International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online
design of saperate lane for ambulance at high intensity traffic zone ElbichAkhtarkhan
data analysis, traffic volume studies, parking studies, separate lane for ambulance, data collection, geometric design, lane design using auto cad, traffic safety and public coordination, advantages and disadvantages
This document discusses various factors that must be considered when planning the layout of a bus terminus. It outlines design speeds, platform widths, bay widths, passage widths, parallel offsets, turning radii, road widths, and median widths that should be included. It also lists basic amenities like parking, restaurants, toilets, administrative buildings, passages, subways, green spaces, and sewage treatment that are necessary. Other considerations include sight distances, shop sizes, and main road widths. The document provides this information to explain the design elements that must be taken into account for effective bus terminus planning.
11.[20 37]analysis of bus-stops locations using geographic information system...Alexander Decker
This study analyzed bus stop locations in Ibadan North Local Government Area of Nigeria using Geographic Information Systems (GIS). The author identified 72 existing bus stops through field work and used GIS to analyze the stops against criteria of 400m spacing, available space for shelters, and slope. Based on this analysis, 4 stops were classified as very good, 35 as good, and 33 as bad. The study aims to help improve public transportation in the area by evaluating stop locations and spacing.
Identification of Factors to Improve Public Transit Services (A Case Study of...Dr. Amarjeet Singh
This research presents studies on a segment of highway to determine the quantitative factors that inuence transit services. Travel time and delay study is one of the method to determine quantitative factors. Tour time is described as the average period of time required to journey from one region to some other. Total departure time consists of gadgets which include total working time, places and general delay time. The examine section was done in Prithvi chowk to Tal chowk of Prithvi Highway which is turned to be 12.5 km long.
Additionally, it has been found that the principle variables affecting travel time are: postpone time because of forestall selecting and choosing up passengers, bus model and bus size.32 trips public transport carrier and a 10 trips non-public automobile journey have been held during peak hours. Models are developed the use of SPSS software to become aware of the relationship between the causes of delays and the overall-time delays. Travel time and learning delays can help reduce the number of private vehicles operating and increase the number of public vehicles in order to reduce congestion and improve the e efficiency of the public transport system. It turned into determined that there was a full-size distinction in tour time among the use of the public transit services and the car.
International Refereed Journal of Engineering and Science (IRJES)irjes
a leading international journal for publication of new ideas, the state of the art research results and fundamental advances in all aspects of Engineering and Science. IRJES is a open access, peer reviewed international journal with a primary objective to provide the academic community and industry for the submission of half of original research and applications.
Planning of intermediate transport system for bengaluru metropolitan city to ...eSAT Publishing House
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Services Model of Microlet Public Transport Based on Characteristics Movement...AM Publications
Mode of transport in the form of urban transportation has a very urgent role in supporting the growth and the development of a city.Microlet is the only public transportation owned by the city of Palu in performing services for users,this public transportation is increasingly unpopular and users tend to be abandoned because of the easeness to get it is very difficult in a sense; where waiting place is not clear, there is no certainty of a long waiting, the negotiations of travel destination and the time required for travelling can not be predicted. The research objective is to create a model that is suitable to be applied based on the people movement characteristics, with the hope of such urban transportation is still able to survive and operate as stackholdersdemands (user, operator / driver and government) and at the end people tend to choose public transportation as an option main mode of transportation in supporting their daily activities. The method of analysis used in modelling the transport trajectory is superimpose method with consideration of; land use patterns, the movement pattern of passengers urban transportation, population density, the service area andthe road networkcharacteristics.Based on the analysis of the division of three zones studied region, then the application of fixed rute is still can be carried out in zone 2 as a downtown area that includes 4 districts namely; West Palusubdistrict, Tatanga, South Palu and East Palu, while the two other zones, namely zone 1 and zone 3 as connector to the city center, city transportation routes can be applied in accordance with the national road that crosses the area of the zone.
design of saperate lane for ambulance at high intensity traffic zone ElbichAkhtarkhan
data analysis, traffic volume studies, parking studies, separate lane for ambulance, data collection, geometric design, lane design using auto cad, traffic safety and public coordination, advantages and disadvantages
This document discusses various factors that must be considered when planning the layout of a bus terminus. It outlines design speeds, platform widths, bay widths, passage widths, parallel offsets, turning radii, road widths, and median widths that should be included. It also lists basic amenities like parking, restaurants, toilets, administrative buildings, passages, subways, green spaces, and sewage treatment that are necessary. Other considerations include sight distances, shop sizes, and main road widths. The document provides this information to explain the design elements that must be taken into account for effective bus terminus planning.
11.[20 37]analysis of bus-stops locations using geographic information system...Alexander Decker
This study analyzed bus stop locations in Ibadan North Local Government Area of Nigeria using Geographic Information Systems (GIS). The author identified 72 existing bus stops through field work and used GIS to analyze the stops against criteria of 400m spacing, available space for shelters, and slope. Based on this analysis, 4 stops were classified as very good, 35 as good, and 33 as bad. The study aims to help improve public transportation in the area by evaluating stop locations and spacing.
Identification of Factors to Improve Public Transit Services (A Case Study of...Dr. Amarjeet Singh
This research presents studies on a segment of highway to determine the quantitative factors that inuence transit services. Travel time and delay study is one of the method to determine quantitative factors. Tour time is described as the average period of time required to journey from one region to some other. Total departure time consists of gadgets which include total working time, places and general delay time. The examine section was done in Prithvi chowk to Tal chowk of Prithvi Highway which is turned to be 12.5 km long.
Additionally, it has been found that the principle variables affecting travel time are: postpone time because of forestall selecting and choosing up passengers, bus model and bus size.32 trips public transport carrier and a 10 trips non-public automobile journey have been held during peak hours. Models are developed the use of SPSS software to become aware of the relationship between the causes of delays and the overall-time delays. Travel time and learning delays can help reduce the number of private vehicles operating and increase the number of public vehicles in order to reduce congestion and improve the e efficiency of the public transport system. It turned into determined that there was a full-size distinction in tour time among the use of the public transit services and the car.
International Refereed Journal of Engineering and Science (IRJES)irjes
a leading international journal for publication of new ideas, the state of the art research results and fundamental advances in all aspects of Engineering and Science. IRJES is a open access, peer reviewed international journal with a primary objective to provide the academic community and industry for the submission of half of original research and applications.
Planning of intermediate transport system for bengaluru metropolitan city to ...eSAT Publishing House
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Services Model of Microlet Public Transport Based on Characteristics Movement...AM Publications
Mode of transport in the form of urban transportation has a very urgent role in supporting the growth and the development of a city.Microlet is the only public transportation owned by the city of Palu in performing services for users,this public transportation is increasingly unpopular and users tend to be abandoned because of the easeness to get it is very difficult in a sense; where waiting place is not clear, there is no certainty of a long waiting, the negotiations of travel destination and the time required for travelling can not be predicted. The research objective is to create a model that is suitable to be applied based on the people movement characteristics, with the hope of such urban transportation is still able to survive and operate as stackholdersdemands (user, operator / driver and government) and at the end people tend to choose public transportation as an option main mode of transportation in supporting their daily activities. The method of analysis used in modelling the transport trajectory is superimpose method with consideration of; land use patterns, the movement pattern of passengers urban transportation, population density, the service area andthe road networkcharacteristics.Based on the analysis of the division of three zones studied region, then the application of fixed rute is still can be carried out in zone 2 as a downtown area that includes 4 districts namely; West Palusubdistrict, Tatanga, South Palu and East Palu, while the two other zones, namely zone 1 and zone 3 as connector to the city center, city transportation routes can be applied in accordance with the national road that crosses the area of the zone.
