A Literature Review on Determining Level Of
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Compliance Engineering Journal ISSN NO: 1934-7197 A LITERATURE REVIEW ON DETERMINING LEVEL OF SERVICE OF PUBLIC TRANSPORT FACILITIES 2 3 1Neel Panchal, Ishan Patel, V.J.Chitaria 1 PG student, Department of Civil Engineering, L. D. College of Engineering, Ahmedabad, Gujarat, India, 2 PG student, Department of Civil Engineering, L. D. College of Engineering, Ahmedabad, Gujarat, India, 3 Associate Professor, Department of Civil Engineering, L. D. College of Engineering, Ahmedabad, Gujarat, India, 3 [email protected], [email protected], [email protected] Abstract: Public transport plays an important role in a city’s economy and its social equality. Growth of public transport system in a city depends upon the number of users actually using it. For attracting people to use transport it is important to provide better services to the consumers. Thus the concept of Level of Service (LOS) has been established by Highway Capacity Manual (HCM). Public transport services which has a good LOS will attract more consumers. Parameters which are used for calculating LoS of any particular services are, time reliability, availability of seats, frequency, rate of public transport, safety, feeder services etc. In past many research has been done on how to determine the Level of Service of the transportation networks, how to improve the Level of Service. This paper provide information about some of the important research work done in the past. Keywords: Level of Service (LoS), Public transport, Quality of Services (QoS), Public transport reliability 1. INTRODUCTION Level of service (LoS) is a mechanism used to determine how well a transportation facility is operating from a traveler’s perspective. It measures both the availability of transit service and its comfort and convenience. Quality of service depends to a great extent on the operating decisions made by a transit system, especially decisions on where transit service should be provided, how often and how long transit service should be provided, and what kind of service should be provided. Many research has been made to determine LoS of public transport in the past. Quality of service reflects the passenger’s perception of transit performance. It measures both the availability of transit service and its comfort and convenience. Quality of service depends to a great extent on the operating decisions made by a transit system, especially decisions on where transit service should be provided, how often and how long transit service should provide, and what kind of service should be provided. Quality of service reflects the passenger’s perception of transit performance. It measures both the availability of transit service and its comfort and convenience. Quality of service depends to a great extent on the operating decisions made by a transit system, especially decisions on where transit service should be provided, how often and how long transit service should provide, and what kind of service should be provided. Volume 11, Issue 1, 2020 Page No: 139 Compliance Engineering Journal ISSN NO: 1934-7197 In countries like India where population is increasing day by day and the number of car ownership or personal vehicle ownership in increasing it has become very important to increase of Level of Service of all public transport system available to make people use the public transport facility instead of their own vehicle. The only way to attract the people of the country like India is by improving the Level of Service of public transport facility available. Better the LoS of public transport facility more the users will be. Depending on the specific needs of a city, performance parameters can be defined and used to improve the quality of urban transport. 2. LITERATURE REVIEW Shreya Das et al. (2013)[9] proposed the methodology to determine Level of Service for bus transit in a developing country like India. The study was performed on bus transit system of Kolkata city. Bus transit quality of service parameters and users perception data from existing and potential bus routes, were used to determine the Level of Service (LoS) of bus transit in the city of Kolkata. Two types of quality of service parameters (QOS) were used (i) Quantitative QOS parameters and (ii) Qualitative QOS parameters. Quantitative parameters like Delay in total journey time, Bus stop nearness, Waiting time, Service hours, Crowding level, Seat availability, Number of mode inter-change, On-time performance, Boarding & alighting time were used. Qualitative parameters like Bus design & comfort, Bus stop shelter design, Ticket purchasing system, Bus operating & driving practices, Bus driver & conductor behavior, Safety from road accidents, Safety from thefts on board, Safety for women on board, Safety at bus stops at night, Bus maintenance, Cleanliness, Bus stop shelter maintenance, Availability of information were used. Users perception data from existing bus routes include, minimum acceptable level of service (LOS) for different bus transit service parameters, desired LOS for each service parameter, perceived