Increased Car Ownership Rate Due To Inefficient Level of Service (Los) of Public Bus Transport System in City Lahore

INCREASED CAR OWNERSHIP RATE DUE TO INEFFICIENT LEVEL OF SERVICE (LOS) OF PUBLIC BUS TRANSPORT SYSTEM IN CITY LAHORE
Researchers:
Mohsin Raza Ahmad Saeed Sultan
2005-CRP-36 2005-CRP-51
Project Advisor Mr. Atif Bilal Aslam

(Lecturer)
Sep 2009
Department of City and Regional Planning
University of Engineering and Technology, Lahore
APPROVAL SHEET
The thesis on
INCREASED CAR OWNERSHIP RATE DUE TO INEFFICIENT LEVEL OF SERVICE (LOS) OF PUBLIC BUS TRANSPORT SYSTEM IN CITY LAHORE
By:
Mohsin Raza Ahmad Saeed Sultan
(2005-CRP-36) (2005-CRP-51)
This is prepared and submitted in partial fulfillment of the requirement for the degree of Bachelor in City and Regional Planning
Approved on: ______________________________ Signature of Thesis Supervisor: Signature of External Examiner: Signature of Chairman, CRP Dept. _____________________________ _____________________________ _____________________________
DEPARTMENT OF CITY AND REGIONAL PLANNING UNIVERSITY OF ENGINEERING AND TECHNOLOGY, LAHORE
DECLARATION
We hereby declare that this dissertation is outcome of entirely our own effort and has never been published in any form elsewhere. The matter quoted in the text has been properly referred and acknowledged.
___________
Mohsin Raza
_________________
Ahmad Saeed Sultan
III
DEDICATION
THIS WORK IS DEDICATED TO OUR BELOVED PARENTS! IT IS THEIR LOVE AND SUPPORT THAT ENABLE US NOT ONLY TO COMPLETE THIS TASK BUT TAUGHT US TO WALK EVERY STEP OF LIFE WITH CONFIDENCE AND COMMITMENT
IV
ACKNOWLEDGMENT
This dissertation took place in part out of months of research that has been done since the start of final term. By that time on, we met with number of people whose contribution in assorted way to the research and making of the thesis deserved special mention. It is pleasure to convey our gratitude to them all in our humble acknowledgment. In the first place we would like to record our gratitude to Mr. Atif Bilal Aslam for his kind supervision, advice and guidance from very early stage of research as well as giving extraordinary experience throughout the work, he provided us persistent encouragement and supported in various ways. We gratefully acknowledge Mr. Robin Paris (Daewoo Admin Officer), Mr. Asher (Daewoo Operational Officer) and Mr. Faheem (Executive Planner Daewoo), Mr. Umer Sultan (Bank Manager) for their crucial contribution to adopt an original vision of the scenario. It is pleasure to pay tribute to Mr. Fahid Shahzad Sandhu and Mr. Saad Adersh for providing us technical support and our class fellow Mr. Waqas Ahmad Khawaja and Mr. Yasir Ali for helping us in the conduction of field surveys. And at last but not the least a special thanks our dear fellows Mr. Aqeel Suliman, Mr. Afraz Akhter, Mr. Muhammad Ijaz, Mr. Salman Mehfooz for advices and their willingness to share bright thought with us. Many informal discussions with them helped us a lot to making our study more generous and prcised. Finally we would like to thank everybody who was important to the successful realization of dissertation, as well as expressing our apology that we could not mention personally one by one.
ABSTRACT
If we could speed up the history of man-in-motion around towns, cities, homes and countryside, we would see how the car has crept up on us through stealth, taking us unawares, bringing us to a present state of urban congestion and pollution which, had it been foreseen in the early years of the 1900s, might have caused us to think and plan differently. The boom in car ownership occurred in the 1950s and 60s across all over the world particularly in developed countries. Increasing car ownership meant increasing traffic congestion, queues and many other problems. All over the world, the concept of public transport has gained popularity as it not only reduces the traffic load on roads but also helps in achieving sustainability. However; the failings of public transportation have become one of the major challenges and become a major cause of increase in motor cars rate. Lahore, capital of province Punjab Pakistan, is facing set of problems since last decade especially in transportation sector. The reasons of astonishing and unprecedented growth are evaluated during the whole dissertation through field survey and other acts. The main reason of these problems is car boom came up in city at start of 21 st century due to various reasons like inefficient level of public transport which is further evaluated in the thesis, easy leasing facilities at very low mark up rates and many more. Sammi Daewoo CBS is taken as case study to explore the LOS, as it is more efficient, comfortable, has well managed form of data than others. After conducting the field surveys and result came into front for Sammi Daewoo CBS are as; Accessibility falling under C category, Travel time score of Sammi Daewoo CBS is E, Reliability of Service is also in E, Directness is in D, Frequency of service is also E and finally the LOS of Sammi Daewoo CBS is falling under D category. Although the easy leasing facilities and low mark up rates also contributed a lot in boosting the car ownership rate. The overall conclusion is drawn, however, that if public transport is generally perceived to be both efficient and cheap, it can suppress the demand for cars. After the computation its concluded that this rushed increase in motor car sector is mainly due to inefficient level of service of public bus transport companies operating in the City Lahore.
VI
TABLE OF CONTENTS
DECLARATION ............................................................................................................................... iii DEDICATION .................................................................................................................................. iv ACKNOWLEDGMENT ..................................................................................................................... v ABSTRAT ........................................................................................................................................ vi LIST OF EXHIBITS.......................................................................................................................... xi LIST OF TABLES ............................................................................................................................ xii LIST OF ACRONYMS ................................................................................................................... xiv LIST OF MAPS............................................................................................................................... xvi LIST OF ANNEXURE .................................................................................................................. xvii
INTRODUCTION .................................................................................................................... 1
1.1 Statement of Problem .......................................................................................................... .......... 1 1.2 Scope of Study .................................................................................................................... .......... 3 1.3 Objective of the Study......................................................................................................... .......... 4 1.4 Rationale of the Study ......................................................................................................... .......... 4 1.5 Limitation of the Study ....................................................................................................... .......... 5 1.6 Methodology of the Study ................................................................................................... .......... 6 1.6.1 Selection of Research Topic ......................................................................................... .......... 6 1.6.2 Literature Review......................................................................................................... .......... 6 1.6.3 Selection of Case Study ................................................................................................ .......... 7 1.6.4 Data Collection ............................................................................................................ .......... 8 1.6.5 Data Processing............................................................................................................ ........ 12 1.6.6 Data Analysis ............................................................................................................... ........ 12 1.6.7 Policy Formulation and Recommendations ................................................................... ........ 12 1.6.8 Documentation12 1.7 Structure of the Dissertation ................................................................................................ ........ 15
LITERATURE REVIEW ...................................................................................................... 18

2.1 Urban Transportation ................................................................................................................... 18 2.1.1 Current Challenges in Urban Transportation .......................................................................... 19
Page 1 of 4
2.1.2 Increase in Car Ownership Rate is Basic Problem .................................................................. 21 2.2 London Facing Car Problem ........................................................................................................ 21 2.2.1 London Public Transport to Minimize Problem ..................................................................... 22 2.2.2 What Has Been Achieved to Date? ........................................................................................ 24 2.3 Private Car vs. Public Transport in Global Context....................................................................... 25 2.4 Approaches to Car Free Cities (General Discussion) .................................................................... 27 2.4.1 The Solutions ........................................................................................................................ 28 2.4.2 Design Goals ......................................................................................................................... 29 2.4.3 Design Standards .................................................................................................................. 29 2.4.4 Going Car Free...................................................................................................................... 30 2.5 Beijing Trials Car Reduction Plan ................................................................................................ 30 2.5.1 More cars .............................................................................................................................. 30 2.6 Efficient Transportation for Successful Urban Planning In Curitiba: ............................................. 31 2.6.1 Problem Overview ................................................................................................................ 32 2.6.2 Solving the Fare Problem ...................................................................................................... 32 2.6.3 Bus and Station Design ......................................................................................................... 33 2.6.4 The Present System of Transportation: .................................................................................. 34 2.7 What is Transport Best Practice? ............................................................................................... 35 2.8 Innovative Approaches ................................................................................................................ 38 2.8.1. Public-Private Partnership in Providing Bus Services in Cities of Punjab, Pakistan ............... 38 2.8.2. Participatory Approaches to Integrated Comprehensive Urban Transport Planning ............... 39 2.8.3 Examples; Transportation in Dhaka ....................................................................................... 40 2.9 Level of Service (LOS): ............................................................................................................... 41 2.9.1 Level of Service at Various Points 11 ...................................................................................... 42 2.9.2 Mass Transit System Efficiency Measures ............................................................................. 43
EXISTING STATUS OF PRIVATE MOTOR CARS AND PUBLIC TRANSPORT IN CITY LAHORE ..................................................................................................................... 49
3.1 Existing Scenario of Lahore Transportation System ............................................................ ........ 49 3.2 Private Transport ................................................................................................................ ........ 50 3.2.1 Boost in Motor Car Transportation System ................................................................... ........ 51
Page 2 of 4
3.2.2 Reason of Rapid Increase in Car Ownership ................................................................. ........ 52 3.2.3 Present Circumstances in Motor Car Sector .................................................................. ........ 58 3.2.4 Car Ownership Trend in Punjab ................................................................................... ........ 61 3.3 Types of Available Public Transport Modes in Lahore ....................................................... ........ 64 3.4 Public Bus transport Operating Companies in Lahore City ................................................. ........ 64 3.5 Demand and Supply Gap .................................................................................................... ........ 68
DATA ANALYSIS AND LEVEL OF SERVICE IDENTIFICATION ................................ 70

4.1 Primary Data Analysis ................................................................................................................. 70 4.1.1 Mode to Access the Bus Stop ................................................................................................ 70 4.1.2Transfers to Access the Bus Stop ............................................................................................ 71 4.1.3 Waiting Time for Transfers ................................................................................................... 72 4.1.4 Time to Reach the Bus Stop by Walk .................................................................................... 72 4.1.5 Waiting Time on the Bus Stop ............................................................................................... 73 4.1.6 Mode to Access the Destination ............................................................................................ 74 4.1.7 Time to Reach the Destination from Alighted Stop ................................................................ 74 4.1.8 Total Travel Time from Origin to Destination........................................................................ 75 4.1.9 Time to Complete the Trip by private automobile .................................................................. 76 4.1.10 Rationale to Use This Bus Service ....................................................................................... 77 4.1.11 Travelling Frequency through This Service ......................................................................... 77 4.2 Secondary Data Analysis ............................................................................................................. 79 4.2.1 Accessibility ......................................................................................................................... 79 4.2.2 Travel Time .......................................................................................................................... 81 4.2.2 System Reliability ................................................................................................................. 82 4.2.3 Frequency of Service............................................................................................................. 83 4.3 Level of Service (LOS) Identification........................................................................................... 84 4.3.1 Transit Access ....................................................................................................................... 84 4.3.2 Travel Time .......................................................................................................................... 85 4.3.3 System Reliability ................................................................................................................. 85 4.3.4 Directness of Service............................................................................................................. 86 4.3.5 Frequency of Service............................................................................................................. 86
Page 3 of 4
4.4 System Performance Evaluation ................................................................................................... 87 4.5 Cumulative LOS Based System Performance ............................................................................... 87
CONCLUSIONS & RECOMMENDATIONS ...................................................................... 89 5.1 CONCLUSION ................................................................................................................. 89 5.2 RECOMMENDATIONS .................................................................................................... 90 ANNEXURE ..............................................................................................................................
