
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Urban Transit – Operations, Planning and
Economics, by Vukan R. Vuchic
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Lecture 08 : Basic operating elements of public transportation
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 Transit operation terminologies (contd.)
 On-line travel time
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 Passenger travel times
 Speeds
 Different classification of PT
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Travel times (On-line travel times)
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•Running time (tr) is the time interval between a TU’s starting
from one station and stopping at next one.
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•Station standing (or dwell) time (ts) is the duration of TU’s
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standing at a station for boarding or alighting of passengers.
•Station to station travel time (Ts) is the time interval

between a TU’s departures from two adjacent stations, i.e.
sum of running time and station standing time.
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𝑇𝑠𝑖 = 𝑡𝑟𝑖 + 𝑡𝑠𝑖
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where,
Ts = Station to station travel time
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tr = Running time
ts = Dwell time
i = Spacing
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•Operating (or travel) time, To is the scheduled time
𝑇𝑜 = σ𝑖 𝑇𝑠𝑖 = σ𝑖(𝑡𝑟𝑖 + 𝑡𝑠𝑖 )
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interval between departure of a TU from one terminal
and its arrival at the other terminal on the line
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•Terminal time (tt) is the time a TU spends at a line
terminal.
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It usually includes activities like
• vehicle turning,
• change in driver,
• resting of crew,
• adjustment in schedule,
• recovery of delays.
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•Deadhead time (td) is the portion of the TU travel time
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during which the TU is not in passenger service.
•It includes time from depot to the line and back.
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•It is unproductive, and hence minimized
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•Platform time (Tp) is the total time a TU is in operation
including the deadhead time.
𝑻𝒑 = 𝒌𝑻 + 𝟐𝒕𝒅
where,
k = no. of round trips made by TU on a line
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Travel times (Passenger travel times)
•Passenger travel time includes a passenger’s time
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•to reach the stop/station from his/her origin;
•wait at the stop/station;
•travel time on the transit line;
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•transfer between lines or modes (if any); and
•finally his/her time to arrive at destination after
disembarking from transit vehicle
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•Access time (ta) is the time which an individual passenger
requires for approach to a transit stop or departure from
a stop to destination.
•Waiting time (tw) is the time between passenger arrival

at a stop and the time of TU departure.
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Travel times (Passenger travel times)
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•On-line travel time (to) is the duration of passenger travel
in a TU for a given trip
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•Transfer time (tf) is the time used for transferring
between different lines or modes.
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•Origin-destination travel time (Tod) is total passenger’s
travel time from point of origin to point of destination.
•It may include all or some of the following terms
𝑻𝒐𝒅 = 𝒕𝒂 + 𝒕𝒘 + 𝒕𝒐 + 𝒕𝒇
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Travel Speeds
Vehicle Speeds
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•Maximum technical speed (Vmax) is highest speed that
vehicle is capable of achieving on a straight horizontal
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way under normal conditions.
Alignment Speeds
•Line design speed (Vd) is maximum speed transit vehicles
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can achieve on a given section of line with adequate
comfort and safety.
•Legal speed (Vl) is the maximum speed transit vehicle can

legally operate on a given section of line.
•May be less than or equal to line design speed
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Travel Speeds
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•Programmed speed (Vg) is the speed transit vehicles can
operate meeting standards of safety, comfort, economy,
and performance.
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•It is the speed that can be actually achieved
Vehicle-on-line Speeds
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•Running speed (Vr) is the average speed TUs achieve
from leaving one station to arriving at next one.
•Station-to-station speed (Vs) is the average speed of

travel between moments a TU leaves two adjacent
stations
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Travel Speeds
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•Operating or travel speed (Vo) is the average speed of TU
travel along transit line.
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•This is the speed of travel offered to public
•Cycle speed (Vc) is the average speed of a TU for a
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complete round trip on a line.
•Platform speed (Vp) is the average speed of TU from the

