A project and thesis submitted to the Department of Civil Engineering Påskelilje International University, Bangladesh in partial fulfillment of the requirements for the Bachelor of Science (B.Sc.) in Civil Engineering. Various motorized and non-motorized vehicles are seen plying the streets of Dhaka city to meet the transportation needs of the city's residents.
Background and present state of the problem
Objectives
Scope of the study
Methodology
In addition, a literature review is very important to ensure a basic understanding of the various aspects of the study.
Review of past researches and studies
The study was undertaken by the planning commission to improve the transport services in greater Dhaka. It is used to assess the performance of bus operating companies, different performance indicators such as passengers per bus per day.
Factor affecting efficiency of bus service
It is the punctuality of the service and its ability to adhere to published schedules. A system with little transfer and work under a single enterprise is the most efficient integrating system.
Terminals
Bus stoppage
Operational control
Waiting time: the time that elapses between the arrival of a bus at a standstill and the departure of the bus from the standstill. The city's industrial and commercial prosperity began during the third Viceroy, Ibrahim Khan.
Transportation Service in Dhaka City
The number of buses could not keep pace with the increased demand from the increased population. Over the past few years, the government has taken several measures to relieve the city of the intolerable traffic congestion.
Vehicle in Greater Dhaka
However, unofficial estimates claim that the number of rickshaws plying in Dhaka is several times greater than the DCC figure. Therefore, it has decided to limit the number of public transport services, taking into account passenger demand.
Road Network of the Dhaka City
After the ban on buses of more than 20 years from the city streets. Travel time includes the vehicles' driving time, waiting time when stopping and delays for various reasons. As the number of illegal stops increased, the driving time also increased due to reduced speed of the vehicles.
In the first half of the route, buses usually stay at stops for a long time. On average, the total time the buses stop at stops is about 29% of the total travel time for a single journey on this route. Buses had to face a huge loss of time at the intersection during the biggest part of the day.
The overall average waiting time for the buses at the stops was around 19 minutes, which was around 29% of the average total journey time. It also found that more than 80% of passengers were not satisfied with the current level of overcrowding on buses. From the survey, it was also found that about 59% of the passengers considered the travel time too much.
In the cities of developing countries, bus transport constitutes the largest share of public transport.
Overall share of different modes in the city
Present bus service in Dhaka City
BRTC
To meet the demand of passengers of different classes, BRTC operates different types of buses and services on the same route viz. To run cars smoothly and to meet passenger demand, RTC has a cap on the number of buses on each route.
Comparison among different modes
Now there are 44 routes in the city for the movement of people within the city. Although the streets of Dhaka city have been classified into four groups, the author has not found any similar features of the city streets in the books to classify them.
Inventory of the routes
Moreover, the presence of fast and slow moving vehicles in the same carriageway worsened the situation. Table –B in Appendix-3 shows the number of bus routes plying in Dhaka city. Traffic surveys have been carried out on all 2 selected routes to find out route characteristics, travel patterns and bus operations on the routes.
Without traveling by bus, it was quite difficult to collect all these data because these data were not available from any secondary source. For this, exploratory surveys and demos were also conducted to see the reaction of passengers to various questions in the questionnaire. They were free to answer which were based on their regular or irregular travel on the route.
Performance study in route 1
- Route description
- Trip time
- Running time
- Waiting time
- Delay due to signal
- Trip time components
The average maximum and minimum running times between four different trips morning, afternoon, afternoon and evening between individual breaks are shown in the respective column in the table. The maximum and minimum of the total running time under four different trips in the morning, afternoon, afternoon and evening are shown at the bottom of the respective columns. But it is not the summary of maximum or minimum running time that is shown in the column. In the morning, in the direction of CBD and in the evening in the reverse direction, waiting time was significantly low due to availability of passengers.