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LIST OF EXHIBITS
Sr. No. 1.1 1.2 1.3 2.1 2.2 2.3 2.4 2.5 2.6 2.7 3.1 3.2 3.3 3.4
TITLE Conceptual Framework of Thesis Time Frame Sheet of Thesis Structure of Dissertation London Facing Car problem London Public Transport Public Transport Approaches How Would You Prefer to Live The Effects of Beijing's Traffic Trial on a Busy Road Curitiba Bus Stops Curitiba Public Bus Transport Traffic Queues on Canal Road No. of Cars in Lahore Lahore Public Transport Statistics of Public Bus Operators
Page No. 13 14 16 22 23 27 29 31 34 35 51 62 66 68
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LIST OF TABLES
Sr. No. 1.1 2.1 TITLE Questionnaires Sample Size The International Association of Public Transport 16 Points of Best Practice 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 3.1 3.2 3.3 3.4 3.5 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 Transit Access Travel Time System Reliability Directness of Service Frequency of Service Frequency of Service System Performance Evaluation System Performance Evaluation Cumulative LOS Based System Performance Motor Vehicles on the Roads (Registered) No. of Cars in Lahore viz a viz Punjab Year Wise Mark Up Rates of Habib Bank Limited Year Wise Mark Up Rates of Standard Chartered Bank Limited Public Transport Operating Companies Mode to Access the Bus Stop Transfers to Access the Bus Stop Waiting Time for Transfers Times to Reach the Bus Stop by Walk Waiting Time on the Bus Stop Mode to Access the Destination Times to Reach the Destination from Alighted Stop Total Travel Time from Origin to Destination Times to Complete the Trip by Private Automobile Rationale to Use this Bus Service Travelling Frequency through this Service 35 43 44 45 45 46 46 47 47 47 61 62 63 63 Page No. 11
65
71 71 72 73 73 74 75 76 76 77 78
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LIST OF TABLES
Sr. No. TITLE Page No.
4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20
Accessibility of Sammi Daewoo CBS Mean Travel Time of Private Automobiles Mean Travel Time of Public Transport System Reliability Frequency of Service Transit Access System Reliability Evaluation Directness of Service System Performance Evaluation of Sammi Daewoo CBS
79 81 82 83 83 84 85 86 87
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LIST OF ACRONYMS
Abbreviation
AC Auto- CAD BRT CBD CBS CCTV CNG DRTA DTC DTU ESCAP
Description
Air Conditioner Automatic Computer Aided Designing Bus Rapid Transit Central Business District City Bus Service Capital Community Television Compressed Natural Gas Department of Regional Transport Delhi Transport Corporation Delhi Transport Undertaking Economic and Social Commission for Asia and the Pacific
ETC GHG HBL ITS LCCI LCV LDA LOS LRT LTC MAX MCB MS NMT
Electronic Toll Collection Green House Gas Habib Bank Limited Intelligent Transport Systems Lahore Chamber of Commerce and Industry Light Commercial Vehicles Lahore Development Authority Level of Service Light Rail Transit Lahore Transport Company Metropolitan Area Express Muslim Commercial Bank Micro Soft Non-Motorized Transport
Page 1 of 2
LIST OF ACRONYMS
Abbreviation
PAMA
Description
Pakistan Automobile Manufacturers Association
SBP SCB SMART
State Bank of Pakistan Standard Chartered Bank Specific Measureable Achievable Realistic Time Bound
SPSS TBC TOD TTI UBL UET UK UN USA VMS WWI
Statistical Package for Social Sciences Travel Behavior Change Transit Oriented Development Travel Time Index United Bank Limited University of Engineering & Technology United Kingdom United Nation United State of America Variable Message Sign World Watch Institute
Page 2 of 2
LIST OF MAPS
Sr. No.
TITLE
Page No.
3.1
Route Alignment of Public Bus Transport Companies in Lahore City 66 80
4.1
Accessibility Assessment of Sammi Daewoo CBS
XVI
LIST OF ANNEXURES
Sr. No.
1 Newspaper Cutting Annexure 1.1 2 Survey Performa for Level of Service (LOS) explo ration survey o f Public Bus Transport Service Annexure 1.2 3 Public Bus Transport Operators in Cit y Lahore Annexure 1.3 4 Newspaper Cutting Annexure 3.1 5 Sammi Daewoo Bus Service Co mbined Route Map Annexure 3.2 6 Route Alignment of Public Transport Bus Operators in Cit y Lahore 7 System Reliabilit y Sheets of Sammi Daewoo CBS Annexure 4.1 Annexure 3.3
TITLE
XVII
Chapter1 INTRODUCTION
INCREASEDCAROWNERSHIP RATEDUETOINEFFICIENT LEVELOFSERVICE(LOS)OF PUBLICBUSTRANSPORT SYSTEMINCITYLAHORE
Chapter 1 Introduction
INTRODUCTION
The astonishing growth of cities worldwide has led to such heavy congestion and pollution that it would appear to be beyond our capability to plan and manage the complexity of urban problems. According to the World Watch Institute (WWI), by the end of 2010, more than half of the worlds population will live in cities, making humanity a predominantly urban species for the first time in its history1 Transport is a key aspect of life, affecting us not only when we travel, but throughout our days. Peace and quiet is disturbed by car horns; air is polluted from vehicular emissions and our neighborhoods given over to moving and parked cars, leaving less room for ourselves and our children to walk, bicycle, and play. Over the last decade, rapid population growth and spatial expansion has led to a sharp increase in demand for urban transport facilities and services in many cities in the Punjab province. However, several factors have hindered the adequate provision of services to match the ever-increasing demand. In many cities, densification and spatial expansion have occurred with little or no development planning, while in some cases the failure of the instruments of governance has resulted in a significant wastage of resources or substandard quality of infrastructure. The major cities in Punjab have been confronting with serious transport problems. This situation has occurred largely because these cities have grown at an unprecedented rate in recent years. The obvious implications of the expansion in city size and population have been the massive increase in the intensity of land use and the demand for transport facilities and services. Many cities in the region are facing serious problems, including serious congestion, air pollution from transport sources, high rates of traffic on the roads & accidents and inadequate access to transport facilities by poor and vulnerable groups. The deteriorating urban environment and rapid boosting in private motor vehicles threatens the slive ability and productivity of many cities like Lahore.
1.1 Statement of Problem In the last few years, there has been a tremendous increase in the number of vehicles in Lahore that has caused numerous traffic problems such as traffic jams, lack of parking
space, air pollution etc. Many a times, it has been observed that during the rush hours there are more cars on the road than people which cause traffic jams. Traffic congestion in urban areas and related environmental problems such as air/noise pollution, through car movements in residential and other sensitive areas, road accidents, etc. are mainly due to the development of these areas before the increased car ownership rate as well as to the lack of integrated transportation facilities land use planning, to cope with this explosion. In these days car ownership has become a necessity of life especially in middle and upper class families. The problem of car parking has become very difficult question in the City of Lahore. The numbers of cars are increasing day by day. Whether it is parking on the public road or at public places car in the compounds of housing societies, the question is assuming a greater dimension day by day. As the citys population continues to expand and flourish so the traffic and problems are accompanying it. The city of Lahore, with a population of some 8 million people, covering an area of 1,772 sq km has about 1.5 million registered vehicles. With an increase in affluence the numbers continue to increase as more cars and motorcycles are being purchased2. According to Punjab Development Statistics, The rapid increase in number of cars from year 2004 to 2007 is approximately 2, 27,991 in Lahore city due to easy leasing facilities and various other reasons. The sales of new cars in eight month from July 2008 to February 2009 are 54, 660 and only in February the quantity of cars that sale out are 5, 7743(Annexure 1.1). This surprising increased rate in motorized vehicle of Lahore city is contributing a lot in transportation problems which call for immediate attention. The increase in car ownership rate of Lahore is due to inefficient Level of Service of public transport operating in the city. Although use of the public transportation system is commendable but buses, wagons, and rickshaws should be well maintained to move fast with the flow of traffic rather than slowing it down. The public transportation sector is a field offering many opportunities for anyone ready to invest and innovate. If one looks at the public transport sector in the European countries, it works so well that citizens would prefer using it than taking their own vehicles to the office only to grapple with traffic jams and parking problems but our system is backward and inefficient.
All over the world, the concept of public transport has gained popularity as it not only reduces the traffic load on roads but also helps in controlling the air and noise pollution. It is right time that Pakistan also advocates and adopts the environment friendly traffic system to save the environment and resolve traffic problems. This public transport system at what extend performing function to minimize the road and city burden is still a question. At present in Lahore many Transport Companies are in operation but their level of service, efficiency, their contribution to reduce the traffic problem and the main reasons that are barrier to achieve required results like high car ownership rate etc are to be studied.
1.2 Scope of Study City District Lahore is facing set of problems since last decade especially in transportation sector. The main reason of these problems is car boom came up in city at start of 21st century. In year 2004 only 3, 33, 509 motorcars but in year 2007 this figure increase up to 5, 61,500(Punjab Development statistics) and from June 2008 to February 2009 the increase in statistics of cars is 54, 660 which is really drastic change as compare to previous trends.4 In year 2005 the total 971 numbers of public transport diesel buses are in operation by 14 operating companies on more than 50 urban routes in Lahore city. Among these operating companies the Sammi Daewoo City Bus Service is also performing her function to minimize the traffic problems in Lahore. Although New Khan Metro Bus Service is the largest in business by having 264 buses on the road and many other companies having more quantity than Daewoo are operating on the roads5. The Daewoo bus company has well organized system as compared to other operating services. Easy availability of maintained and updated data, better provision of service and comfortable as compared to other makes our intention to select Sammi Daewoo City Bus Service (CBS) to check Level of Service (LOS) because generally it is apprehend as best quality Public Transport bus Service in Lahore. Sammi Daewoo CBS was the first environmental and technological revolution in Urban Transport Sector in Pakistan when State of the Buses with advanced and more powerful engines with TECHO Monitoring System were introduced in 1999. Moreover provision
of A/C, call bell and announcement system was also the part of this modernistic change in Urban Transport Culture. Since 1998, Sammi Daewoo City Bus Division has been serving the valorous people of Lahore. Currently 4 routes are being operated within the city covering almost all the localities.
