BUS FRANCHISE(AZIMPUR TO UTTARA)

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it was a fun thing to do......nothing very special.except a graph....which shows % of ridership or as the bus approaches to uttara number of available sits is decreasing by this we can easily know from which station ppl will start to stand on the bus,hope u will like it

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BUS FRANCHISE(AZIMPUR TO UTTARA)

  1. 1. BANGLADESH UNIVERSITY OF ENGINEERING & TECHNOLOGY
  2. 2. DR. TANWEER HASAN ASSOCIATE PROFESSOR, DEPT. OF CIVIL ENGINEERING OF BUET DR. CHARISMA FARHEEN CHOUDHURY ASSISTANT PROFESSOR, DEPT. OF CIVIL ENGINEERING OF BUET
  3. 3. 0404009 0404044 0404065 0404085 0404104 0404117 0404131 0404139 0404152 0404167 0404178
  4. 4. BEFORE – AFTER STUDY (AZIMPUR TO UTTARA)
  5. 6. <ul><li>DATA COLLECTION AND ANALYSIS </li></ul><ul><li> - Based on user response </li></ul><ul><li> -Based on data collected in the bus stoppage and on board </li></ul><ul><li>Observation and major findings </li></ul><ul><li>Conclusion & Suggestion </li></ul>
  6. 7. <ul><li>It is a common method to perform before after study to measure the promised performance. </li></ul><ul><li>It is mandatory to have a pilot project before implementing any major change in traffic system. </li></ul>
  7. 8. “ Under the franchise system all existing bus companies will valid permit to operate on this route will run under one company”. ---- Abu Bakar Md. Shahjahan Executive Director of the Projects Supervising Agency
  8. 10. <ul><li>Route Selection- No auction done </li></ul><ul><li>Priority – No separated bus lane </li></ul><ul><li>Ownership selection – No bidding took place </li></ul><ul><li>Promised Level of service(LOS) – Less LOS than ideal franchise </li></ul>
  9. 12. <ul><li>Data Source : </li></ul><ul><ul><li>Users ( On Board) </li></ul></ul><ul><ul><li>Users ( On Bus Stoppage ) </li></ul></ul><ul><li>Major Criteria For Comparison : </li></ul><ul><ul><li>Travel Cost </li></ul></ul><ul><ul><li>Safety </li></ul></ul><ul><ul><li>Comfort </li></ul></ul><ul><ul><li>Speed </li></ul></ul><ul><ul><li>Regularity and Discipline </li></ul></ul>
  10. 13. <ul><li>12 million inhabitants </li></ul><ul><li>Predominantly represent the middle & the lower-middle class </li></ul><ul><li>Transportation system dominated by non-motorized </li></ul><ul><li>vehicles(rickshaw) </li></ul><ul><li>Poorly maintained motorized vehicles </li></ul><ul><li>Unbearable congestion </li></ul><ul><li>Low reliability & comfort </li></ul>
  11. 14. <ul><li>Reducing: </li></ul><ul><ul><li>Competition </li></ul></ul><ul><ul><li>Nosing </li></ul></ul><ul><ul><li>Waiting time </li></ul></ul><ul><ul><li>Pollution </li></ul></ul><ul><ul><li>Fuel consumption </li></ul></ul><ul><li>Improving reliability </li></ul><ul><li>Maintaining frequent/rapid service </li></ul><ul><li>Providing sufficient comfort </li></ul>
  12. 19. NO. OF BUYING TICKETS (BEFORE ARRIVAL OF BUS) DULDUL 3 BEVCO 1 ANIK 1
  13. 20. NO. OF BUYING TICKETS (AFTER ARRIVAL OF BUS) DULDUL 3 BEVCO 1 ANIK 1 DULDUL 3 BEVCO 1 ANIK 1
  14. 22. COMPARISON BETWEEN JOURNEY TIME
  15. 23. COMPARISON BETWEEN JOURNEY TIME