Table 5.6 shows that the average total travel time of buses on the route was approximately 5.1 km for the length of the route. The average, maximum, and minimum of the various components of the four different trips in the morning, noon, afternoon, and evening are shown in the corresponding column of the table. However, this is not the summation of the maximum or minimum of the various trip time components shown in the upper part of the corresponding column.
Performance study in route 2
- Route description
- Trip time
- Running time
- Waiting time
- Delay due to signal
- Trip time components
Reasons included frequent illegal stops to get passengers, road congestion and unfair competition between buses blocking the free movement of vehicles. The waiting time of buses at a standstill varied significantly depending on the probability of passengers being stationary, the loading status of the passengers in the bus and the progress of the next and previous buses. In the early morning, waiting time was generally high towards UP journey, when the road was almost clear but passenger availability was low.
Loss of time due to signal was massively found in the section between City College and Mdpur in both directions. While heading towards the CBD, the situation was dire in the morning and at noon; and the worst situation was generally found at City College and new market junctions. The delay due to congestion on the route was not much, averaging only 2 minutes.
Comparative performance of bus services in the routes
Average number of passengers carried per trip by buses
It is clear that the number of passengers boarding the buses depends on the route length and the number of stops they encounter. Accordingly, it is found that the average number of boarding passengers on the buses was 92 on route 1, 93 on route 1, and 140 on route 2.
Volume of passenger service by bus in the study routes
Time components of buses in the study routes
It was found that the maximum waiting time at the stops was more than 7 minutes and the minimum was only 5 seconds. The general principle is that buses should not wait for passengers, but passengers should wait for buses. Passengers' waiting time must be adequate enough to make the service efficient and comfortable for passengers.
The research has shown that the minimum waiting time in the event of a congestion may not be less than 1 minute if there is less loading and unloading of passengers and that the maximum waiting time may not be more than 2 minutes if there is more loading and unloading of passengers. An average waiting time of 1 second at the stops should be sufficient for passengers to board and disembark comfortably. At terminals the waiting time must be 1 minute during peak hours and 3 minutes during off-peak hours; on average the waiting time at the terminals can be 2 minutes.
Opinion of the passengers regarding bus services in the study routes
- Classification of respondents
- Comfort in the bus
- Travel time and frequency
- Use of alternate vehicles
The study found that about 80% of passengers used the route for more than 2 years, and about 25% used it for more than 5 years. So any idea, perception, information and guidance given by them should be good. enough for study and analysis. It was found that about 35% of passengers sat for more than 75% of the travel time and about 70% of passengers sat for more than 50% of the travel time. About 57% of respondents had a travel time of more than 30 minutes and only 12% of respondents had a travel time of less than 15 minutes.
About 17% of respondents did not mention alternative vehicles and the reason for using the vehicles. The survey also found that about 60% of passengers were willing to pay increased fares for better bus service, and about 40% of passengers wanted no fare increase. This chapter summarizes the main findings of the previous chapters and based on these findings some recommendations are made.
Problems of bus service and recommendations
In large cities, a system of main roads or arterial roads is paramount to channel longer journeys from one part of the city to another and beyond. The total average waiting time of the buses at the stops varies from 23% to 35% of the total journey time and this waiting time is very high compared to the. The terminals must provide space for loading and unloading, garage facilities and facilities for service and maintenance of the fleet.
At the end of the service period, bus fleets must have sufficient space for parking vehicles and bus crew members must have adequate facilities for rest, sleep, recreation and refreshment. For the vehicle crew members there were no facilities for rest, sleep, recreation and refreshment after the day's work. Adequate terminal facilities should be developed at the initiative of the public authority and with the input of owners and operators.
The specific objective of the study was to investigate the service performance on some selected roads of Dhaka city. 6.1, 6.2 and 6.3 have collected from a thesis note book which name is “A STUDY OF PERFORMANCE OF BUS TRANSPORT SERVICES IN SOME SELECTED ROUTES OF DHAKA CITY”.