1.3 Objective of the Study Following objective have been formulated for this study To examine the relevant literature in order to identify the potential research gaps pertaining to current study. To analyze the increased ownership trend of motor cars in City Lahore. To explore the Level / Quality of Service (LOS) of public bus transport system in City Lahore. To draw conclusion and suggest recommendation towards policy making
1.4 Rationale of the Study Methods of reducing car ownership and use, particularly in cities, have been debated and tested in Europe and America for over three decades (Plowden; Plowden; Jones, 1989) with the Buchanan Report ( Ministry of Transport, 1963) being instrumental in initiating the debate in the United Kingdom (UK). Efforts have intensified in the last decade as congestion and environmental problems have taken centre stage in the international arena. A consensus has been reached in most developed countries that building roads is not the solution to the problems of congestion and pollution caused by an ever increasing volume of traffic. One of the main alternative policies often suggested is to attract people away from their cars by improving public transport provision. Policies which have been advocated to encourage a modal switch from private to public transport include investment in bus services, park and ride schemes, Light Rapid Transit (LRT) systems, guided bus ways and others7. The Chief Minister said a comprehensive system has been evolved for provision of better transport facilities to the people in big cities of the province and for this purpose; subsidy is also being given to the operators. He asked the representatives of Chinese Company to provide and operate the buses. He said such fare should be fixed for these buses as would
be affordable by the commuters. He said the company should also construct separate lanes for the buses. He said he will feel pleasure by signing a memorandum of understanding between Punjab and Chinese company for providing better transport facilities and it is best opportunity of investment for Chinese company, which will result in further expansion of cooperation between Punjab and China. But is the existing operating companies working up to the level they should be, its still a question and need to be detailed study. This study aims at assessing the nature and extent of problems, analyzing and evaluating the relevant data, formulating a policy and developing a representation to tackle these problems. The finding of the study will be helpful in modifying urban transport policy in appropriate ways so as to improve the performance of city functions. The intent of this research is to assess whether the provided Public transport is good, efficient service level and can discourage the purchase of, or desire to purchase, a car. The discussion made above provides sufficient basis to under take this research with in deep details. In researchers view this study should have conducted much earlier, so that concerned planning transportation authorities and government could have taken some measures to streamline continuously deterioration of increase rate of motor vehicle and urban public transport.
1.5 Limitation of the Study The following problems limit the working efficiency of the researchers: Only one public transport company to be investigated due to time limitation, man power dearth and improperly maintained data by the operators. A small sample size (0.5%) for conducting the surveys due to unavailability of resources. Availability of male surveyors only restricted the study in collecting gender sensitized data to some extent. Inaccessible confidential data maintained by books regarding car leasing statistics was another hindrance.
1.6 Methodology of the Study A general to specific approach has been adapted while designing the study methodology after considering its prime importance. The specific steps which are considered in this connectivity have been enlisted and described in following sub-section.
1.6.1 Selection of Research Topic The base line task in any research is to identify the area of interest to conduct a research which is no doubt, a time taking, knowledge based and tough matter. Therefore, by taking into consideration this lengthy procedure, worthy efforts have been strived to choose a few researchable issues. Congestion on roads is always a global problem throughout the world due to the excess of motorized vehicles. Lahore, the Metropolitan city and capital of Punjab, is also facing a lot of traffic problems like traffic congestion, traffic delays, road accidents, noise and air pollution etc. As the population of city Lahore is increasing which is accompanied by increased motor vehicles on roads. The drastic increase in car ownership rate in recent years in correspondence to that poor level of service of public transport operating in Lahore is an alarming issue which focuses our concentration to deeply study this issue. In this connection, the exact title of the research was taken as Increased Car Ownership Rate Due to Inefficient Level of Service (LOS) of Public Bus Transport System in City Lahore
1.6.2 Literature Review To strengthen the research foundation in the light of international, national and local experiences, laborious efforts have been made to know the past available studies and experiences which have been conducted for the same area of study. Literature review helps in identifying the research gaps in the study area. Moreover, different perspectives of the study can be known by literature review, we can also know about the trends prevail the past and present situation. For the sake of literature review, different books, magazines, newspaper, reports, research papers and web pages were investigated. Literature review involves the issues relating increase rate of car ownership rate and ultimate result of this phenomenon in the city of London. It also involves how the
Ministry of Transport in India solves their traffic issues in their Capital city Delhi by promoting Delhi Transport Corporation (DTC), best practice of International Association of Public Transports for different problems, worldwide transportation problems and their corresponding applicability in Sydney
1.6.3 Selection of Case Study To select a live and genuine case study to continue the research, there is always a need to establish some pre-requisites and principles around which, study area should be resolved. These principles are basically those required feature which must be present in area of study to test the research hypothesis. Actually study area refers to the specified and predefined area where a research or a project is going to be carried out or which is under experiment. It forms the initial step of any such exercise, according to the expert from UrbanSim, a renowned planning organization, the first step in physical planning is to clearly identify study area to ensure that your analysis focuses on that area you care about and to ensure that you collect appropriate data. 7 The determination of study area is critical first step, since it determines the geographical extent of the data collection effort. 8 and consequently helps in setting up the scope of the study. From the statement of problem it is vivid that the issue being addressed has much wider extent requiring a detailed investigation of the issue. But at same time, research has sever restriction of time, man power and budget availability. So to cope with the situation, general to specific approach has been adapted for the selection of case study. Our case study area is the Lahore City. As our research is based on the hypothesis that Increased car owner ship rate is due to the in efficient and poor Level of Service of public transport buses, so in our case study area that is Lahore City we have to discuss the two main issues first one the increase car owner ship rate and the factors which helps and encourages the increasing owner ship rate. The other issue is in efficient and poor Level of Service of public transport buses. We have taken only bus operation for our research work because the majority of public with in a city uses bus service for their transport purposes, as compared to other public transportation modes.
Currently, a total of 727 public transport diesel buses and 50 CNG Lahore transport Company (LTC) buses are in operation by 10 operating companies on more than 50 urban routes in Lahore City. New Khan Metro Bus Service is largest in business by having 260 buses on city roads. More than 70 % of the total public transport buses plying in Lahore City are of Hino make. 9 A Complete list is available at Annexure 1.2 The New Khan Metro Bus service has large number of bus and more routes than the other bus companies. Many other companies are operating on the different routes of Lahore city. We have to explore the level of the service (LOS) of only one public transport company due to time shortage, man power and availability of sources. We cannot check out the Level of Service (LOS) of all the bus companies so we selected Sammi Daewoo City Bus service to explore the LOS. For this we conduct an informal exercise among our friends to take their views about the bus companys efficiency and also discussion among group members and supervisor we discover that Daewoo is better than all other public transport intra city companies operating in Lahore city and even in Pakistan. Sammi Daewoo City Bus service was selected for detailed investigation and exploring the Level of Service (LOS) on various accounts in which some are listed below: DAEWOO City Bus was the first environmental and technological revolution in Urban Transport Sector in Pakistan with State of the Art Buses having advanced and more powerful engines, TECHO Monitoring System were introduced in 1999 Its only public transport company operating world class air conditioned bus service in Lahore metropolitan city General apprehension of the improved service over other operators. Availability of maintained data.
1.6.4 Data Collection The research would be planning for the specific data requirements, data collection and methodology to be finalized for the study. It is very basic as well as important to identify the target services for data collection. Data collection process will be comprehensively designed so that important parameters of research are selected and focused in required
manner. It will be helpful in collecting useful data information to reach at valuable conclusion at the completion of data collection. To assess the multiple phenomenons in research hypothesis, planning and data collection stage is of high marks. Along with this to quantify the complex and varied research process and inferences, to mark out the unseen and visible internal and external factors, as in depth attention has to be paid towards the designing of proper as well as accurate measurement techniques of data collection. Anyhow, just like case study, data assembling phase also based on some factors. These parameters in fact, aware the reader about different stakeholders, beneficiaries involved in the research but also fix the direction towards those allied strategies to address the all above mentioned participant of the research. The main data collection parameters in this research are as follows: Offices visit, Newspapers, articles and published materials, Libraries and Internet Search, Questionnaire designing, Sample Size, Field Surveys Offices visit For the sake of data collection we visited various government departments i.e. Bureau of Statistics Government of the Punjab Lahore, Department of Regional Transport Authority (DRTA), Fareed Court house, Urban Unit Planning and Development (P&D) department Lahore, State Bank of Pakistan (SBP), Lahore Chamber of Commerce and Industry (LCCI), Government of Punjab Transport department, Sammi Daewoo CBS terminal Office Railway Station Lahore, Lahore Transport Company (LTC). Various banks are also visited for the purpose of data collection like Habib Bank Limited (HBL) Muslim Commercial Bank (MCB), Standard Chartered Bank and Askari Commercial Bank.
Newspapers, articles and published materials We also studied past thesis covering the areas of our interest, research papers written at international as well as local level, news papers for having knowledge about the present situation of problems relating to our research work, journals and magazines focusing the issues and trends of public transport buses and car owner ship rate.
Libraries and Internet Search We have also visited a lot of libraries for the purpose of data collection, as in libraries a lot of data is present in the organized form. For the sake of data collection we have visited Quaid-e-Azam Library, Library of State Bank of Pakistan, Library of Lahore Chamber of Commerce and Industry, Main Library UET Lahore and the Library of City and Regional Department UET Lahore. Internet is very user friendly and easy way to get data related to any research topic. We also utilized internet for our research work and a lot of data is incorporated in final document that is gathered from this source with proper referencing. The data needed for literature review mainly related to trends in increasing car owner ship rate, public transport problems and issue was collected from internet.