This document discusses the planning and design of feeder bus services and short routes. It provides examples of different types of feeder routes in Mumbai, including circular routes in business districts, origin-destination based routes serving residential, employment, tourism areas, and peak period services. Case studies of specific feeder routes in Mumbai are presented, providing details on the route, length, frequency, fleet size, and occupancy. Challenges in operating feeder services discussed include lack of infrastructure at stations, long route lengths, limited resources, and competition from other transit options. The summary emphasizes that feeders are an important part of urban transit but require proper planning and integration with trunk services to effectively serve passenger needs.
This document discusses planning and design of feeder bus services in Mumbai. It provides background on BEST, the public transit operator, and notes that feeder routes make up 52% of total routes. Feeder services are designed to transport passengers shorter distances, typically 4-6 km, to connect residential and commercial areas to trunk routes. Key considerations in planning feeder services include distance, travel time, infrastructure availability, frequency, and coordinating with trunk schedules. Challenges include lack of station infrastructure, long feeder distances, limited resources, and competition from other transit modes. Effective feeder services are important for integrating last mile connectivity within the overall transit system.
Landscape design for multimodal transport corridorsGeeva Chandana
This document outlines the structure and process of a dissertation on landscape design for multimodal transport corridors in Chennai, India. It begins with an introduction to the problem and outlines the objectives and significance of the study. It then describes the research process, including literature reviews, case studies of projects in India and abroad, and data collection through secondary research and primary methods like questionnaires and site visits. Case studies are presented on transport corridors in Chennai like the OMR corridor to analyze the existing landscape and potential for improvement. The goal is to understand how landscape design can enhance multimodal transit systems and the imageability of the city.
This document summarizes Bhasker V. Bhatt's presentation on multimodal and intermodal transportation planning. It discusses key concepts like multimodal transportation involving the integration of various transportation modes for efficient mobility. Case studies from Singapore and Stuttgart are presented as good examples of multimodal systems through unified ticketing and coordinated timetables. Intermodal transportation is defined as involving more than one mode, with examples of intermodal cargo transportation using containers and intermodal passenger transportation combining various modes. The importance of proper planning for efficient intermodal systems is highlighted.
This document provides an introduction to Bus Rapid Transit Systems (BRTS) and discusses the Metro Bus Service (MBS) project in Lahore, Pakistan. It outlines the key characteristics of a BRTS, including dedicated lanes, elevated stations, off-board fare collection and high-capacity buses. BRTS offers greater flexibility and lower costs compared to rail systems. The MBS in Lahore is a 27km corridor serving important areas of the city. It has led to reduced travel times and costs for commuters as well as environmental benefits from improved public transport. A socioeconomic impact study was conducted through surveys of 3900 commuters, 237 non-commuters and 500 traditional transport stakeholders to evaluate the project's social and economic effects
This document summarizes a dissertation on multi-modal transportation hubs. The dissertation aims to study the need for and circulation involved in multi-modal transportation. The objectives are to study transitional areas, requirements, and circulation. The scope is on uses and passenger movement patterns. Due to time constraints, some aspects could not be studied in depth. Case studies of London, Hong Kong and Singapore multi-modal hubs are provided. Conventional transportation planning is compared to multi-modal planning, which considers connections between modes. Passenger requirements like transfer times and accessibility are also discussed.
Performance of Urban Transit in JordanIJERA Editor
Urban public transit has essential and active role for sustainable and balanced socio-economic and
environmental development. This study investigated the performance of urban public transit services in three
major cities in Jordan, including Amman, Irbid, and Zarqa. Accessibility, mobility, productivity, punctuality,
waiting time and comfort of public transit were investigated in the study. Data were obtained from Land
Transport RegulatoryCommission of Jordan, municipalities, and field surveys.
The accessibility was found to be relatively low in Irbid and Amman city. Also, the results indicated that the
mobility and waiting time for public transit were found to be marginally comparable with that in developed
countries. In contrast, the productivity of public transit was very high compared with the productivity of transit
in developed countries. However, one-quarter of users’ rated the comfort inside public transit as poor. Thus,
enhancement of public transit service and introduction of new modes of transport are necessary to ease the
existed urban congestion levels
A documentation of our study, critical appraisal and analysis of the area around the Rourkela Railway Station and the attempt to transform the zone into a Multi-Modal Hub keeping in purview the close proximity of the Bus Station and Intermediate Public Transport service.
This document summarizes a study on public transportation demand and requirements in 2020 for several areas in Malaysia. The study objectives are to assess the current situation, provide short and long-term planning, budget for projects, and propose transportation solutions. It analyzes each location and identifies issues such as limited parking, narrow roads, and lack of integration between transportation modes. To address the issues, the study recommends implementing a light rail system similar to Tokyo's subway network and prioritizing existing infrastructure, public transport, and non-motorized options over expansion.
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
KA6564 Assignment 4 - Urban Public Transport Reportarmada7000
This document presents the findings of a public transport study for the Kajang, Bandar Baru Bangi, Putrajaya, Bandar Seri Putra and Nilai 3 areas in Malaysia. Current public transport options include bus services, train services, and taxis. However, the study found several issues with the existing system including unsuitable locations of transport facilities causing traffic, shortage of parking, and lack of coverage in some areas. The study aims to propose improvements to the public transport system to meet the growing demand by year 2020, including potential light rail options and enhancements to bus and taxi services.
The document summarizes plans for the Anaheim Regional Transportation Intermodal Center (ARTIC) in Southern California. ARTIC will serve as a major transportation hub combining rail, bus and other transit options on a 16-acre site. It aims to accommodate over 10,000 daily riders and connect to various modes of transportation in the region. ARTIC's design incorporates sustainability features like energy efficiency and it seeks LEED platinum certification. The development of ARTIC will support growth in the county by providing transportation infrastructure and creating an estimated 5,000 jobs.
This document summarizes a study on promoting efficient Bus Rapid Transit (BRT) systems in Dhaka, Bangladesh. It begins with an overview of transportation challenges in Dhaka, notably severe traffic congestion. It then reviews the performance of various BRT systems worldwide in terms of travel time savings, environmental and safety impacts, and reliability. Key findings include that well-designed BRT systems can reduce travel times by up to 80% and lower carbon emissions by up to 50%. However, issues like low bus frequencies, design flaws, and operational problems have been observed in some existing BRT systems. The document aims to identify lessons learned that could help Dhaka implement efficient and sustainable BRT.