level of service from existing services, perceived level of importance for different bus transit service parameters, perceived level of satisfaction on existing service level for each service parameter. Total 919 responses from users were collected. The perceived level of satisfaction was measured on a scale of 1 to 5 (1= very good to 5= very poor) while the perceived level of importance was measured on a scale of 1 to 3 (1= very important to 3= not important). Madhav G. Badami et al. (2007)[5] explored the factors that contribute to and affect efforts to improve the poor situation, based on an analysis of the financial and operational performance of the public bus transit service in the four metropolitan centres and four secondary cities during the 1990s. The study was conducted in metro cities like Mumbai, Delhi, Chennai, Kolkata and secondary cities like Ahmedabad, Kolhapur, Pune, and Thane. The urban bus transit operations studied suffered persistent losses before taxes over the 1990s, except for Thane and Kolhapur. Inflation-adjusted losses on a per passenger-kilometer basis declined in the metropolitan centres, despite a 17% decline in passenger-kilometers. Meanwhile, these losses more than doubled in the secondary cities, despite increased passenger-kilometers. In the metropolitan centres, operating costs per passenger- kilometer increased in real terms, but less rapidly than traffic revenues. Both operating costs and traffic revenues per passenger- kilometer were consistently higher in the secondary cities than in the metropolitan centres. While traffic revenues increased at the same rate as in the metropolitan centres, operating costs per passenger- kilometer increased more rapidly in the secondary cities after 1995–96 Jay Shah et al. (2016)[6] explained public transport accessibility levels for Ahmedabad, India. The methodology in this study, which was originally developed by the London Borough of Volume 11, Issue 1, 2020 Page No: 140 Compliance Engineering Journal ISSN NO: 1934-7197 Hammersmith and Fulham and later adopted by Transport for London (TfL) has been adapted to the case study city of Ahmedabad, India. A GIS mapping tool was used to generate a visual representation of public transport accessibility levels (PTAL) taking into account average walk speed and time, distances to public transport stops, and peak-hour route frequencies of different public transport modes. The paper concludes with initiation of a discussion on the potential uses of PTAL mapping to enhance planning practice, such as formulating development/master plans with land use–transport integration, prioritizing public transport and supporting investments, formulating parking policies, and developing transit-oriented zoning regulations. Varun Varghese et al. (2016)[8] investigate the overcrowding in buses and discuss its policy implications using Ahmedabad as a case study. The aim of this study is to find the crowding levels of standing passenger per meter square for the routes selected (three in AMTS, one in BRTS). In this study overcrowding is consider as a parameter to decide the Level of Service (LOS) of public transport. Further deterioration of urban transport systems occur due to lack of dedicated funding available to urban local bodies to improve its level of service. To tackle the problem of level of service, it is important to understand the utility associated with a public transport service. Traditionally, this has been measured using factors such as time and monetary cost of travel. However, the level of comfort of users is not accounted for. This study uses a well-established method of contingent valuation to identify costs associated with non-marketable goods such as a level of comfort in public transport system using the concept of willingness to pay. The findings indicate Ahmedabad has high levels of crowding in its bus systems. The average per trip fare (for the two services studied) ranges from Rs 9 to Rs 12. The generalized cost, (including value of time, accounting overcrowding) turned out to be Rs 34 to Rs 41, about 3.5 times the fare. Sensitivity analysis showed that this can be lowered by 20-25% if overcrowding is negligible. The implication is that reducing overcrowding will not only increase patronage and ‘image’ of the public transport system but will also bring down the economic costs to the society. Shreya Das et al. (2015)[10] demonstrates a method using the concept of ‘user satisfaction levels’ and their ‘zone of tolerance’, along with total utility and marginal utility for service providers, to provide a range of service delivery levels for individual transit service attributes in the city of Kolkata. This range of service levels provides a guideline for service providers within which they can consider making an improvement in service level. However, the final decision on service improvement is an outcome of both financial and infrastructural feasibility. The study had been carried out using user perception data bus users and potential bus users in the city of Kolkata, one of the largest metropolitan cities in India, with a population of 4,580,544 according to the 2001 Census.