Questionnaire designing According to Alter, C.H. in 1976, the Level of Service (LOS) of transport bus service can be assessed based on following variables: Accessibility Travel Time System Reliability Directness of Service Frequency of Service The questionnaire for the field survey of Daewoo bus service in order to identify its LOS based on the above mentioned variables so that the analysis should be logical and made on required parameters. The resultant questionnaire for Level of service (LOS) exploration survey of public bus transport service is at Annexure 1.3
Sample Size The number of passengers for individual routes of Sammi Daewoo CBS for the whole week was collected and then average of total passengers (route wise) was calculated. For validation and accuracy the whole week users of Sammi Daewoo CBS was explored. The number of trips in a day on all individual routes of Sammi Daewoo City bus service, converted into number of passenger by multiplying number of passengers of all the
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routes. This procedure is replicated for the entire Daewoo intra city route individually to get legitimate results. By the sampling technique we come out with the result that 0.5% passengers travelling in Sammi Daewoo City bus service, have to be surveyed. Sample size was taken 0.5 % due to limited number of group member, time and other factors. As in the table below the sample questionnaires are 137 but we actually broaden it to 150 for field surveys. The sample size was calculated for each route of Daewoo given below:
Table 1.1 Questionnaires Sample Size Number of Passengers (Jun 2009)

Routes Thursday 5 10 11 16 6192 6656 5454 11648 Friday 5664 6450 5208 10540 Saturday 5781 6960 5246 11160 Sunday 1890 2992 1755 2358 Monday 6732 7344 6120 12765 Tuesday 6462 7000 5787 12206 Wednesday 6462 7000 5787 12206 No. of Passengers (Average) 5597 6343 5051 10412 Sample @ 0.5% 28 31 26 52 137
Sample Size Source: Sammi Daewoo Officials
Field Surveys Above table explain the number of questionnaires that were surveyed on each route. The questionnaire surveyed was on random basis in the bus, at terminal and at bus stops etc and both in up and down trip directions of the routes. All Performas were filled by keeping in mind the Peak hours passengers travelling within the city on regular basis and normal operation of buses in working days. Every effort was made to collect gender sensitized data, but availability of male surveyors only restricted the task to some extent.
Average number of passengers is calculated from Monday & Thursday to get passengers of Tuesday & Wednesday.
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1.6.5 Data Processing Data collected from various sources was proceeded in order to streamline and arrange properly so that it could be further used for the analysis process. In first of data processing, data has been checked out for accuracy, errors, incompleteness and gaps in data. It also includes coding the data and verifying it, entering the data (using MS Excel, MS Database & SPSS) into the computer.
1.6.6 Data Analysis At this stage, a process has been adapted to give a treatment to data in a way as to clarify the meaning of data in order to seek out patterns and trends within data. Moreover, the analysis breaks the data into to two parts; descriptive and inferential statistics. In the analysis stage of this study, various tables and charts have been formed to depict information about the different characteristics and trends.
1.6.7 Policy Formulation and Recommendations Once the data analysis is complete, conclusion was drawn on the basis of the detailed analysis. These conclusions will be helpful to reach at some results of the study and to achieve study objectives. On the basis of conclusions made in previous step policy recommendations will be devised. Main aim of policy recommendations have been made truly on the basis of conclusions, drawn from this whole study, and have been made keeping in mind the future trends and behaviors of different routes under consideration, so that to eliminate or minimize the scenarios that exist at present.
1.6.8 Documentation After successfully completing the data collection, analysis conclusion and policy recommendation the whole research work will be summarized in the form of report. This report will depict the complete picture of situation and will help to achieve the main aim of research. This is final stage of any research process in which a document (describing the whole scenario) is formed with dedication. In this step it is tried to put into a nut shell by presenting research problem, objectives, methodology, data collection and analysis efforts and final recommendation in distinguishing chapters.
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1.7 Structure of the Dissertation As a whole, the thesis is comprised of six chapters. Each of which covers the following aspects of this research study. 1st Chapter of this dissertation spell out information about some very basic and prerequisites of the study. This includes the topic like statement of problems, objectives of the research, its justification, along with the description of its scope, limitation & setbacks being encountered and setup of various chapters. It also gives illustration about detailed and logical research methodology. It includes a comprehensive description of all the action being carried out to accomplish the set objectives, the respective method adopted with their ultimate output. In that, it is tried to explain the various step to collect the primary as well as secondary data, to select case study, the process of questionnaire designing and its justification, the surveys involve in data collection. Along with this, the use and the application of a wide range of software have also been discussed. 2nd Chapter It also includes one of the most important aspects of the research: literature review. The literature review narrates the respective problems to be inquired in context of previous studies which has been held at international, national & local level. In this chapter, a stage for the under going research problems has been recognized after illustrating the whole scenario and deficiencies in last inquiries. 3rd Chapter is about documentation and reporting of the facts and figures about the case study i.e. Lahore. This chapter mainly divides the whole discussion into two parts i.e. private motor cars and Public transport. In first section it provides more focused discussion on the existing transport system, reasons and trends of car increase rate, banking contribution and their terms and conditions for leasing cars, mark up rates & its trend over the years etc. In second parts it illustrates about the public transport, its advantages, overview of public transport in the context of Lahore, types and operating companies, demand and supply gaps, declination factors and many more about transport. 4th Chapter actually this part of the research thesis incorporates the judgment, outcomes, analysis of surveys and detailed description of questionnaire findings. Mainly this portion is dealing with the exploration of case study and detailed analysis of the primary data as
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well as secondary data collected from concerning resources. This chapter is primarily divided into three sections, 1) Primary data analysis: in this portion the discussion is on questionnaire analysis and finding of case study area through surveys 2) Secondary data analysis: the data collected from various departments is assessed in this section of the chapter i.e. 3) Level of Service (LOS) identification: the detail discussion is made on exploration of level of service (LOS) of Daewoo on prescribed parameters to pinpoint the absolute results. Furthermore, it draws the inferential analysis from the aspects discussed in previous chapters. 5th Chapter presents the synthesis of main issues of the case study along with their root cause and exploration of outcomes of the research. It pinpoints the findings of the study, draws conclusions from them and presents recommendation for the solution of the issues.
Exhibit 1.3 Structure of Dissertation
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References
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http://www.worldwatch.org/taxonomy/term/101 (05 May 2009) http://www.worldwatch.org/taxonomy/term/101 (05 May 2009) Nawai Waqt; Lahore, 13 March 2009 Nawai Waqt; Lahore, 13 March 2009 Aslam A.B.; Feasibility of CNG Buses in Lahore (M Sc. Thesis), Department of City
and Regional Planning, University of Engineering and Technology, Lahore.

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http://www.sciencedirect.com (20 May 2009) http//:ww.urbansim.org (23 April 2009) http//:www.arc.gov (07 June 2009)
Punjab Transport Department
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Chapter2
LITERATUREREVIEW
Chapter 2 Literature Review
LITERATURE REVIEW
There are absolute limits to the amount of urban transport that can be accepted in towns, if urban areas are to function efficiently and to provide acceptable living and working environment then land, transport and traffic development have to be planned and managed together as part of same process. With the ever increasing need for new and improved existing transportation facilities and services, there is a necessity for planning. Further more, the growing number of new issues and policies and investment alternative gives transportation planning a more important role in meeting the needs of changing condition. (Brookings Institution, The need for regional anticongestion policies By Anthony Downs1.
2.1 Urban Transportation Over the last two decades, rapid population growth and spatial expansion has led toa sharp increase in demand for urban transport facilities and services in many cities in the Economic and Social Commission for Asia and the Pacific (ESCAP) region. However, several factors have hindered the adequate provision of services to match the ever-increasing demand. In many cities, densification and spatial expansion have occurred with little or no development planning, while in some cases the failure of the instruments of governance has resulted in a significant wastage of resources or substandard quality of infrastructure. Furthermore, the huge capital costs and time required to develop high capacity transit systems have prevented the timely implementation of such systems in rapidly growing urban areas. As a result, many cities have relied on road-based systems which have serious capacity constraints, negative environmental consequences and other limitations. Consequently, many cities in the region are facing serious problems, including serious congestion, air pollution from transport sources, high rates of traffic accidents and inadequate access to transport facilities by poor and vulnerable groups, such as people with disabilities. The deteriorating urban environment threatens the livability and productivity of many cities. In some of the major capitals, such as Bangkok, Dhaka, Manila and New Delhi, the situation is so severe that the efficiency of their urban economy is negatively affected, as is the health and welfare of the people living in them.
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Chapter 2 Literature Review 2.1.1 Current Challenges in Urban Transportation 1. Growing Motorization While the level of motorization in Asian cities is still much lower than levels in European cities, a trend of rapid motorization is evident in almost all of them. Apart from a few cities in Central Asia, there has been a considerable increase in the motor vehicle populations of all major cities. However, there are significant variations in the level and rate of motorization between cities, due partly to differences in income levels and government policy. For example, the number of road vehicles in Bangkok grew more than sevenfold between 1970 and 1990. The vehicle population of Beijing grew about threefold between 1991 and 2000, from 540,000 to 1,570,000. Similar trends in growth occurred in Jakarta and Kuala Lumpur. Since the late 1990s, Indian cities have also experienced rapid growth rates of their vehicular population, following the introduction of economic reforms that lowered costs and increased the affordability of passenger cars. For example, Mumbai has registered an annual growth of motorized vehicles of about 10 per cent in recent years, while between 1995 and 2000; Delhis total motor vehicle population grew from 2.4 to 3.3 million, of which the car population increased from 576,000 to 837,000. The exponential growth of motorized two- and three-wheelers is another visible trend in Asian cities. In many countries, such as Thailand, Malaysia, and Indonesia, two- and three-wheelers make up over half of all motor vehicles. Bangkok currently has an estimated 2 million motorcycles. Ho Chi Minh City in Viet Nam and Penang in Malaysia have about 300 motorcycles per 1000 persons. The number of these vehicles is expected to grow very rapidly in China, Viet Nam, India and other low-income countries; for example, it is projected that there will be 70 million motorcycles in China by 2015. It is expected that cities in the region will continue to experience high rates of vehicle population growth, particularly for private vehicles, for many years to come. This is partly due to government policy, which has significantly influenced the growth of motor vehicles in many countries. For example, despite their comparatively lower average income levels, car ownership rates in Bangkok and Jakarta are much higher than in Singapore; Hong Kong, China; and Seoul.
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Chapter 2 Literature Review 2. Financial Burden on the Public Exchequer The growth in motor vehicles has led to increased demand for new and improved road infrastructure and services, which require massive investments of financial and other resources. For various reasons, many governments have found that it is difficult to fund transport infrastructure projects by charging the users directly. Consequently, transport infrastructure development has remained mainly the responsibility of the public sector, putting an enormous financial burden on national and urban local governments. For example, during the Seventh Plan period of Thailand between 1992 and 1996, the total investment for road infrastructure projects in Bangkok alone amounted to a staggering 142 billion baht, or about US$ 5.7 billion. The private sector contribution made up 20.5 per cent of the total.
3. Public Transport Public transportation has a very important role in urban transportation. Many cities such as Hong Kong, China; Singapore; and Tokyo, where the modal share of public transport is 70 per cent or more of total person trips, are deemed to be public-transportation oriented. In Bangkok, Jakarta, and Manila, the modal share of public transport varies between 40 and 60 per cent of total person trips. In most cities of the region, the majority of the common people, the poor and other disadvantaged groups are very heavily dependent on public transportation. Compared with private cars, public transportation is more sustainable on economic, financial, social and environmental grounds. However, the failings of public transportation have become one of the major challenges faced by many cities. Dissatisfaction with the level and quality of public transportation services leads those people who can afford it to turn to private modes of transport. Another common problem in many cities is that women, people with disabilities and other disadvantaged groups have poor access to public transport services and that it is found difficult to meet their basic mobility needs.