The document discusses concepts for improving feeder services in bus rapid transit systems (BRTS) in Indian cities. It notes that BRTS systems need to be scaled up and down to meet the needs of large and small cities in India. Scaling up involves increasing capacity through design changes like segregated lanes and passing lanes. Scaling down involves concepts like one-way BRTS, elevated BRTS, mini-BRTS, and integrating feeder services. The document emphasizes that Indian cities require affordable and tailored BRTS solutions that can adapt to right-of-way constraints and dispersed land use patterns. It also stresses the importance of pedestrian access and completing local pedestrian networks to key destinations to effectively connect people to BRTS.
The document summarizes an appraisal study of the Bus Rapid Transit System (BRTS) in Surat, India. The BRTS Phase 1 corridor from Udhna Darwaja to Sachin GIDC was selected for analysis. Surveys found that while BRTS provided faster journey times than auto-rickshaws, it lacked accessibility for passengers at intermediate stops. As a result, 60% of passengers preferred auto-rickshaws to BRTS during peak hours. The study concluded that improving accessibility at stops is needed to make BRTS more sustainable and preferred over the entire route.
Due to rapid unplanned development, versatile land use, rapid population
growth, poor public transport system and increase of private car users, traffic
problems are worsening day by day. The only mass transit is bus which is
insufficient in terms of safety, capacity, comfort, and convenience. Considering
the worsening congestion, it is high time to develop effective mass transit
system such as Bus Rapid Transit (BRT) as a means for achieving sustainable
urban transport in the city
By Xiaomei Duan, Chief Engineer, Guangzhou Municipal Technology Development Corp and (Guangzhou, China) and Karl Fjellstrom, Deputy Director, Institute for Transportation and Development Policy (Washington, D.C., USA)
Survey report on GSRTC customers' satisfaction. Harsh Tamakuwala
This document is a project report submitted by Harsh Tamakuwala to study customer satisfaction with Gujarat State Road Transport Corporation (GSRTC) bus services. It includes an introduction to GSRTC that describes its establishment, operations, and services. It also provides background on India's transportation industry and the role of state transport corporations. The project aims to understand public perception and attitudes toward GSRTC services in Surat. It will analyze collected survey data and draw conclusions on awareness and satisfaction with GSRTC.
The document discusses Bus Rapid Transit Systems (BRTS) with a focus on the Ahmedabad BRTS system in India. It provides an overview of BRTS, including its aims and objectives, characteristics, and implementation in India. For the Ahmedabad system specifically, it describes phases, features like stations and buses, awards received, and routes. The Ahmedabad BRTS is highlighted as a pioneering project in India that provides efficient public transportation to the city.
The document summarizes the Metro Bus System (MBS) in Lahore, Pakistan. The 27 km MBS corridor cost $300 million to build and is considered a gold standard Bus Rapid Transit system. It has 27 stations, 18 at grade and 9 elevated, and has the capacity to transport 12,000 passengers per hour in each direction. The MBS provides a rapid public transportation option with the quality of rail and flexibility of bus routes. It features dedicated bus lanes, bus scheduling systems, automated fare collection, and intelligent transportation systems. The MBS is considered a remarkable achievement that could provide a solution to growing traffic congestion problems in other Pakistani cities.
The Prediction of Optimal Route of City Transportation Based on Passenger Occ...TELKOMNIKA JOURNAL
Currently, the existence of city transport is increasingly eliminated by private vehicles such as
cars and motorcycles. This situation is further exacerbated by the behavior of city transport drivers who are
less discipline in driving, or in picking up and dropping off their passengers. The bad behavior is partly
caused by the low level of passenger occupancy. The drivers try to search for passengers as much as
possible but often ignore the traffic rules. To overcome this problem, an optimal transport route with high
passenger potential is required. Therefore, this study investigated the optimal route of city transport based
on the passenger occupancy rate in the city of Bandung as the case study. The method employed for
determining the optimal route is Genetic algorithm combined with Ordinary Kriging method used for the
process of passenger prediction and fitness calculation. The optimal routes are those with higher
occupancy rate. The analysis results showed that the use of the Genetic algorithm with a low number of
generations succeed in creating new optimal routes even though the increase is not too high the maximum
only reaches 4%.This result is certainly important enough to be used in making better public transport
routes.
The Study of Bus Rapid Transit (BRT) System at University Road Peshawar, Paki...IOSR Journals
The paper is part of an ongoing research project on traffic management strategies for Peshawar
Pakistan. A survey of all the existing public transport stops on University Road Peshawar conducted for
identification of bus lane. Peak hour demand was calculated in terms of actual Passengers per hour per
direction (Pphpd)along the entire corridor which acts a warrant test for the provision of a separate lane for
public transport vehicles in Bus Rapid Transit (BRT) System. Saturation Levelsand Dwell Times (sec)at every
stop both for busses and for wagons usingfrequency, clearance time, amount of boarding and alighting
passengers and journey time of existing public transport system were analyzed.From data analysis,
theSaturation Levels and Dwell Times at every stop were found higher than the recommended values mainly
because of the obstruction due to private vehicles in front of public transport vehicles,a comparatively high
percentage of private vehicles with respect to public transport vehicles and the prolong stay of drivers atbus
stops. The Saturation Levels and Dwell Times (sec) for the proposed BRT system was re-analyzed. Finally,
result of the proposed BRT system was incorporated in S-Paramics software to develop a public transport
model.
This document discusses the planning and design of feeder bus services and short routes. It provides examples of different types of feeder routes in Mumbai, including circular routes in business districts, origin-destination based routes serving residential, employment, tourism areas, and peak period services. Case studies of specific feeder routes in Mumbai are presented, providing details on the route, length, frequency, fleet size, and occupancy. Challenges in operating feeder services discussed include lack of infrastructure at stations, long route lengths, limited resources, and competition from other transit options. The summary emphasizes that feeders are an important part of urban transit but require proper planning and integration with trunk services to effectively serve passenger needs.
This document discusses planning and design of feeder bus services in Mumbai. It provides background on BEST, the public transit operator, and notes that feeder routes make up 52% of total routes. Feeder services are designed to transport passengers shorter distances, typically 4-6 km, to connect residential and commercial areas to trunk routes. Key considerations in planning feeder services include distance, travel time, infrastructure availability, frequency, and coordinating with trunk schedules. Challenges include lack of station infrastructure, long feeder distances, limited resources, and competition from other transit modes. Effective feeder services are important for integrating last mile connectivity within the overall transit system.
Landscape design for multimodal transport corridorsGeeva Chandana
This document outlines the structure and process of a dissertation on landscape design for multimodal transport corridors in Chennai, India. It begins with an introduction to the problem and outlines the objectives and significance of the study. It then describes the research process, including literature reviews, case studies of projects in India and abroad, and data collection through secondary research and primary methods like questionnaires and site visits. Case studies are presented on transport corridors in Chennai like the OMR corridor to analyze the existing landscape and potential for improvement. The goal is to understand how landscape design can enhance multimodal transit systems and the imageability of the city.