  16. 24. RIDERSHIP OF BUS BEFORE STUDY ( DULDUL)
  17. 25. RIDERSHIP OF BUS AFTER STUDY (SUCHONA)
  18. 26. SPEED COMPARISON (BEFORE-AFTER) AVERAGE TRVAEL SPEED = 12(BEFORE) = 27.02(AFTER) AVERAGE RUNNING SPEED = 21.08(BEFORE) = 36.19 (AFTER) BEFORE STUDY AFTER STUDY UP DOWN UP DOWN TRAVEL SPEED (kmph) RUNNING SPEED (kmph) TRAVEL SPEED (kmph) RUNNING SPEED (kmph) TRAVEL SPEED (kmph) RUNNING SPEED (kmph) TRAVEL SPEED (kmph) RUNNING SPEED (kmph) 10.78 18.27 12.41 23.89 35.29 44.17 18.75 28.21
  19. 27. TRAVEL SPEED COMPARISON
  20. 28. RUNNING SPEED COMPARISON
  21. 29. NAME OF THE BUS NUMBER OF OBSERVATION NUMBER OF BOARDING NUMBER OF ALIGHTING BOARDING + ALIGHTING STOPPING TIME STOPPING TIME FOR UNIT PASSENGER BEVCO (AC) 1 13 7 20 140 15.55 DULDUL (NON-AC) 1 18 9 27 120 4.44 2 9 4 13 127 9.77 3 18 9 27 118 4.37
  22. 30. NAME OF THE BUS NUMBER OF OBSERVATION NUMBER OF BOARDING NUMBER OF ALIGHTING BOARDING + ALIGHTING STOPPING TIME STOPPING TIME FOR UNIT PESSENGER SUCHONA (AC) 1 15 6 21 130 6.19 SUCHONA (NON-AC) 1 11 10 21 111 5.28 2 13 6 19 118 6.21 3 10 8 18 130 7.22
  23. 31. 8.53
  24. 32. Z TEST (CONTD….) <ul><li>ASSUMPTION: </li></ul><ul><li>TWO SAMPLES MEANS ARE FROM THE SAME DISTRIBUTION. </li></ul><ul><li>IN TRAFFIC ENGINEERING STUDIES ,IT IS USUALLY PERFORMED THE TEST AT 95% CONFIDENCE LEVEL </li></ul>
  25. 33. Z TEST <ul><li>FORMULA: </li></ul><ul><li>Z = I U₁-U₂I / S d > Z CRITICAL </li></ul><ul><li>S d = sqrt[S²₁ / n₁ - S²₂ / n₂ ] </li></ul><ul><li>WHERE </li></ul><ul><ul><li>U₁ ,U₂ = MEAN PARAMETER OF BEFORE AND AFTER </li></ul></ul><ul><ul><li>n₁ ,n₂ = SAMPLE SIZE OF BEFORE AND AFTER </li></ul></ul><ul><ul><li>S₁,S₂ = STANDARD DEVIATION OF BEFORE AND AFTER </li></ul></ul>
  26. 34. DATA ANALYSIS <ul><li>BOARDING TIME </li></ul>Location Before Study (sec) After Study (Sec) NEW MARKET 298(BEVCO) 110 162(ANIK) 88 206(DULDUL) 123 200(DULDUL) 79 194(DULDUL) 90 Z VALUE CRITICAL Z VALUE SIGNIFICANCE 4.72 1.96 SIGNIFICANT
  27. 35. DATA ANALYSIS ( CONTD.) <ul><li>PARKING TIME </li></ul>Location Before Study (sec) After Study (Sec) NEW MARKET 248 (BEVCO) 98 100 (ANIK) 93 152 (DULDUL) 88 132(DULDUL) 76 121(DULDUL) 95 Z VALUE CRITICAL Z VALUE SIGNIFICANCE 2.33 1.96 SIGNIFICANT
  28. 36. GROUP NO. BEFORE STUDY AFTER STUDY 02 12 27.02 04 8.53 12 Z VALUE CRITICAL Z VALUE SIGNIFICANCE .33 1.96 NOTSIGNIFICANT
  29. 37. GROUP NO. BEFORE STUDY AFTER STUDY 02 21.08 36.19 04 22.78 35.33 Z VALUE CRITICAL Z VALUE SIGNIFICANCE .04 1.96 NOTSIGNIFICANT
  30. 39. USER OPTION
  31. 40. GENDER DISTRIBUTION
  32. 41. EDUCATION LEVEL
  33. 42. EMPLOYMENT
  34. 43. INCOME LEVEL
  35. 44. <ul><li>MALE DOMINANCE (76% AT BUS STOP& 72% ON BUS) </li></ul><ul><li>MOST OF THE USERS ARE SERVICE HOLDERS AND STUDENT </li></ul><ul><li>ABOUT 60% TO 70% USERS HAVE HIGH INCOME </li></ul><ul><li>79% USERS HAD BEEN USED NEW BUS SERVICE </li></ul>
  36. 46. TRIP BY PURPOSE (ORIGIN)
  37. 47. TRIP BY PURPOSE (DESTINATION)
  38. 48. PERCENTAGE OF NEW USER
  39. 49. REASONS FOR USING NEW BUS SERVICE
  40. 50. TRIP FREQUENCY
  41. 51. USER RESPONSE ABOUT FARE
  42. 52. USER RESPONSE ABOUT TRAVEL TIME
  43. 53. USER RESPONSE ABOUT COMFORTABILITY