4. Congestion Congestion is a common mark of motorization in most growing cities of the region. The central parts of many capitals, such as Bangkok, Delhi, Dhaka, Jakarta, Metro Manila, and Seoul, are particularly congested, with weekday peak-hour traffic speeds reported to average 10 km per hour or less. One estimate put the average travel time for work trips in Asia at 42 minutes. In
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Chapter 2 Literature Review large cities this number can be much higher, as in the case of Bangkok, where the average is estimated to be about 60 minutes. Delays due to congestion account for a significant proportion of the total trip time.
2.1.2 Increase in Car Ownership Rate is Basic Problem Methods of reducing car ownership and use, particularly in cities, have been debated and tested in Europe and America for over three decades (see for example Plowden; Plowden; Jones, 1989; Mogridge and Pharoah) with the Buchanan Report ( Ministry of Transport, 1963) being instrumental in initiating the debate in the UK. Efforts have intensified in the last decade as congestion and environmental problems have taken centre stage in the international arena. A consensus has been reached in most developed countries that building roads is not the solution to the problems of congestion and pollution caused by an ever increasing volume of traffic. One of the main alternative policies often suggested is to attract people away from their cars by improving public transport provision. Policies which have been advocated to encourage a modal switch from private to public transport include investment in bus services, park and ride schemes, LRT systems, guided bus ways and others2. Enrique Penalosa, the mayor who solved Bogotas traffic problem, said It is very clear today that solving traffic problems by building more and bigger roads is like trying to put out a fire by gasoline
2.2 London Facing Car Problem There were only 8,000 cars in the whole of Britain at the start of the 20th century. By the end of the century the car population had soared to 21 million. Motoring was a luxury hobby in 1900. The number of cars on the roads began to rise during the 1920s as manufacturers started to make small, lightweight and cheaper vehicles for a wider market. Driving licenses issued to London addresses rose from 100,000 in 1920 to 261,000 in 1930. As the number of cars on London's streets steadily increased, so did the number of road accidents. By the 1920s, an average of three people a day died in London as a result of traffic accidents.
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Chapter 2 Literature Review Exhibit 2.1 London Facing Car problem
The 1920s saw the first traffic-control measures appearing in central London in the form of manually operated traffic lights and white line road markings. The boom in car ownership occurred in the 1950s and 60s. Car ownership in London quadrupled between 1950 and 1970 as standards of living rose and car prices fell. By the mid-1960s, there were 1.5 million cars registered in London and the numbers continued to rise until the end of the century when 2.2 million were registered at London addresses. By this time, the figures included second cars; 3% of London households in 1997 had the use of three or more cars, though 39% had no car. Overall, this was no different from trends in the rest of the country. Increasing car ownership meant increasing traffic congestion. By the 1960s, London's traffic problem was considered to affect only the evening and morning rush hours in central London. It was not until the 1980s that congestion came to be a problem across London at more or less all hours of the day3.
2.2.1 London Public Transport to Minimize Problem The public transport and especially buses network plays a vital role in the capital's transport system, providing access to centers of employment, town centers, and Underground and rail stations. Buses also play a key role in improving social inclusion by providing a lower-cost travel alternative and increasing accessibility through a wide-ranging network. Public Buses transport are now reliable, quick, convenient, accessible, comfortable, clean, easy and safe to use, and affordable.
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Chapter 2 Literature Review Exhibit 2.2 London Public Transport
With over 700 different routes, Londons buses are today carrying more passengers than at any time since the 1960s, and the number of buses on Londons roads has increased significantly since 2000. Along with improvements to the bus fleet, including the installation of CCTV and wheel chair access, this has resulted in a 45% increase in the number of passengers since 2000, and over six million journeys being made every weekday. This success has contributed to the five per cent modal shift from car to public transport that has been witnessed in London. A joint report from the Audit Commission and the National Audit Office published in 2005 stated that Londons bus network was leading the way in the UK with significant growth in passenger numbers.
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Chapter 2 Literature Review 2.2.2 What Has Been Achieved to Date? London has achieved a 5 per cent modal shift from cars towards public transport, cycling and walking in the last five years. London is the only city in the world that has moved away from increasing car use. The average waiting time for buses has fallen by 14% in the last ten years. The number of operated kilometers rose to 458 million in 2007, a 32% increase since 2000. In the year to March 2007 there were approximately 1.88 billion passenger trips on the network. Londons bus network continued to set new performance records in 2006 as passenger numbers reached their highest levels since 1965. London Buses has introduced quality incentive contracts that reward operators for their good performance, with deductions for poor performance. Cashless bus routes (where tickets must be purchased before boarding) have been introduced in central London to get buses moving faster. The capitals 100 night bus routes carry 34 million passengers every year, more than double the number in 2000. Strict bus lane enforcement measures have been implemented using more than 300 cameras to ensure bus lanes are kept clear and delays are reduced. All buses are low-floor vehicles (excluding Heritage buses on routes 9 and 15), which means that they are lowered to street level when the bus stops and the doors open. Floor level buses enable all customers, including wheelchair users, people with buggies, people with assistance dogs and people with other mobility impairments to get on and off easily. Wheelchair users are entitled to free travel on buses and do not need to show any ticket or pass. Children and young people under the age of 18 in full-time education and those holding Freedom Passes are also entitled to free travel on buses. From 2007, Londoners in receipt of income support are entitled to half price travel on Londons buses, on single tickets, the daily Oyster price cap and weekly bus passes4.
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Chapter 2 Literature Review 2.3 Private Car vs. Public Transport in Global Context If we could speed up the history of man-in-motion around towns, cities, homes and countryside, we would see how the car has crept up on us through stealth, taking us unawares, bringing us to a present state of urban congestion and pollution which, had it been foreseen in the early years of the 1900s, might have caused us to think and plan differently. Now we're stuck with it, but we see the need to do something about it - at least to try and "thin out" some of the worst congested areas with improved public transport. The USA has always been in the forefront of private car expansion, and thus in the forefront of pollution and the questions - if not always the answers - as to what to do about it. Oregon, always a very environmentally-friendly State, has led the way with pioneering public transit projects in its State capital, Portland, bringing together three objectives: enhancing the urban cityscape through pedestrianized and coordinated street furniture, providing links to the outlying areas, and most importantly, driving transit lines into virgin countryside then building commercial/residential developments around the new stations. The Portland tram system, called MAX for Metropolitan Area Express, began in the mid-1980s with one line. The handsome townscaping in the city centre, the paving, lighting and street furniture which was combined with MAX, the convenience of parking-free shopping, the enhanced urban environment, the cleanliness and speed of the system, all combined to make MAX an immediate success. Next, the line was extended in the other direction through largely green countryside; stations were located "in the middle of nowhere", and new residential developments created around them. The two photos below show one of these stations, Orenco, with a new low-key development of community housing built around the station. As part of the new community there are also commercial and shopping facilities. MAX now covers 44 miles across the Portland Metro area. The Blue Line is the main east-west light rail line, serving as the spine of the current system. The Red Line to Portland International Airport opened in 2001, and the Yellow Line, another branch to North Portland opened in 2004. Portland has clearly shown the way, and though many doubters still remain, Portland's influence and success seems to be spreading to its neighbor city, Denver, State capital of Colorado. Since 2000 the population of the Denver metropolitan area has risen to 2.6m, an increase of over 8%. Inevitably, that means snarled rush-hour traffic. According to the Texas Transportation Institute, the congestion cost per peak-time traveler in Denver was $865 in 2003, while the
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Chapter 2 Literature Review average commuter on Denver's roads suffered congestion delays of 51 hours, the 13th-worst in the country. As its ranking implies, Denver still does relatively well compared with many big cities on the east coast or in chaotic California. But that does not stop Denver's residents, many of whom left places like Los Angeles - Long Beach (first in terms of delays) or San FranciscoOakland (second), complaining about it. Denver's solution involves roads and public transit, the two being carefully integrated. New roads, such as the 47-mile E-47 toll way, which opened in 2003 along the eastern edge of the Denver region, will form a beltway - 75% complete - to relieve congestion in the centre. But Denver's main focus is on light rail. 19 miles of new double-track light rail will stretch from the Denver city centre to the metro region's south-eastern border. By 2016, a $4.7 billion project known as FasTracks will add another 119 miles of light and commuter rail and some 18 miles of rapid transit by bus. These new lines will curl out from Denver's Union Station like the legs of an octopus, linking up with existing bus services and giving commuters a mass transit alternative to the clogged lanes of the I-25 or US-36. FasTracks, say its proponents, will be the biggest "build out" of a mass transit system since Washington DC began its Metro system in 1976. The aim of FasTracks is not just to ease traffic congestion, but to change the shape of the city. Each station will be the centre of various commercial and residential developments; Union Station will, in the jargon of urban planning, become a multi-modal hub for everything from buses and heavy rail to the "down-town circulator" that shuttles passengers around the tourist-friendly 16th Street Mall. Instead of simply sprawling ever farther across the mile-high plains, Denver would bring its population closer together. For Denver, this is something of a return to its past. Founded in the 19th-century mining boom, it still has roots in the age of rail: witness Union Station and the passenger and freight trains that roll in and out of the city. In 2002, the average Denverite made 37.1 transit trips, compared with 28.4 for the average American. And the new improvements are beginning to show - the centre of Denver is already a more vibrant place to live, work and shop.
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Chapter 2 Literature Review Exhibit 2.3 Public Transport Approaches
Re-using old rail lines
City outskirts
City centre
Opportunities need to be seized wherever they present themselves. Britain for example, is fortunate financially and environmentally in having many disused rights-of-way which can be returned relatively cheaply to public service. These can be revitalized as light rail lines, connecting towns and villages with city centers. New residential developments can be built centered around stations which themselves can become small commercial developments. In Holland and Germany, the concept of reviving disused rail-lines, and converting existing heavyrail but little-used rural lines to tramways is already underway5.
2.4 Approaches to Car Free Cities (General Discussion) The industrialized nations made a terrible mistake when they turned to the automobile as an instrument of improved urban mobility. The car brought with it major unanticipated consequences for urban life and has become a serious cause of environmental, social, and aesthetic problems in cities. The urban automobile: Kills street life Damages the social fabric of communities Isolates people Fosters suburban sprawl Endangers other street users
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Chapter 2 Literature Review Blots the city's beauty Disturbs people with its noise Causes air pollution Slaughters thousands every year Exacerbates global warming Wastes energy and natural resources Impoverishes nations The challenge is to remove cars and trucks from cities while at the same time improving mobility and reducing its total costs.