This document summarizes Bhasker V. Bhatt's presentation on multimodal and intermodal transportation planning. It discusses key concepts like multimodal transportation involving the integration of various transportation modes for efficient mobility. Case studies from Singapore and Stuttgart are presented as good examples of multimodal systems through unified ticketing and coordinated timetables. Intermodal transportation is defined as involving more than one mode, with examples of intermodal cargo transportation using containers and intermodal passenger transportation combining various modes. The importance of proper planning for efficient intermodal systems is highlighted.
This document provides an introduction to Bus Rapid Transit Systems (BRTS) and discusses the Metro Bus Service (MBS) project in Lahore, Pakistan. It outlines the key characteristics of a BRTS, including dedicated lanes, elevated stations, off-board fare collection and high-capacity buses. BRTS offers greater flexibility and lower costs compared to rail systems. The MBS in Lahore is a 27km corridor serving important areas of the city. It has led to reduced travel times and costs for commuters as well as environmental benefits from improved public transport. A socioeconomic impact study was conducted through surveys of 3900 commuters, 237 non-commuters and 500 traditional transport stakeholders to evaluate the project's social and economic effects
This document summarizes a dissertation on multi-modal transportation hubs. The dissertation aims to study the need for and circulation involved in multi-modal transportation. The objectives are to study transitional areas, requirements, and circulation. The scope is on uses and passenger movement patterns. Due to time constraints, some aspects could not be studied in depth. Case studies of London, Hong Kong and Singapore multi-modal hubs are provided. Conventional transportation planning is compared to multi-modal planning, which considers connections between modes. Passenger requirements like transfer times and accessibility are also discussed.
Performance of Urban Transit in JordanIJERA Editor
Urban public transit has essential and active role for sustainable and balanced socio-economic and
environmental development. This study investigated the performance of urban public transit services in three
major cities in Jordan, including Amman, Irbid, and Zarqa. Accessibility, mobility, productivity, punctuality,
waiting time and comfort of public transit were investigated in the study. Data were obtained from Land
Transport RegulatoryCommission of Jordan, municipalities, and field surveys.
The accessibility was found to be relatively low in Irbid and Amman city. Also, the results indicated that the
mobility and waiting time for public transit were found to be marginally comparable with that in developed
countries. In contrast, the productivity of public transit was very high compared with the productivity of transit
in developed countries. However, one-quarter of users’ rated the comfort inside public transit as poor. Thus,
enhancement of public transit service and introduction of new modes of transport are necessary to ease the
existed urban congestion levels
A documentation of our study, critical appraisal and analysis of the area around the Rourkela Railway Station and the attempt to transform the zone into a Multi-Modal Hub keeping in purview the close proximity of the Bus Station and Intermediate Public Transport service.
This document summarizes a study on public transportation demand and requirements in 2020 for several areas in Malaysia. The study objectives are to assess the current situation, provide short and long-term planning, budget for projects, and propose transportation solutions. It analyzes each location and identifies issues such as limited parking, narrow roads, and lack of integration between transportation modes. To address the issues, the study recommends implementing a light rail system similar to Tokyo's subway network and prioritizing existing infrastructure, public transport, and non-motorized options over expansion.
IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
KA6564 Assignment 4 - Urban Public Transport Reportarmada7000
This document presents the findings of a public transport study for the Kajang, Bandar Baru Bangi, Putrajaya, Bandar Seri Putra and Nilai 3 areas in Malaysia. Current public transport options include bus services, train services, and taxis. However, the study found several issues with the existing system including unsuitable locations of transport facilities causing traffic, shortage of parking, and lack of coverage in some areas. The study aims to propose improvements to the public transport system to meet the growing demand by year 2020, including potential light rail options and enhancements to bus and taxi services.
The document summarizes plans for the Anaheim Regional Transportation Intermodal Center (ARTIC) in Southern California. ARTIC will serve as a major transportation hub combining rail, bus and other transit options on a 16-acre site. It aims to accommodate over 10,000 daily riders and connect to various modes of transportation in the region. ARTIC's design incorporates sustainability features like energy efficiency and it seeks LEED platinum certification. The development of ARTIC will support growth in the county by providing transportation infrastructure and creating an estimated 5,000 jobs.
This document summarizes a study on promoting efficient Bus Rapid Transit (BRT) systems in Dhaka, Bangladesh. It begins with an overview of transportation challenges in Dhaka, notably severe traffic congestion. It then reviews the performance of various BRT systems worldwide in terms of travel time savings, environmental and safety impacts, and reliability. Key findings include that well-designed BRT systems can reduce travel times by up to 80% and lower carbon emissions by up to 50%. However, issues like low bus frequencies, design flaws, and operational problems have been observed in some existing BRT systems. The document aims to identify lessons learned that could help Dhaka implement efficient and sustainable BRT.
The document discusses concepts for improving feeder services in bus rapid transit systems (BRTS) in Indian cities. It notes that BRTS systems need to be scaled up and down to meet the needs of large and small cities in India. Scaling up involves increasing capacity through design changes like segregated lanes and passing lanes. Scaling down involves concepts like one-way BRTS, elevated BRTS, mini-BRTS, and integrating feeder services. The document emphasizes that Indian cities require affordable and tailored BRTS solutions that can adapt to right-of-way constraints and dispersed land use patterns. It also stresses the importance of pedestrian access and completing local pedestrian networks to key destinations to effectively connect people to BRTS.
The document summarizes an appraisal study of the Bus Rapid Transit System (BRTS) in Surat, India. The BRTS Phase 1 corridor from Udhna Darwaja to Sachin GIDC was selected for analysis. Surveys found that while BRTS provided faster journey times than auto-rickshaws, it lacked accessibility for passengers at intermediate stops. As a result, 60% of passengers preferred auto-rickshaws to BRTS during peak hours. The study concluded that improving accessibility at stops is needed to make BRTS more sustainable and preferred over the entire route.
Due to rapid unplanned development, versatile land use, rapid population
growth, poor public transport system and increase of private car users, traffic
problems are worsening day by day. The only mass transit is bus which is
insufficient in terms of safety, capacity, comfort, and convenience. Considering
the worsening congestion, it is high time to develop effective mass transit
system such as Bus Rapid Transit (BRT) as a means for achieving sustainable
urban transport in the city
By Xiaomei Duan, Chief Engineer, Guangzhou Municipal Technology Development Corp and (Guangzhou, China) and Karl Fjellstrom, Deputy Director, Institute for Transportation and Development Policy (Washington, D.C., USA)
Survey report on GSRTC customers' satisfaction. Harsh Tamakuwala
This document is a project report submitted by Harsh Tamakuwala to study customer satisfaction with Gujarat State Road Transport Corporation (GSRTC) bus services. It includes an introduction to GSRTC that describes its establishment, operations, and services. It also provides background on India's transportation industry and the role of state transport corporations. The project aims to understand public perception and attitudes toward GSRTC services in Surat. It will analyze collected survey data and draw conclusions on awareness and satisfaction with GSRTC.
The document discusses Bus Rapid Transit Systems (BRTS) with a focus on the Ahmedabad BRTS system in India. It provides an overview of BRTS, including its aims and objectives, characteristics, and implementation in India. For the Ahmedabad system specifically, it describes phases, features like stations and buses, awards received, and routes. The Ahmedabad BRTS is highlighted as a pioneering project in India that provides efficient public transportation to the city.