time they leave depot until they return back.
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Travel Speeds
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Passenger Speeds
•Access speed (Va) is the average speed of passenger
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travel to and from transit stops or stations.
•Origin-destination speed (Vod) is the average speed of
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passenger travel along his/her path from origin to
destination
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Types of public transportation
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Different ways to classify
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Elements Options
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1 ROW C – steered with mix traffic
B – partially separated
A – fully separated
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2 Vehicle guidance Steered – highway vehicles
Guided – mostly rail, some rubber tired
3 Guided vehicle Steel wheels on rails
support Rubber tires on roadway or running beams
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Types of public transportation
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Different ways to classify
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Elements Options
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4 Propulsion Internal combustion engine (diesel, petrol..)
Electric
Linear induction motor
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5 TU driving and Driver – driven
control Driver with automatic train operation (ATO)
ATO (no driver)
Autonomous vehicles
6 Service – type of Many overlapping lines
network and Rail trunk lines with feeder
operation Rail network supplemented by bus
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 Covered the remaining basic operating elements.
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 Running time, station standing time, station to station time,
terminal time, platform time.
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 Access time, waiting time, on-line travelling time, cycle time,
platform time.
 Classification based on ROW, vehicle guidance, propulsion, TU
driving control.
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Reference Textbook:
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Lecture 09 : Bus transportation_1
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 Advantage and disadvantages of bus transportation
 Types of buses
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 Types of network
 Types of bus stops
 Bus stops placement
 Bus stop design
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Bus Transportation
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Advantages
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•Buses can operate over the existing road system.
•It can be implemented and expanded in short time.
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•The routes can be modified easily, facilitating a wider reach.
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•The schedule can be varied easily to suit the demand.
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Bus Transportation
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Advantages
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•Buses can be used for charter services when not in
scheduled service.
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•A relatively small number of passengers would suffice to
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justify dispatching a bus.
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Bus Transportation
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Disadvantages
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•Lower capacity in high volume corridors
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•Limited ability to reduce labor cost in high volume corridors
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•Susceptibility of delays from other vehicles
•Less visibility of route network
•Less perceived comfort of passengers

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Bus Transportation
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Types of buses
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•The type of buses used in urban transportation are:
• Conventional bus
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• Articulated bus
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• Bi-articulated bus
• Mini bus
• Double deck bus

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Bus Transportation
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Types of buses
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No of passengers v/s type of bus
Seats Standees Total
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Minibus 16-24 12-16 28-40
Conventional bus 35-54 19-40 45-94
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Articulated bus 35-70 30-60 80-120
Double deck bus 50-90 15-30 65-120
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Bus Transportation
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Types of buses
Bi-articulated bus
P T Articulated bus Mini bus
Double deck bus

N Conventional bus
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Bus Transportation
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Types of networks
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•The type of buses networks used in urban transportation are
as under:
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• Radial and ring pattern •Branches and loops
•Grid-type network •Through routing
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•Radial crisscross
•Trunk line with feeders
•Timed transfer networks