2.4.1 The Solutions The urban automobile can only be supplanted if a better alternative is available. What would happen if we designed a city to work without any cars? Would anyone want to live in such a city? Does it make social, economic, and esthetic sense? Is it possible to be free of the automobile while keeping the rapid and convenient mobility it once offered? Public transport is typically a disagreeable and slow substitute for the car. It needs to become a pleasant experience and should attain the average speed of a car in light city traffic. This can be achieved using proven technology, but densely-populated neighborhoods are a prerequisite for rapid mobility and economical public transport. Fortunately, dense cities can also offer a superior quality of life. We should build more car free cities. Venice, the largest existing example, is loved by almost everyone and is an oasis of peace despite being one of the densest urban areas on earth. We can also convert existing cities to the car free model over a period of decades.
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Chapter 2 Literature Review Exhibit 2.4 How Would You Prefer to Live
2.4.2 Design Goals The design of cities is driven by three principal needs: High quality of life Efficient use of resources Fast transport of people and goods
2.4.3 Design Standards The fulfillment of these needs in a car free city gives rise to the following design standards: Rapid Transport: Provide fast access to all parts of the city. In a city of one million it should be possible to get anywhere in considerably less than an hour. Passengers should never have to transfer more than once. Nearby Stations: Both in consideration of time and of the limited mobility of small children, the elderly, and the infirm, nearby transport halts are required. The design standard is a five-minute walk. Nearby Green Space: Green space should be available within a five-minute walk of virtually every front door. Economical Freight Transport: City economies depend on fast, economical freight transport. A city which intends to keep trucks off its streets must make workable provisions for freight transport.
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Chapter 2 Literature Review 2.4.4 Going Car Free The car free city can be built. Venice is proof enough. The four billion inhabitants of the developing world seem eager to adopt Western patterns of car use. They should be advised of the costs and encouraged to think about better solutions. Can the planet carry the ecological burden? The developed nations cannot deny developing nations the use of technology and resources that are used in the developed nations. Since most of the world's cars are found in the developed nations, they must take the lead in designing and building car free cities. Car free cities probably must become the norm by the end of the 21st Century, due to energy constraints. We should begin now to prepare for the change, which is an opportunity to build urban environments superior to any ever known6.
2.5 Beijing Trials Car Reduction Plan Beijing is noticeably less congested following the start of a four-day scheme to take 1.3 million vehicles off the road. Officials hope to repeat the test next year during the Olympics to reduce traffic on the capital's jammed roads. They also hope to ease the notorious air pollution, which can reduce visibility to a few hundred meters. Officials expected the ban would cut vehicle emissions by 40%, although thick smog hung over Beijing on Friday. City residents, who are being forced to take public transport during the test period, generally appeared to support the pilot project.
2.5.1 More cars Beijing, home to about 16 million people, has just over 3 million registered vehicles, mostly comprising private cars, buses, taxis and government vehicles
More than 1,000 new vehicles are registered every day, according to the city's transport authorities. And the pace of registration is quickening. This has quickly turned Beijing from a place once dominated by bicycles into a car-orientated city. Six-lane highways cut through the city. Vehicles often edge forward at something approaching walking pace during rush hour, which sometimes seems to last the whole day.
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Chapter 2 Literature Review Exhibit 2.5 The Effects Of Beijing's Traffic Trial on A Busy Road
Beijing's road builders have been unable to keep up with the increasing number of cars, said another driver, Zhou Ye. "There are bound to be traffic jams during the Olympics if nothing is done," adds the 37-year-old architect, who is going to take a taxi to work while he cannot drive. During the test period, odd-numbered cars will be banned on Saturday and Monday, while cars with even-numbered registrations must stay off the roads on Friday and Sunday. Any driver caught contravening the restrictions will be fined 100 Yuan ($13, 6.50) by 6,500 police officers, many stationed at road entrances. Police vehicles, fire engines, ambulances and several other categories of vehicles are exempt from the ban, which runs from 0600 to midnight. Hundreds of extra buses are running, most taxis will operate and the subway will stay opening later than usual. A similar experiment was carried out last year during a forum for African leaders held in Beijing. During that period, even shops were told not to receive deliveries during the day.
2.6 Efficient Transportation for Successful Urban Planning In Curitiba: Curitiba is the capital city of the Brazilian state of Paran. The city has the largest population and also the largest economy in Southern Brazil. The population of Curitiba numbers approximately 1.8 million people (7th largest nationwide) and the latest GDP figures for the city surpass US$17 billion (ranking 4th nationwide).
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Chapter 2 Literature Review Curitiba's city government has a well-deserved attention for managing urban problems with creative strategies making the best use of limited resources. Among the city's most striking successes are those related to coordination of public transportation and land uses? Curitiba has accomplished this to a degree to which most U.S. and Canadian cities can only dream.
Curitiba is a system which provides a third-world solution to a third world problem . . . not to entice passengers out of their cars but rather to provide basic public transport for an impoverished population7
2.6.1 Problem Overview Due to agricultural mechanization from the 1950s to the 1980s, cities across Brazil experienced rapid growth with the migration of people from rural areas to urban areas. Curitiba, the capital city of the State of Paran, experienced some of the highest growth in the country with population increases reaching an estimated 5.7% a year during those decades. This uncontrolled increase in population presented circumstances that demanded effective city planning in areas ranging from social services, housing and sanitation, to the environment and transportation. From the 1940s to the 1960s urban planners in Curitiba began the process of creating an urban Master Plan. Part of that plan included constructing a consolidated public transportation system to move people easily throughout the metropolitan area and its surrounding municipalities.
2.6.2 Solving the Fare Problem With the evolution of the transportation system there increased a need for an effective mode of payment. Curitibas city hall wanted to expedite bus service and recognized that one of the factors that generated delays is the hold-up in the mode of passenger payment. Over the years there have been many forms of payment implemented. A new system to avoid delays was created in which the city eliminated transfer payments and substituted them with transfer tokens made of paper. But after 7 months of implementation, the city discovered major forgery of the paper transfers. The city then tried to install a two-fare payment, separating the express fares from the feeder fares (fares for the outlying buses connecting to those going to the city center). This system was repealed after one and half-years because it favored the rich who resided closer to the
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Chapter 2 Literature Review center and paid only one fare over the poorer population who resided on the periphery of the city and would have to pay two passages to arrive in the center. Realizing the social imbalance imposed by this fare mode, the city dropped the feeder fare and allowed passengers to ride the feeder busses for free. After a while the city received public complaints about the unsanitary conditions on the feeder busses. They became sleeping places for the homeless and bus drivers refused to drive these busses. The city then decided to return to the one fare method and built fences between stops for the express and feeder busses. This method proved to be successful until they became overcrowded. They became unsanitary and were often referred to as pig stalls. In 1980, the city finally developed and constructed transfer terminals that operated like subway stations. The terminals, constructed with telephone accessibility, attracted newsstands and flower shops and became aesthetically attractive and user friendly. The city also had to create a system in which individual bus companies that catered to the various zones in the city could share revenues without competing with each other. Traditionally the city was partitioned in different zones that were serviced by individual bus companies. But, with the creation of the inter-district routes and the implementation of the Integrated Transportation Network along with the unified fare, passengers could pay one company at a terminal located in a particular zone and ride the system without paying the other bus companies. In 1987 the city addressed this problem by distributing transportation revenue based on the number of kilometers traveled by vehicle type for any given company. With each company given a number of route kilometers and a timetable, each company competes with the schedule not with other companies (Rabinovitch and Hoehn, 1995).
2.6.3 Bus and Station Design After the construction of terminals and the implementation of the unified fare, the city wanted to develop busses and stations designed with the intention of avoiding fare evaders. For this reason, busses are designed with three doors, two doors for exiting and a front door for boarding. In a category by itself, these urban busses are constructed with turbo engines, lower floor levels, wider doors, and a convenient design for mass transit.
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Chapter 2 Literature Review Exhibit 2.6 Curitiba Bus Stops
Curitiba also developed boarding tube stations that were placed along direct routes and express lanes. To increase convenience, boarding efficiency and reduce fare evaders the tubes elevate passengers to the bus platform level where automatic doors operated by the tube conductor open parallel to the bus doors. Passengers pay an entrance fare at the turnstile and wait for their respective direct or express bus to pass. Disembarking passengers leave the stations through a direct exit. To further assist passengers, each tube station is equipped with station and route maps and with small lifts situated beside the entrance of the tube to help disabled passengers, strollers, and passengers carrying heavy bags enter the tubes with agility.
2.6.4 The Present System of Transportation: The transportation system is made up of three complementary levels of service that include the feeder lines, express lines and inter-district routes. The feeder lines pass through outlying neighborhoods and make the system easily accessible to lower density areas. Sharing the roads with other vehicles, these feeder lines connect with the express system along the structural corridors. The feeder routes are characterized by orange conventional busses that connect the terminals with the surrounding neighborhoods. Inter-district routes use green padron or articulated busses that connect transfer Terminals to different districts without passing through the center of the city. The direct speedy routes are silver and use the tube stations along routes that link the main district and surrounding municipalities with Curitiba8.
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Chapter 2 Literature Review Exhibit 2.7 Curitiba Public Bus Transport
Speedy
Padron
Articulated
2.7 What is Transport Best Practice? Whilst transport problems in large cities are relatively easy to recognize, the identification of best practice can be more difficult. Table 1 outlines the International Association of Public Transports views on what constitutes best practice in relation to public transport. The following section is a discussion on best practice and road congestion.
Table 2.1: The International Association of Public Transport 16 points of best practice Public transport adds value to developing new areas. Best Practice 1 High quality public transport increases the value of real estate. New transport infrastructure can be jointly financed with developers who benefit from these rising land values. Light rail regenerates city centers. Many cities have successfully combined public transport projects with a policy of revival of its city centre. In the last 20 years, 14 Best Practice 2 cities in the USA and Canada have introduced new light rail systems: Baltimore, Buffalo, Calgary, Dallas, Denver, Edmonton, Los Angeles, New Jersey, Portland, Sacramento, Saint Louis, Salt Lake City, San Diego, San Jose. Best Practice 3 Pedestrians, cyclists, buses and trams make a good combination for inner city centers.
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Chapter 2 Literature Review Even in narrow streets where cars are banned, pedestrians, cyclists, deliveries, buses and trams can co-exist. Attractive rail and bus services to out of town shopping and Best Practice 4 leisure centers.
Fast reliable links from city centers to airports. Best Practice 5 In some cities public transport caries as much as 40% of all airport passengers. Co-ordination of all modes. The market share of public transport rose by 10% in four years in Vienna, the capital of Austria. This is due to: a common ticket for Best Practice 6 all modes in the metropolitan area; well planned interchange stations making changes from one mode to another easy; expansion of metro and suburban rail; modern light rail system in city streets; new tramline to a new housing area; personalized marketing in new residential areas. Technology to better inform passengers Good passenger information is a deciding factor to increase the competitiveness of public transport. GteBorg, Sweden, has a Best Practice 7 network wide real time passenger information system. The information centre monitors the position of over 450 buses and trams vehicles on their routes allowing real time information of the next service to be given at more than 140 stops. Information is accessible via the internet and mobile telephone. Easy access to all modes by e-ticket. Contact less smartcards have been introduced in many cities, Best Practice 8 including Hong Kong (Octopus Card) and London (Oyster card). In Hong Kong the smart card is used by 85% of passengers, and reduces access time to platforms and vehicles. Best Practice 9 Quality bus corridor transports 40% to 200% more passengers at peak times.