The document summarizes the Metro Bus System (MBS) in Lahore, Pakistan. The 27 km MBS corridor cost $300 million to build and is considered a gold standard Bus Rapid Transit system. It has 27 stations, 18 at grade and 9 elevated, and has the capacity to transport 12,000 passengers per hour in each direction. The MBS provides a rapid public transportation option with the quality of rail and flexibility of bus routes. It features dedicated bus lanes, bus scheduling systems, automated fare collection, and intelligent transportation systems. The MBS is considered a remarkable achievement that could provide a solution to growing traffic congestion problems in other Pakistani cities.
The Prediction of Optimal Route of City Transportation Based on Passenger Occ...TELKOMNIKA JOURNAL
Currently, the existence of city transport is increasingly eliminated by private vehicles such as
cars and motorcycles. This situation is further exacerbated by the behavior of city transport drivers who are
less discipline in driving, or in picking up and dropping off their passengers. The bad behavior is partly
caused by the low level of passenger occupancy. The drivers try to search for passengers as much as
possible but often ignore the traffic rules. To overcome this problem, an optimal transport route with high
passenger potential is required. Therefore, this study investigated the optimal route of city transport based
on the passenger occupancy rate in the city of Bandung as the case study. The method employed for
determining the optimal route is Genetic algorithm combined with Ordinary Kriging method used for the
process of passenger prediction and fitness calculation. The optimal routes are those with higher
occupancy rate. The analysis results showed that the use of the Genetic algorithm with a low number of
generations succeed in creating new optimal routes even though the increase is not too high the maximum
only reaches 4%.This result is certainly important enough to be used in making better public transport
routes.
The Study of Bus Rapid Transit (BRT) System at University Road Peshawar, Paki...IOSR Journals
The paper is part of an ongoing research project on traffic management strategies for Peshawar
Pakistan. A survey of all the existing public transport stops on University Road Peshawar conducted for
identification of bus lane. Peak hour demand was calculated in terms of actual Passengers per hour per
direction (Pphpd)along the entire corridor which acts a warrant test for the provision of a separate lane for
public transport vehicles in Bus Rapid Transit (BRT) System. Saturation Levelsand Dwell Times (sec)at every
stop both for busses and for wagons usingfrequency, clearance time, amount of boarding and alighting
passengers and journey time of existing public transport system were analyzed.From data analysis,
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International Journal of Engineering and Science Invention (IJESI)
1. International Journal of Engineering and Science Invention
ISSN (Online): 2319 – 6734, ISSN (Print): 2319 – 6726
www.ijesi.org Volume 2 Issue 9 ǁ September. 2013 ǁ PP.36-44
www.ijesi.org 36 | Page
Estimation of Bus Stops Spacing on Public Transport Routes in
Kano Metropolis Using Minibus Stop Time Interval
Muttaka Na’iya Ibrahim1*
and Yunusa Isma’il2
1,2
Department of Civil Engineering, Bayero University, Kano, Nigeria
ABSTRACT: For urban public transport system to be efficient, there is a need to provide a balance among the
conflicting objectives of customer service, which include provision of reasonable walking distance to and from
bus stop, and minimize the number of permissible bus stops along a route so as to reduce the frequencies at
which a bus is required to merge into and exit from traffic stream. This study examined the characteristics of
stop-time intervals of public transport minibus in Kano metropolis as a means for estimation of bus stops
spacing and location of designated bus terminals for orderly pick-up and drop-off of passengers. Data were
collected on minibus stop-time intervals on four major routes on which public minibus drivers operate in the
city. Routes selected for the study were Gwarzo road, Katsina road, Maiduguri road and Zaria road. Though
the stop-time intervals obtained from the study varied with respect to the observation conditions, statistical test
carried out shows that there were no statistically significant differences in the values for the different periods
and traffic directions. This could be as a result of similar characteristics exhibited by drivers who move for a
short duration and stop to pick-up or drop passengers along the routes. The average values of stop-time interval
of public transport minibus regardless of periods and traffic directions were found to be 0.98 minute, 0.82
minute, 1.04 minutes and 1.01 minutes for Gwarzo road, Katsina road, Maiduguri road and Zaria road
respectively. Bus stops spacing of 817 m, 683 m, 867 m and 842 m were estimated for Gwarzo road, Katsina
road, Maiduguri road and Zaria road respectively. The estimated bus stops spacings from this study can be
useful in location of designated bus terminals on public transport routes network in Kano city for orderly pick-
up and drop-off of passengers.
KEYWORDS: Kano Metropolis, Public Transport, Minibus, Stop-time Interval, Bus Stops Spacing, Bus Stop
Locations
I. INTRODUCTION
Efficient urban public transport system has been a challenge for many metropolises worldwide,
especially large cities in developing countries. In many parts of Nigeria, minibuses (usually with a capacity of
between 10 and 20 passengers) are used for public transport as means of moving relatively large number of
people from one place to the other both within and outside cities, because of their size and relatively low price
when compared with other means of transport such as taxicabs, tricycles and so on. The ancient city of Kano
situated in the northern part of Nigeria is one of the cities whose substantial populace largely depends on
minibus public transport for their daily movements. Kano is the second largest industrial and commercial city in
Nigeria with a metropolitan population of 2.82 million and 9.3 million for the state[1]. Despite the significance
utilization of this class of vehicles as a major means of public transport in Kano, the city lacks designated bus
stops for orderly pick-up and drop off of passengers. The operation of this class of vehicles in the city is
characterized by short stop-time interval as compared to those of private cars, taxicabs and other modes. Stop-
time interval at which minibuses stop to pick-up and drop passengers seems not to be incorporated in the
transportation policy and planning of many cities in Nigeria, Kano inclusive. Stop-time interval, also referred to
as stop-time spacing is the time interval between two consecutive stops of a vehicle.
Operational mode of minibuses used for public transport in Kano metropolis particularly their recurring
stops and take-ups to pick-up and drop passengers causes a lot of traffic hitches.These affect traffic flow in such
away that other road users experience uncomfortable drive due to the perssistance signals by the minibuses to
stop. Thus, making other road users to decelerate or stop for the minibus to stop or take-up before they continue
to move. These stops (mostly parking on the road) and take-ups along the road does not allow for free and
smooth traffic flow. Further, in most cases, these characteristics lead to traffic interruptions, non-freedom to
manoeuvre and driving discomfort to other road users, and to some extent causing accidents. Problems
associated with buses frequent merging into and exiting out of traffic stream along routes to pick-up and drop
2. Estimation of Bus Stops Spacing on Public …
www.ijesi.org 37 | Page
passengers are due to lack of regulations concerning designated locations for such. As the problems could be
considerably minimized through a policy of imposing regulations upon the number of locations at which buses
are permitted to stop [2].