  44. 54. USER RESPONSE ABOUT SAFETY
  45. 55. ALTERNATIVE WAYS (IF BUS IS UNAVAILABLE)
  46. 56. USER PREFERENCE REASONS (AT BUS STOP)
  47. 57. USER PREFERENCE REASONS (ON BUS)
  48. 59. USER PREFERENCE REASONS (AT BUS STOP)
  49. 60. USER PREFERENCE REASONS (ON BUS)
  50. 61. DISCUSSION (CONTD…) <ul><li>Before introducing bus franchise system, there was no regularity in the discussed route . The passengers Had to wait for buses and some time more than one bus of same company appear at the same time on the same stoppage. </li></ul><ul><li>After installation of franchise system more responsibilities and seriousness among the drivers and contractors of the buses. </li></ul>
  51. 62. DISCUSSION (CONTD…) <ul><li>But our another observation is that the congestion of the road has not been changed due to </li></ul><ul><ul><ul><ul><ul><li>mixed traffic, </li></ul></ul></ul></ul></ul><ul><ul><ul><ul><ul><li>various side road entries, </li></ul></ul></ul></ul></ul><ul><ul><ul><ul><ul><li>no advance traffic control system . </li></ul></ul></ul></ul></ul><ul><li>Therefore the coincidence of two or more buses </li></ul><ul><li>at the same location is still not rare . </li></ul>
  52. 63. DISCUSSION (CONTD…) <ul><li>Better Comfort Of Passengers: </li></ul><ul><li>Due to better scheduling , the buses are now less crowded than before .As a result, the convenience and comfort of passengers has increased to some extent . </li></ul>
  53. 64. DISCUSSION (CONTD…) <ul><li>Unchanged Travel Time : </li></ul><ul><li>No significant change in travel time even after the introduction of bus franchise system as the congestion in the main roads remain unchanged. </li></ul><ul><li>No bus priority on the road and the road is full of mixed traffic . </li></ul><ul><li>Before the franchise system, the buses travelled below Mohakhali Fly Over and now travel above the fly over . This change in travelling route has reduced the travel time a little </li></ul>
  54. 65. DISCUSSION (CONTD…) <ul><li>Insufficient Number Of Buses and Ticket Changing Criteria </li></ul><ul><li>On the route no 3/A, there is permission of 100 buses under “SUCHONA BRF ” bus company . </li></ul><ul><li>At bus counters it was found that there are only 15 to 18 AC buses operating on the route. </li></ul><ul><li>Due to small number of AC buses and irregularities in their arrival , the passengers were compelled to switch after arrival on non AC bus. </li></ul>
  55. 66. DISCUSSION (CONTD…) <ul><li>This Ticket changing criterion has significantly effect on delay at bus stoppages . </li></ul>
  56. 67. CONCLUSION AND RECOMMENDATION <ul><li>Two major demand of passengers in an efficient transport system are- </li></ul><ul><li>minimum travel time and minimum cost for travel . </li></ul><ul><li>Bus franchise in the route of Azimpur to Uttara provided comfort to passengers and brought convenience in their journey. </li></ul><ul><li>It failed to reduce their travel time significantly with reasonable travel cost. </li></ul><ul><li>So, we cannot recommend it as a successful one to fulfill the actual demand of </li></ul><ul><li>the passengers. </li></ul>

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