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Chapter 2 Literature Review Dublin has invested in 12 Quality Bus Corridors. These include: priority right of way and dedicated road space for buses; a bus every one to three minutes during peak periods; real time information; shelters at every stop. Bus journey times have been reduced by 30% to 50%, and a survey in 2004 found that average bus journey times in the morning peak were less than the average car journey times in 9 of the 12 bus corridors. The number of cars entering Dublins inner city was reduced by 21.4% from November 1997 to November 2004, and the number of bus passengers increased by 49% during the same period. High capacity bus networks can successfully transport large quantities of people. Best Practice 10 Emerging and developing countries need to invest in urban transport systems that are sustainable and can respond to their growing needs for mobility. Light rail can also satisfy heavy demand. Best Practice 11 Tramways on dedicated rights of way provide an economic and effective solution for emerging countries. The renaissance of trams. 20 years ago, only 3 cities in France still had trams. Totally new systems have been successfully introduced in Nantes, Grenoble, Best Practice 12 Strasbourg, Paris, Rouen, Montpellier, Lyon and Orleans. These have been made possible by the implementation of a transport levy, a tax paid by employers and used for investment in and the operation of public transport. Tram-train, a new concept using both light and heavy rail lines. Best Practice 13 Urban trams and regional railway trains can be run on the same railway lines, linking the city with outer regions. Best Practice 14 14 Metro can rapidly move a large number of passengers. In large cities the metro is unrivalled in its capacity to rapidly move
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Chapter 2 Literature Review large numbers of people: 20,000 passengers an hour in each direction is the average, rising to over 80,000 on some networks. Madrid built 56km of metro in five years. Art brings light underground. Citizens look to their metro as a reference of public transport Best Practice 15 quality, and including art improves its positive image. The Lisbon metro is considered to be a contemporary art gallery, and other cities are doing the same. Wealth and public transport go together. Best Practice 16 Public transport becomes the preferred choice for everyone if it is quick and comfortable and if parking capacity is limited. Source: (NSW Parliamentary Library Research Service, Transport Problems Facing Large Cities, by Tom Edwards and Stewart Smith)
2.8 Innovative Approaches
2.8.1. Public-Private Partnership in Providing Bus Services in Cities of Punjab, Pakistan In 1998 the Government of Punjab in Pakistan decided to wind up the public sector bus service agency, which was on the verge of collapse due to heavy financial losses and a drastic fall in fleet size from 1,000 to a mere 49 buses. The regulatory environment, high capital cost, undue interference by law-enforcement agencies and other conditions prevented any private corporate sector initiative from providing comprehensive urban bus services. The cities in Punjab were virtually left with only paratransit services provided by a large number of small operators using old and unstable 15 to 20 seater vehicles. These disorganized services not only failed to meet demand, but were also creating serious air pollution and congestion problems in Lahore and other cities in Punjab. Faced with this situation, the Government decided to organize initiatives to promote private sector participation in urban bus services. A new franchising scheme was devised and piloted by the Government to attract the private corporate sector. Measures included: (a) a new form of franchise agreement to protect the commercial interests of the private operators and to ensure quality service to users; (b) the creation of a conducive environment for the operation of bus
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Chapter 2 Literature Review services; (c) new regulatory regimes to administer the franchising scheme and safeguard the operators rights; and (d) providing fiscal incentives to enable large investments by operators, such as a reduction in taxes and duties to import buses, and preferential interest rates (4 per cent lower) to borrow capital from banks. Franchises were awarded after a competitive bidding process. Selection criteria included the bidders capability to provide bus services and proposed fare levels. A minimum fleet size of 50 buses was a requirement for any bidder to compete. The initial award could be between 6 and 10 years depending on the size of the investment to be made. The Government made necessary amendments to the existing law to provide exclusive operational rights by an operator within a franchised zone and set up a regulatory framework. The Government also persuaded the Para transit operators to shift their services to unfranchised routes or areas, or to form a cooperative society to join the new scheme as bus operators. The scheme was initially launched in Lahore and Rawalpindi/Islamabad. Under this new scheme, two franchisees have already introduced 300 new buses in Lahore and plan to introduce another 500 within three years. A second project, for the operation of 300 buses in Rawalpindi/Islamabad, has also been launched.
2.8.2. Participatory Approaches to Integrated Comprehensive Urban Transport Planning Inclusive bottom-up participatory approaches that incorporate community consultation and wide participation by all social groups including women and other disadvantaged groups can greatly enhance sustainable urban transport development. They are also more likely to win public support, especially when questions of difficult policy choices and public actions arise, for example in the case of urban transport demand management. These principles have been guiding the implementation of a pilot project in the Rattanokosin area of Bangkok, which is being jointly implemented by ESCAP and the Bangkok Metropolitan Administration in close collaboration with the Government of the Netherlands. The approach adopted in the pilot project essentially inverts the traditional approach, going first to the principal stakeholders and asking them for their views on the problems, the causes of the problems and strategic transport sector goals. The results of these interviews are then used to develop problem-and-cause relationships, which, after further consultation with the stakeholders and analysis by experts, are used to develop draft action plans. In contrast to top-down approaches, integrated approaches are based on
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Chapter 2 Literature Review methodologies that develop a broad-based consensus on an achievable vision of the future and clearly articulate the means by which the visions can be realized.
2.8.3 Examples; Transportation in Dhaka Dhaka is a densely populated city of an estimated 12.3 million people. The historical urban development pattern of the city has led to a mixed type of high-density land use with multiple major centers of activities. The city has primarily a road-based transportation system served by a network of 199 km of primary roads, 109 km of secondary roads, 152 km of collector roads, and about 2,540 km of access and other roads. Except in the case of some primary roads, all other roads are single carriageway. In most parts of the city, the road network has emerged with relatively wide primary and secondary roads, but narrow local and access roads. With the exception of a few planned residential areas, the road network in most of the city is narrow and alignment poor in accommodating motorized vehicles, especially public transport modes. All the intersections are at grade. The major ones are signal controlled, while some intersections are of rotary type. There are few pedestrian overpasses and facilities for pedestrians in general are grossly inadequate and poorly managed. Dhaka has a low level of motorization. About 60 per cent of all trips are made on foot. Almost half of the remaining trips are made by rickshaw. Out of total vehicular person-trips, the share of public transportation is less than 25 per cent, of which the bus is the most popular mode. About 2,000 buses are operated, most of which are old and small. In the past few years, private sector operators have introduced about 200 air-conditioned buses. Bangladesh Road Transport Corporation, a public sector agency, owns a limited number of single and double-decker buses. These buses are operated by private operators under a lease agreement with the agency and operate in competition with the private sector along the high-demand corridors. The number of motorized and non-motorized three-wheelers has grown quickly as a substitute for buses, although they are expensive and costs are higher than for a feasible premium bus service. The non-motorized transport (NMT) modes, especially the rickshaws (the estimated number of which is more than 300,000), play a significant role. They effectively operate on almost all the roads of the city, except a few major roads. There are about 70,000 two-stroke engine three-wheelers and 3,000 taxis. These three-wheelers are the major sources air pollution in Dhaka. Due to poor traffic management, lack of enforcement of traffic rules, and operation of
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Chapter 2 Literature Review a diverse mix of modes sharing the same right, the city experiences chronic traffic congestion and other related problems on all major roads. Recently, initiatives have been taken to improve the transportation system of the city under a World Bank-financed project. Some of the measures include building new roads and improving existing road infrastructure, improving bus services, providing pedestrian facilities, creating non-motorized vehicle facilities, phasing out two-stroke three wheelers, and promoting CNG-operated vehicles9.
2.9 Level of Service (LOS): Service levels can be defined according to a number of dimensions, the key ones being the frequency of public transport services (services per hour), the hours they operate (period of operation), where they operate and the origins and destinations they serve (both related to network coverage). Often there is a trade-off between each of these factors, for example by concentrating services along key routes, bus operators are able to maintain a high frequency of services but poor network coverage and vice versa. The main focus of this instrument is upon service frequency which includes a number of other features apart from a change in the services per hour, these include regular interval & clock face timetables, combined service frequencies and improving reliability. There are several aims behind varying service levels these include: The desire to improve the quality of service for existing customers - to help maintain existing customer base and, in some cases, generate additional trips. Improve the quality of service to attract additional customers - to help achieve modal switch from car. To be cost effective - many private bus operators attempt to tailor the service levels they offer to meet demand, e.g. lower in the peak period. To meet a social welfare criterion - some additional services may be offered to assist in achieving some kind of social aim, e.g. overcoming social exclusion. The effectiveness of varying the service levels in achieving these aims is dependent to a large extent upon the service elasticities and cross elasticities between modes. A wide range of factors influence the elasticities, for example current service levels, income levels, demographics etc, however whilst such factors can be discussed in isolation it is likely that more than one of them will exert an influence at the same time.
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Chapter 2 Literature Review The biggest constraint to changing service levels is the indivisibility of supply facing operators. For example, if a bus operator wished to increase a bus service from 4 buses per hour to 5 buses per hour in the morning peak period (7am till 9am) it would not simply be a case of hiring an additional bus and driver for that two hour period. The additional bus would have to be either purchased or leased on a permanent basis and the driver hired as either a part time or full time employee. The fixed cost element of increasing service levels would be substantial. In practice the bus operator might chose to increase the service level of one route throughout the day, or may increase the service level of one route during the peak and another during the off-peak10. 2.9.1 Level of Service at Various Points11 1. Level of Service Highway A B C Free Flow, Low Traffic Density Minimum delay, stable traffic flow Stable condition, movements somewhat restricted due to higher volumes, but not objectionable for motorists D Movements more restricted, queues and delays may occur during short peaks, but lower demands occur often enough to permit clearing, preventing excessive backups E Actual capacity of the roadway involves delay to all motorists due to congestion F Forced flow with demand volumes greater than capacity resulting in complete congestion
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Chapter 2 Literature Review 2. Level of Service Intersections A B No vehicle waits longer than one signal indication. On rare occasions vehicles wait through more than one signal indication C Intermittently vehicles wait through more than one signal indication, occasionally backups may develop, traffic flow still stable and acceptable D Delays at intersections may become extensive, but enough cycles with lower demand occur to permit periodic clearance, preventing excessive backups. LOS D has historically been regarded as a desirable design objective in urban areas F Backups from locations downstream restrict or prevent movement of vehicles out of approach creating "gridlock" condition E Very long queues may create lengthy delays.