This paper presents an examination of stop-time interval of minibuses used for public transport in Kano
metropolis as a means for estimation of bus stops spacing in order to provide a balance among the conflicting
goals of customer service. These include (i) provision of minimum walking distance to and from bus stop and
(ii) minimizing the number of permissible bus stops along a route so as to reduce the frequencies at which a bus
is required to merge into, and exit from traffic stream. Furthermore, this would provide for orderly pick-up and
drop-off of passengers at designated terminals. Hence, the current study estimated bus stops spacings for public
transport routes in Kano metropolis based on local public transport characteristics, operators’ behaviour and
local traffic conditions. This would avoid the application of estimates based on other countries’ conditions that
may not suitably fit the conditions of the area studied.
Findings from this study would be useful for the development of transportation policies and planning
particularly for establishment of designated bus stops locations. This will enhance smooth operation of
minibuses used for public transport services in Kano city; along with other vehicles classes. A bus stop is a
designated place where buses stop for passengers to board or alight from. Provision of designated bus stops
locations would minimize traffic interruptions, difficulties in manoeuvre within traffic stream, driving
discomfort, and traffic accident. Further, appropriate location of designated bus stops minimizes the cost
function for both users and operators as well as that of the overall transport system [3].
II. BACKGROUND
Stop-time interval of minibus used for public transport is the time interval between two consecutive
stops of the bus either to pick-up or drop-off passenger(s). For typical unscheduled minibus service (with no
designated bus stops), stop-time interval components is composed of (i) time spent accelerating to constant
speed or decelerating from constant speed to stop, and (ii) time spent while the vehicle is in motion at a constant
speed. Information on stop time interval characteristics can be used for estimation of bus stops spacing as well
as locations of designated bus stops.
Several studies were conducted on bus stops spacing using different approaches in various parts of the
world. A dynamic programming and geographic modeling was used to estimate optimal bus stop locations on
bus routes in Boston, in which an average bus stops spacing of 400 m was established [4]. A study on bus routes
in Oregon, based on optimization modeling [5] yielded a bus stop spacing of 930 ft (283.5 m). Huan and Robert
[6] estimated a bus stops spacing of 1222 ft (372.5 m) in Portland, Oregon using optimal stop-spacing model
based on minimizing access and riding costs.
A study on several bus stops spacings for urban areas around the world demonstrated that the average
spacing ranges from 200 to 600 m [7]. Reilly [8], observed that while 2 to 3 bus stops per kilometer are
designated in Europe, with a spacing varying from 330 to 500 m, in USA bus stops are spaced from 160 to 250
m. Demetsky and Lin [9] established that standards for bus stops spacing in some cities can reach 800 m. In São
Paulo, Brazil, an average distance between consecutive bus stops of about 850 m was established as optimum
[10]. In Netherlands, a study [11] was conducted to check the current standards on bus stops spacing. The study
compared the estimates of optimum bus stops spacing with the existing average stops spacing in two different
cities of Netherlands which ranges from 300 to 450 m and suggested for upward review of the existing standards
to 500 - 800 m.
Bus stops spacing has a considerable effect on passengers travel time for both in-vehicle travel time
and distance on foot to and from bus stop. When the spacing between bus stops increases, the distance on foot to
and from bus stops also increases; however, the in-vehicle travel time becomes shorter because the vehicles
have fewer locations to stop. Equally, if the distance between consecutive stops is shortened, access time
(distance on foot to and from bus stops) to them is correspondingly reduced, but the buses have to stop in more
locations for passengers to board or alight with resulting increase in overall travel time [12]. It is recommended
that an appropriate walking distance from original location to the nearest bus stop should be around 400 m [13].
3. Estimation of Bus Stops Spacing on Public …
www.ijesi.org 38 | Page
Several studies confirmed the disadvantages of locating too many bus stops and close spacing of bus
terminals on urban routes. In a study related to estimation of optimum bus stops locations in Chennai, India
confirmed that locating bus stops close to each other results in a waste of travel time and space [14]. The
practice is also hazardous, posing danger to other vehicles and causing traffic congestion. Thus, a wider spacing
of between 500 m as minimum and 2 km as maximum was suggested in order to alleviate the associated
problems. Levinson [15] studied the performance of transit travel times and demonstrated that performance
could be improved by keeping the number of bus stops to a minimum. Other researchers also established that
roads with less number of bus stops have faster travel speeds (shorter travel times) as well as reduced associated
operational costs [4, 16, 17]. It was also demonstrated that that reducing the number of bus stops on transit
routes by locating them at wider spacing decreases travel delay due to unnecessary stops [18]. Even though bus
stops spacing criteria are common, they are barely uniform; as such in deciding busterminals spacing on public
transport routes, different agencies tend to have different standards and also operate based on local conditions
[19].
III. METHODOLOGY
3.1 STUDY SITES
Four roads within Kano metropolis were used for this work. Of the many routes which minibuses
operate for public transport service in Kano city, four were selected for the study. These are Gwarzo, Katsina,
Maiduguri and Zaria roads. These roads were chosen for the study because they are particularly in good
condition, attract reasonable number of minibus operators and traverse across mixture of land-use areas ranging
from residential, business, institutional, etc. For the selected routes, Yankura/Bata (Central Business District in
Kano city) served as origin, while Rijiyar zaki, Dawanau, Mariri and Na’ibawa motor parks served as
distinations for Gwarzo, Katsina, Maiduguri and Zaria roads, respectively. The approximate lengths of the
routes (from origin to final destination) are 10.2 km, 14.2 km, 13.6 km and 9.8 km for Gwarzo, Katsina,
Maiduguri and Zaria roads, respectively. Figure 1 shows the location of the study area whose coordinates are
110
59'
59.73"
N and 80
05'
58.98"
E.
Figure 1: Location of Study Area
4. Estimation of Bus Stops Spacing on Public …
www.ijesi.org 39 | Page
3.2 DATA COLLECTION
Data on stop-time intervals were collected by an observer in which the observer boards a minibus from
the origin of a route under study to its destination and back to the origin and vice-versa. Minibuses were chosen
as the sources for the information needed for this work because they seem to stop and take-up more frequent
than other modes of public transport. Selections of a particular vehicle to board by the observer were made
randomly. In this work, the stop-time interval was taken as interval between the moments when the minibus
starts to move from rest and when it is brought to stop. A stopwatch was used to measure the time interval
between any pair of minibus consecutive stops. This was done by starting the stop watch as soon as the vehicle
moves with the observer inside the bus. Immediately the vehicle stops, the observer stops the watch and the time
interval between the start and stop recorded. The stop watch was then reset and the process repeated as the
minibus starts and stops along the chosen routes. This was conducted on both traffic directions (To and Fro) on
all the routes at different times of the day; specifically, peak and off-peak periods for both morning and
afternoon. All data were collected during the week days as more activities are deemed to happen compared to
weekends. Stop-time intervals were then extracted from the data collected for all the routes studied. Using the
average values of the stop-time intervals and the maximum speed limit of 50 km/h recommended for urban
roads in Nigeria [20], a bus stops spacing for the roads studied were estimated.