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Bus Transportation
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Types of networks
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•Radial and ring pattern
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Moscow network
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Bus Transportation
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Types of networks
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•Grid pattern
NP Gandhinagar network
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Bus Transportation
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Types of networks
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•Trunk and feeder system (Example: Indore)
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Bus Transportation
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Types of bus stops
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Bus stop category Description Generally located
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Minimum boarding • Sites with negligible demand •Constrained suburban
point •General outbound stops sites
•Low frequency services •Outbound stops
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•Can be used where patronage •Non urban areas
number are less
Regular stops •Low density suburban or non- •Suburban sites
urban sites with low customer
demand
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Bus Transportation
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Types of bus stops
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Bus stop category Description Generally located
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Intermediate stops •Suburban sites and near some •Main passenger transport
attraction corridor
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Premium stops •Sites near major attractors with •Major attraction
high customer demand •Interchanges
•Major passenger
transport corridor
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Bus Transportation
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Bus stop placements
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•Far side
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Bus Transportation
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Bus stop placements
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•Near side
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Bus Transportation
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Bus stop placements
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•Mid block
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Bus Transportation
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Bus stop placements
•Preference of bus stop locations based on situation
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Situation Preferred placement
Any signalized intersection where bus can stop on Far side
travel lane
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If bus turns an intersection Far side
Intersection with many left turns Far side
Complex intersections with multi-phase signals or Far side
dual turn lanes
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Bus Transportation
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Bus stop placements
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If near side curb extension prevents autos Far side
from turning left in front of bus
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If two or more consecutive stops have Alternate near side and far side to
signals maximize advantage of timed signal
If obvious heavy single direction transfer One near side, one far side to
activity eliminate crossing required to transfer
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Bus Transportation
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Bus stop placements
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If blocks are too long to have all stops at intersection Mid block
Major transit generators not served by stops at intersection Mid block
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Mid block pedestrian –crossing defined by refuge island Mid block
and/or striping
Transit center Off – street
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Bus Transportation
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Bus stop spacing
•Preference of bus stop spacing based on environment
Environment
Central core areas of CBD
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Spacing Range
300 to 1000 feet
Typical spacing
600 feet
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Urban areas 500 to 1200 feet 750 feet
Suburban area 600 to 2500 feet 1000 feet
Rural areas 650 to 2640 feet 1250 feet
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Bus Transportation
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Bus stop design
Curb side stop
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Bus bay
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Bus Transportation
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Bus stop design
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Open bus bay
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Queue Jumper
Bus bay
NUB or curb
extension
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 Advantage and disadvantage of bus transportation in terms of its
flexibility, cost, capacity, etc.
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 Different types of buses: Mini, standard, articulated, etc
 Types of bus stops
 Placement of bus stops: Mid block, far side, near side
 Design of bus stop
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Reference Textbook:
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Lecture 10 : Bus transportation_2
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 Bus service planning guidelines
 Performance indicators
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 Financial indicators
 Quality of service indicators
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Bus Transportation
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Bus service planning guidelines
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The suggested guidelines have four steps
I. Service pattern
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II. Service levels
III. New routes
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IV. Passenger comfort and safety
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Bus Transportation
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I. Service Pattern
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i. Service area and route coverage
a. Service area: Operating authority/agency
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b. Route coverage: Population density and major
employment/residential areas
ii. Route structure and spacing
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Figure: Route Spacing
a. Route structure: Grid, radial, etc.
b. Spacing: Urban v/s suburban area
iii. Route directness-simplicity
i. Direct; <20% longer than car travel times
ii. No more than 2 branches per trunk line
Figure: Route Directness
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Bus Transportation
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I. Service Pattern
iv. Route length
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a. Short routes; difficult to maintain schedules for long
routes
b. Should not exceed 25-mile per round trip or 2-hr
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v. Route duplication
a. One route per arterial, except on approaches to CBD
or major transit terminal
b. Express routes should utilize expressways
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Bus Transportation
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II. Service Levels
i. Service periods Figure: Service Periods
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a. Regular, priorities, owl service, suburban feeder
service, weekend service
ii. Policy headways (minimum service frequency)
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a. Peak-urban (20 min), peak-suburban (20-30 min)
iii. Loading standards
a. Peak 30-min (150%), Midday/evening (75-100%) Figure: Loading Standards
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Bus Transportation
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•Example- Selection of bus type and scheduling based on ridership
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•Fleet size =
(one way travel time +terminal dwell time) / frequency
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Bus Transportation
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II. Service Levels
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iv. Bus stops
a. Stop frequency in urban core: 10-12 stops/mile
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b. Stop location: near side, far side, etc.
c. Stop length (conventional bus): 80-100 ft. (far side), Figure: Bus Shelter Priority
140-160 ft. (midblock), etc.
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v. Route speed
a. Central area: 6-8 mph; urban: 10-12 mph;
suburban: 14-20 mph
vi. Service reliability
a. Peak: 80-100% buses 0-3 min late; Off-peak: 90-95%
buses 0-3 min late
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Bus Transportation
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III. New Routes III. New Routes
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i. Service evaluation iii. Frequency of change
a. Examine physical constraints/street a. Major changes not more than 2-3
patterns times a year
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b. Estimate ridership and costs
iv. Length of trial period
c. Compare with existing route
performance a. Min 6-month experimental service
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ii. Service criteria
a. Min. population density 2000
persons/sq. mi.
b. Ridership: 20-25 passengers per bus
hour
c. Fares should cover 40-50% of direct
cost service
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Bus Transportation
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IV. Passenger Comfort and Safety
i. Passenger shelters
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a. All CBD stops; stops that serve more than 200-300
boarding/transferring passengers
ii. Bus maintenance
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a. Spares should not exceed 10-12% of scheduled fleet
b. Five thousand-mi scheduled maintenance
iii. Bus route and destination signs
a. Front and side mounted signs
b. Route number and destinations should be displayed
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Bus Transportation
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IV. Passenger Comfort and Safety
iv. Passenger information service
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a. Provide telephone information service; internet based information, etc.
b. 95% of all calls should be answered within 5 min
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v. Route map and schedules
a. Provide dates route maps annually
b. Provide printed schedules on a quarterly basis
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vi. Driver courtesy, efficiency, appearance
a. Carefully select, train, supervise and discipline drivers
b. Provide driver incentive programs
vii. Passenger and revenue security systems
iv. Exact fare should be encouraged; secret emergency alarm for drivers;
transit security personnel
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Bus Transportation
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Route planning process
Input data
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Input street network
Identify active modes
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Select route alignment
Select route type
N
Select O-D Estimate patronage
Modify alignment
Stage Is alignment
complete suitable
Network
Evaluate network Exit
complete ?
L
Bus Transportation
E
Performance indicators
T
The overall performance of a bus transit is assessed by
various indicators, which can be classified as:
P
a) Operational performance indicators
b) Financial performance indicators
N
c) Quality of service indicators
L
Bus Transportation
E
Operation performance indicators
T
•The operating performance of a bus company is evaluated
using the appropriate key performance indicators, such as
•passenger volume,
P
•fleet utilization,
•breakdowns,
•fuel consumption,
N
•staff-bus ratio,
•accident rate, etc.
•Passenger volume gives total number of passengers per bus