IV. RESULTS AND DISCUSSIONS
As stated in the preceding section, data were collected for both morning and afternoon periods (peak
and off-peak), and for both directions of travel (To and Fro) separately. Mean stop-time interval for each period
and directions were then determined based on the total number of observed stop-times for each road as
presented in Table 1.
Table 1: Mean Stop-time Intervals (minutes) for the Roads Studied
Routes
Periods Average
Stop-time
Interval
(minutes)
Morning Afternoon
Peak Off-peak Peak Off-peak
Time
To
Time
Fro
Time
To
Time
Fro
Time
To
Time
Fro
Time
To
Time
Fro
Gwarzo Road 0.69 1.14 0.84 1.29 0.95 0.99 0.90 1.07 0.98
Katsina Road 0.82 0.96 0.91 0.76 0.69 0.63 0.96 0.80 0.82
Maiduguri Road 1.11 1.00 1.32 1.05 1.22 0.78 0.65 1.20 1.04
Zaria Road 0.97 1.07 1.18 1.12 0.91 1.14 0.85 0.87 1.01
From Table 1, the overall average stop-time interval regardless of traffic directions and periods, were
found to be 0.98, 0.82, 1.04 and 1.01 minutes for Gwarzo, Katsina, Maiduguri, and Zaria roads respectively.
Katsina road was found to have the shortest stop-time interval of 0.82 minute among the routes studied. This
could be due to difference in terms of the route’s characteristics as compared to others; as this road traverses
residential areas with high population density with many business areas along the route, such as major markets
and a lot of road side trading activities and unrestricted parking along the road. These are expected to generate
and attract considerable number of trips; hence, many passengers board buses and alight from frequently along
the route which results in frequent stops as well as short stop-time separation. Next to Katsina road in terms of
short stop-time interval is Gwarzo road, having an overall average of 0.98 minute. This road has similar adjacent
land-use characteristics to Katsina road but of lower magnitude and density. This might be the reason why the
stop-time interval for Gwarzo is slightly higher than that of Katsina road. Maiduguri road was found to have the
longest stop-time interval of 1.04 minutes compared to the other routes, indicating fewer numbers of stops along
the route. This is not surprising because the road passes through areas whose land-uses are more of public
offices, government agencies, corporate offices, and their likes (with less dense of residential houses and road
side activities) most of which parking by public transports are restricted. Zaria road with relatively longer stop-
time interval compared to Katsina and Gwarzo roads might be as a result of the nature of areas traversed by the
road. Although there are no designated bus stops along the route, yet there are well known locations at which
most bus drivers stop to pick-up and drop passengers as dictated by the land-uses along the road. Popular land-
uses along the road include motor parks, state secretariat, hospital, schools, shopping malls and banks. These
5. Estimation of Bus Stops Spacing on Public …
www.ijesi.org 40 | Page
land-uses made the number of stops being relatively few and hence relative long stop-time interval. Figure 2
depicts the graphical variation of the overall average stop-time interval of the roads studied.
Gwarzo Road Katsina Road Maiduguri Road Zaria Road
0.0
0.2
0.4
0.6
0.8
1.0
1.2
AverageStop-timeInterval(minutes)
Routes
Figure 2: Variation of Average Stop-time Interval of the Roads Studied
Data obtained on stop-time intervals were categorized into various sets from which means and
variances were derived for each set. Statistical tests were conducted on the various categories of data using t –
test of difference of means in order to check whether there are differences between the various categories of data
set collected or not. The test was carried out using equation 1, in accordance with Irwin, John [21].
21
2121
2
22
2
11
21 )2(
)1(1
)(
nn
nnnn
snsn
xx
t
(1)
1x and 2x are the means of observations for first and second sets of data respectively.
and are the variances of observations for first and second sets of data respectively.
n1and n2are number of observations for first and second sets of data respectively.
n1+n2 - 2 = degree of freedom.
Seven different sets of tests; grouped into three categories were carried out for each of the roads studied
as follows:
(a) First Category:
Test 1: Test of difference of means for morning peak period (To) and morning off-peak period (To).
Test 2: Test of difference of means for afternoon peak period (To) and afternoon off-peak period (To).
Test 3: Test of difference of means for morning peak period (Fro) and morning off-peak period (Fro).
Test 4: Test of difference of means for afternoon peak period (Fro) and afternoon off-peak period (Fro).
(b) Second Category: This category of tests is irrespective of periods (peak of off-peak):
Test 5: Test of difference of means for morning periods (To) and (Fro).
Test 6: Test of difference of means for afternoon periods (To) and (Fro).
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(c) Third Category: This test is regardless of periods (peak or off-peak) and directions (To or Fro).
Test 7: Test of difference of means for morning and afternoon.
4.1 STUDY HYPOTHESIS
The hypothesis put forth for testing in this study is as follows:
Null Hypothesis,
There are no period (peak and off-peak, morning and afternoon) and directional (To and Fro) differences in the
stop-time intervals of public transport minibus in all the roads studied.
Alternate Hypothesis:
There are period and directional differences in the stop-time interval of public transport minibus in all the roads
studied.
4.2 EVALUATION CRITERION
The null hypothesis is only be accepted if the experimental t value (t-calculated) from equation (1) is
less than that of critical t value (derived from t – distribution table) at 0.05 level of significance (95% confidence
level) and a predetermined degree of freedom.
4.3 COMPUTATION OF t – STATISTICS AND DECISION MAKING
This section presents an analysis of stop-time intervalsusing t – test of difference of means to check
whether there exist significant differences between the various categories of data sets collected based on
directions of traffic and periods (morning or afternoon and peak or off-peak) or otherwise. These tests were
carried out in order to decide whether to accept or reject the null hypothesis. In other words, if there are no
significant differences between the various data sets, the null hypothesis is accepted; otherwise, it would be
rejected.
Tables 2 to 5 showed the summary of observations, t – statistics values and decision for each data set
for all the roads studied. Table 2 presented the summary of the evaluation for Gwarzo road.
Table 2: Summary of Observations and t – Statistics Values for Gwarzo Road
Test No.
Variables
Decision
1n 2n 1x 2x 2
1s 2
2s df t -
Experimental
t -
Table
Test 1 20 18 0.69 0.84 0.29 0.92 30 -0.57 ±1.96 NHA
Test 2 16 17 0.95 0.90 0.70 0.49 31 0.15 ±1.96 NHA
Test 3 13 11 1.14 1.29 1.24 0.72 22 -0.38 ±2.074 NHA
Test 4 17 13 0.99 1.07 0.43 1.00 28 -0.27 ±2.048 NHA
Test 5 38 24 0.76 1.21 0.60 1.01 60 -1.89 ±1.96 NHA
Test 6 33 30 0.92 1.07 0.59 0.68 61 -0.71 ±1.96 NHA
Test 7 62 63 0.93 0.97 0.83 0.64 123 -0.27 ±1.96 NHA
NHA = Null Hypothesis Accepted
Results in Table 2 indicated that for all the seven sets of tests conducted on the various categories of
data sets, the values of t – experimental (calculated) were all less than (or within the range) those of t – table
(critical value from t – distribution table). This implies that the null hypothesis is accepted for all the cases
tested. Hence, there are no directional and period differences among the different data sets.