per day.
L
Bus Transportation
E
T
•Capacity utilization is occupancy ratio, i.e. ratio of
passenger-km realized to the seat-km offered during a day.
•0.8 is a desirable ratio.
P
•Fleet utilization is percentage of buses operated in peak
N
period with reference to total fleet.
•Desirable is 90%
•Breakdowns should be less than 5 % of the fleet strength.

L
Bus Transportation
E
T
•Fuel consumption for normal city service lies between 24 to
26 liters of diesel per 100 km.
P
•The total staff per operating bus is of order of 5 to 7. Out of
N
this,
•the administration staff may be 0.3 -0.4, and
•maintenance may be 1.0-1.5.
L
Bus Transportation
E
T
•The accident rates practically for a well maintained urban
bus service may be in range of less than 1 per 100,000 bus –
km.
N P
•Dead-km that does not earn revenue should be limited to
be less than 2.0% of total distance traveled.
L
Bus Transportation
E
Financial performance indicators
T
•The financial performance of bus transit is measured by
operating ratio, i.e. ratio of total revenue to total cost.
P
•Fare box ratio refers to the ratio of revenue through sale of
tickets to total operation cost of buses.
N
•Financial performance is also measured by
•Earning per km of bus operation (EPKM),
•Cost per km of bus operation (CPKM), and
•Cost per Passenger Kilometer (CPPKM).
L
Bus Transportation
E
Quality of service performance indicators
T
•These indicators permit the evaluation of the service
provided by the bus company to the public.
P
•The key quality indicators include:
•passenger waiting time,
•walking distance to bus stop,
N
•passenger journey time,
•the need to interchange between routes and services,
•reliability,
•Affordability.
L
Bus Transportation
E
Quality of service performance indicators
T
•The acceptable waiting time may have a range between 5
to 15 minutes.
•Bus is said to be punctual if it arrives within +/- 5
P
minutes of schedule.
N
•The maximum desirable walking distance should be
between 300 m and 500 m in dense urban area.
E L
P T
 The presentation explained the steps involved in bus service
planning guidelines.
N
 Service pattern, Service levels, New routes, Passenger comfort and safety
 Different indicators to estimate the state of public transportation

 Operational, financial, quality of service
E L
P T
•Textbook: Urban Transit – Operations, Planning and
Economics by Vukan R. Vuchic
N
•Report: Bus Route and Schedule Planning Guidelines,
National Cooperative Highway Research Program (NCHRP
Report No 69), Transportation Research Board, National
Research Council, USA
http://onlinepubs.trb.org/Onlinepubs/nchrp/nchrp_syn_69.p
df
E L
P T
N

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E L

Module 02: Public Transportation

•Transportation can be further classified into three categories

•Cable cars (Late 19th century)

•Motor coaches powered by internal combustion engine (Early 20th

•The service operates on a fix schedule and route.

•Staff recruitment and management

•Stakeholder compliance issues (operators, contractors, etc.)

Module 02: Public Transportation

•Terminals are strictly defined, end stations on transit

• The number of vehicles past a fixed point during hour is

•Passengers expect short headways, whereas transit

•Other similar indicators like spacing and density are also

•Capacity utilization () is the ratio of utilized to offered

Module 02: Public Transportation

•Station to station travel time (Ts) is the time interval

•Waiting time (tw) is the time between passenger arrival

•Legal speed (Vl) is the maximum speed transit vehicle can

•Station-to-station speed (Vs) is the average speed of

•Cycle speed (Vc) is the average speed of a TU for a

•Platform speed (Vp) is the average speed of TU from the

•Origin-destination speed (Vod) is the average speed of

Module 02: Public Transportation

•Less visibility of route network

•Less perceived comfort of passengers

• Double deck bus

P T Articulated bus Mini bus

Double deck bus

•Grid-type network •Through routing

•Trunk line with feeders

•Timed transfer networks

Curb side stop

Urban Transit – Operations, Planning and

Module 02: Public Transportation

140-160 ft. (midblock), etc.

b) Financial performance indicators

•Passenger volume gives total number of passengers per bus

•Breakdowns should be less than 5 % of the fleet strength.

 Different indicators to estimate the state of public transportation

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