Tables 3, 4 and 5 presented the summary of the evaluations for Katsina road, Maiduguri road and Zaria
road respectively. Similar results to that of Gwarzo road were obtained for these roads in which for all the sets
of tests, t – experimental values were all less than those of t – table. Accordingly, the null hypothesis is also
accepted for all the tests, signifying that there are no directional and periods differences among the different data
groups.
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Table 3: Summary of Observations and t – Statistics Values for Katsina Road
Test
No.
Variables
Decision
1n 2n 1x 2x 2
1s 2
2s df t -
Experimental
t -
Table
Test 1 17 15 0.82 0.91 0.15 0.48 30 -0.49 ±1.96 NHA
Test 2 21 16 0.69 0.96 0.20 0.35 35 -1.55 ±1.96 NHA
Test 3 16 18 0.96 0.76 0.55 0.14 32 1.00 ±1.96 NHA
Test 4 20 19 0.63 0.80 0.12 0.18 37 -1.34 ±1.96 NHA
Test 5 34 34 0.86 0.88 0.31 0.35 64 -0.15 ±1.96 NHA
Test 6 37 39 0.81 0.71 0.29 0.16 74 0.94 ±1.96 NHA
Test 7 66 76 0.87 0.75 0.33 0.22 140 1.31 ±1.96 NHA
NHA = Null Hypothesis Accepted
Table 4: Summary of Observations and t – Statistics Values for Maiduguri Road
Test No.
Variables
Decision
1n 2n 1x 2x 2
1s 2
2s df t -
Experimental
t -
Table
Test 1 8 5 1.11 1.32 0.62 0.90 11 -0.44 ±2.201 NHA
Test 2 6 7 1.22 0.65 0.61 0.13 11 1.72 ±2.201 NHA
Test 3 13 10 1.00 1.05 1.13 1.10 21 -0.10 ±2.08 NHA
Test 4 11 11 0.78 1.20 0.19 1.02 20 -1.26 ±2.086 NHA
Test 5 13 23 1.19 1.02 0.75 1.12 34 0.48 ±1.96 NHA
Test 6 13 22 0.91 0.99 0.48 0.67 33 -0.28 ±1.96 NHA
Test 7 36 35 1.08 0.96 0.99 0.60 69 0.57 ±1.96 NHA
NHA = Null Hypothesis Accepted
Table 5: Summary of Observations and t – Statistics Values for Zaria Road
Test No.
Variables
Decision
1n 2n 1x 2x 2
1s 2
2s df t -
Experimental
t -
Table
Test 1 19 15 0.97 0.18 0.77 0.66 32 -0.70 ±1.96 NHA
Test 2 21 23 0.91 0.85 0.81 0.34 42 0.26 ±1.96 NHA
Test 3 22 18 1.07 1.12 0.65 0.95 38 -0.18 ±1.96 NHA
Test 4 16 22 1.14 0.87 0.69 0.31 36 1.20 ±1.96 NHA
Test 5 34 40 1.06 1.10 0.73 0.79 72 -0.18 ±1.96 NHA
Test 6 44 38 0.88 0.99 0.57 0.50 80 -0.68 ±1.96 NHA
Test 7 74 82 1.08 0.93 0.76 0.54 154 1.19 ±1.96 NHA
NHA = Null Hypothesis Accepted
Though the average stop-time intervals of the roads varied, but statistical analysis shows that there
were no statistically significant difference in the values obtained between peak and off-peak periods, and
directions of traffic. This could be due to similar characteristics exhibited by drivers who move for a short
duration and stop to pick-up or drop passengers along the routes. For the reason that the various classes of the
data groups for all the roads studied do not differ significantly, it means that the stop-time intervals for each of
the roads do not differ significantly with respect to periods and directions. Hence, the overall average value of
stop-time interval for each road from Table 2 was used to estimate bus stop spacings along each of the routes.
4.4 ESTIMATION OF BUS STOPS SPACING
Based on the overall average stop-time interval values of minibuses for the routes studied and the
recommended maximum speed limit of 50 km/h for urban roads in Nigeria [20], the bus stops spacings (distance
between consecutive terminals) were estimated as presented in Table 6.
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Table 6: Estimates of Bus Stops Spacings for Studied Routes
Routes
Average Stop-time
Interval (minutes)
Average Bus Stop
Spacing (m)
Gwarzo Road 0.98 817
Katsina Road 0.82 683
Maiduguri Road 1.04 867
Zaria Road 1.01 842
From Table 6, it could be seen that the average bus stops spacing for the roads studied were found to be
817 m, 683 m, 867 m and 842 m for Gwarzo road, Katsina road, Maiduguri road and Zaria road, respectively.
Katsina road has the least bus stops spacing of 683 m which is consistent with its shortest stop-time interval
compared with the other roads. This could be attributed to the nature of the land-use setting along the route
which composed of mixture of residential areas with high population density and many business areas along the
route, such as major markets and road side trading activities, and unrestricted parking along the road. These are
expected to generate and attract considerable number of trips; hence, many passengers board buses and alight
from frequently along the route which results in shorter stop interval as well as shorter bus stops spacing.
Estimated spacings for Gwarzo, Maiduguri and Zaria roads could also be as a result of characteristics of the
roads adjacent land-uses settings along the respective routes as described in section 4.0.
While previous studies [4, 6-11] in many parts of the world reported optimum bus stops spacings in the
range of 160 m to 850 m for urban areas, estimates from this study fall in the range of 683 m to 867 m. This
signifies that estimated bus stops spacing values for Gwarzo, Katsina and Zaria roads fall within the estimates in
the existing literature. However, estimate for Maiduguri road with a spacing of 867 m is slightly higher than the
values reported by others; this could be due to variations in local conditions as highlighted by Benn [19].
Further, Sankar, Kavitha [14] suggested even a higher spacing ranging from 500 m to 2 km in order to alleviate
the problems associated with waste of travel time (due to many stops) and space when bus terminals are closely
located. Although the estimated bus stops spacings obtained in this study tend to be close to the upper limit of
the ranges reported by other researchers, yet when applied, it will reduce the in-vehicle travel times because the
buses will have fewer locations to stop and hence a shorter overall travel time.
V. CONCLUSIONS
This paper examined the stop-time interval of minibuses used for public transport in Kano metropolis
as a means of estimating bus stops spacing for locations of designated bus terminals for pick-up and drop-off of
passengers. The most important findings of this study are:
1. There are no periods and directional differences in the stop-time intervals of public transport minibus in all
the four roads studied.
2. The average values of stop-time interval of minibus regardless of periods and traffic directions are 0.98
minute, 0.82 minute, 1.04 minutes and 1.01 minutes for Gwarzo road, Katsina road, Maiduguri road and
Zaria road, respectively.
3. Bus stops spacing of 817 m, 683 m, 867 m and 842 m were estimated for Gwarzo road, Katsina road,
Maiduguri road and Zaria road, respectively.
4. Estimated bus stops spacings can be useful in location of designated bus terminals on public transport
routes network in Kano metropolis for orderly pick-up and drop-off of passengers.
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