2.9.2 Mass Transit System Efficiency Measures A variety of measures/ indicators describes different aspects of system efficiency. Some of these measures can be used in the evaluation of overall system performance and/or route performance. These measures are briefed below. 1. Accessibility Accessibility criteria indicate the number of people who have access to transit within walking distance. Accessibility = Total service area Population / Total Population * 100
Table 2.2 Transit Access Level of Service Time (Minutes) Walking (meter) <2.0 0-100 A 2.0-4.0 100-200 B 4.0-7.5 201-400 C 7.5-12 401-600 D 12-20 601-1000 E >20 >1000 F Source: From Alter, C.H., 1976. Evaluation of Public Transit Service
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Chapter 2 Literature Review 2. Quality of Service
Most promising qualities of service indicators are: a) Travel Time b) System Reliability c) Directness of Service d) Frequency of Service
a)
Travel Time
Travel Time is defined as a relative measure of the ability of transit to compete with the private automobile. Travel Time Index = Travel Time by Transit Bus / Travel Time by Private Auto
Table 2.3 Travel Time Level of Service Travel Time Index A B C D E F <1.00 1.00-1.10 1.11-1.34 1.35-1.50 1.51-2.00 >2.00
Source: From Alter, C.H., 1976. Evaluation of Public Transit Service
b)
System Reliability
It is the availability of on-time service and is based on the percentage of transit service not more than 1 minute early or 3 minutes late. System Reliability = Total Trip on time / Total Trips
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Chapter 2 Literature Review Table 2.4 System Reliability 8 min or Less 9-12 min 13-20 min 85-100 75-84 66-74 55-65 50-54 <50 90-100 80-89 70-79 60-69 50-59 <50 95-100 90-94 80-89 65-79 50-64 <50
Level of Service A B C D E F
21 min or More 68-100 95-98 90-94 75-89 50-74 <50
c)
Directness of Service
Directness of service measures the number of transfers or the amount of waiting time due to transfer for making a complete trip.
Table 2.5 Directness of Service Level of Service A B C D D E F Number of Transfers 0 1 1 1 2 2 3 or More Wait Time (minutes) -<5 5-10 >10 <5 >5 --
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Chapter 2 Literature Review d) Frequency of Service
It partly reflects travel convenience; the higher the service frequency, the more convenience will be provided to the public to use transit service at a randomly selected time.
Table 2.6 Frequency of Service 4, 000 People per sq. km or More Level of Service Peak HW (min) A B C D E F <2 2-4 5-9 10-14 15-20 >20 Off Peak HW (min) <=5 5-9 10-14 15-20 21-30 >30 3, 000 - 4,000 People per sq. km Peak HW (min) <4 5-9 10-14 15-19 20-30 >30 Off Peak HW (min) <=9 10-14 15-19 20-29 30-60 >60
Table 2.7 Frequency of Service 2, 000 3, 000 People per sq. km Level of Service Peak HW (min) A B C D E F <=9 10-14 15-24 25-39 40-60 >60 Off Peak HW (min) <=14 15-19 20-30 31-45 46-60 >60 750 - 2,000 People per sq. km Peak HW (min) <=9 10-14 15-24 25-39 40-60 >60 Off Peak HW (min) <=14 15-29 30-44 45-59 60-90 >90
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Chapter 2 Literature Review System Performance Evaluation All of these factors/ measures must be combined to evaluate the quality of transit service. A fivepoint grading scale may be set up for different levels of service in which the indicators are weighted from 1 to 3. Table 2.8 System Performance Evaluation
Level of Service A B C D E F Points 5 4 3 2 1 0
Table 2.9 System Performance Evaluation

Indicators / Measures Transit Access Travel Time System Reliability Directness of Service Frequency of Service Weight 2 3 2 2 1
Table 2.10 Cumulative LOS Based System Performance

Level of Service A B C D E F Cumulative Score More Than 45 35-44 25-34 15-24 5-14 Less Than 5
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Chapter 2 Literature Review Reference

1
http:// www.brookings.edu (07 April 2009) http://www.sciencedirect.com (23 July 2009) http://www.20thcenturylondon.org.uk (03 April 2009) http://www.london.gov.uk (09 August 2009) http://www.theartofgoodgovernment.org/transp.html (11 June 2009) http://www.carfree.com (09 August 2009) Unsigned editorial, Transit Australia, February 1999 http://www.solutionsite.org (19 August 2009) Review of Transport in the ESCAP Region 1996-2001 http://www.konsult.leeds.ac.uk/private/level2/instruments/instrument042/l2_042summ.
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Traffic Operations -Level of Service
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Chapter3
EXISTINGSTATUSOFPRIVATEMOTORCARS ANDPUBLICTRANSPORTINCITYLAHORE
Chapter 3 Existing Status of Private Motor Cars & Public Transport in City Lahore
EXISTING STATUS OF PRIVATE MOTOR CARS AND PUBLIC TRANSPORT IN CITY LAHORE Urban transportation is a pressing concern in mega cities around the world. The rapid urbanization and motorization in these cities have a direct impact on overall development of cities and country as well. The uncontrolled growth in urbanization and motorization generally contributes to an urban land use and transportation system that is socially, economically, and environmentally unsustainable. Lahore: This is the largest urban and economic centre of Pakistan, passing through an uncontrolled phase of rapid urbanization and motorization. In this chapter, first reviews research related to increase in motor car transportation systems to comprehend the concept of trend of this rushed increase and key factors due to which this boom came up in this sector. The chapter then elaborates the existing public transportation system, operating companies, urban transport functioning routes and their alignments to determine the current paradigm is moving toward or away from sustainable transportation.
3.1 Existing Scenario of Lahore Transportation System According to the UN World Urbanization Prospectus, Lahores population grew past one million nearly 50 years ago. In 1980 it was approximately three million. According to the 1998 census, it stood at 5.143.495 million. Its currently estimated to be seven-nine million and is expected to grow to nearly 15 million in the next 10 years. The footprint of the city has grown at an equal rate. The new LDA Avenue schemes have now committed the citys footprint, as have the DHAs phases V to VIII: from the banks of the Ravi to the Polluted Nullahs along the Raiwind Road to the south and the BRB Canal on the east, the future is all town houses, each with its own automobile. Lahore, the capital of Pakistan's populous Punjab province, has a million of inhabitants, making 9 million daily trips to work, shopping or recreation, other than walking. Average urban population growth is around 4.7% per annum. The transport network in Lahore is poorly developed and is under-maintained with insufficient traffic regulation and enforcement. This is exacerbated by the diversity of the traffic mix in Lahore which includes pedestrians (pushed off-sidewalks onto streets), animal-drawn vehicles, bikes, motorbikes, motor-rickshaws, cars, vans, mini-buses, inter-city coaches and trucks.
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Public transport services dominated by 18-seater mini-vans, are inefficient, overcrowded, unreliable, and unsafe, and are the cause and victim of congestion1 Provincial capital is home to more than eight million people. Over two hundred thousand people come daily to the city for their livelihood. Despite advancement in other sectors like housing and roads network, etc., the public transport system remains one of the poorest in Asia. Public transport system remains synonymous with poor planning and lack of infrastructure.2 The whole public transport service infrastructure is in the hands of private individuals, who do nothing but to screw people as much as possible. Government has no control whatsoever on these transporters. People have to wait for hours to board on the bus or wagon and then they face a traumatic journey towards their homes and offices. Public transporters use dilapidated vehicles and cram as much people as possible. Un- precedent growth in two wheelers and especially in four wheelers (Cars, Jeeps, station wagons, Mazdas etc) in the city and growing in capacity of the old Traffic Management System resulted in conceiving and launching the efficient public transport system is the requirement. Owing to continuous hyper growth in population and urbanization as a result of relocation from other cities, road network is poorly planned, and we cant even see space for constructing flyovers and new roads. In the recent decade, year 2000 to onward, trend in car ownership was very high as compared to past years in the history of Pakistan. Therefore a lot of traffic, chaos, pollution and traffic queues on literally every road. Every where, vehicles are on war trying to get an inch of space.
3.2 Private Transport Private transport, as opposed to public transport, is transport in one's own vehicle (e.g. car, motorcycle or bicycle), or through self-power (such as walking). Private transport differs from public in that it lacks timetables and fixed itineraries. It also tends to be more convenient to the commuter as it is readily available on demand. Unfortunately, however, due to the high price of cars and high cost of fuel in recent years, private transport tends to be more expensive than its public counterpart.
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As of 2002, there were 590 million passenger cars worldwide (roughly one car per eleven people). Around the world, there were about 806 million cars and light trucks on the road in 2007; they burn over 260 billion gallons of gasoline and diesel fuel yearly. The numbers are increasing rapidly, especially in China and India.3
Exhibit 3.1
Traffic Queues on Canal Road
In the developing countries especially in Pakistan the rate of increasing transport vehicles is continuously boosting. However, the trend, existing condition and over all scenario of Lahore private transport system is describe below.
3.2.1 Boost in Motor Car Transportation System Pakistani automobile business has seen a boom in the last five to nine years due to low mark-ups and relaxation in lease terms. Before leasing opportunity, it was very difficult for middle class family to purchase a car. But in last years the policies like leasing made it very easy to purchase a new vehicle. However, with an increase in mark-up rates and tightening consumer-based finance has resulted in decrease in sales of new cars through lease in the last years.
Punjab cities, a trend of rapid motorization is evident in almost all of them especially in city districts. Apart from a few cities in Province, there has been a considerable increase in the motor vehicle populations of Lahore city. However, there are significant variations
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in the level and rate of motorization between cities, due partly to differences in income levels and government policy. For example, the number of road vehicles in Lahore grew more than threefold between 2001 and 2009. The motor car vehicle population of Lahore also grew about threefold between2001 and 2009. It is expected that cities in the region will continue to experience high rates of vehicle population growth, particularly for private vehicles, for many years to come. This is partly due to government policies; easy leasing facilities and social status which have significantly influenced the growth of motor vehicles. A flow diagram below is showing the Causalities of deterioration in transport-related environment and increase in car dependence behavior.
3.2.2 Reason of Rapid Increase in Car Ownership The different factors or reasons due to which this rapid increase in automobile industries is faced by the Lahore city explained as fellow
1. Inefficient Level of Service of Public Transport Automobile dependency is the cumulative effect of transport and land use patterns that result in high levels of automobile use and limited transport alternatives. It has a variety of economic, social, and environmental impacts, including higher car ownership, higher cost of transport infrastructure, lack of roadway and railway supply, a modal shift to the automobile, more congestion, mass energy consumption, increased traffic accidents and pollution. Lahore the growing city has experienced rapid economic development, motorization and urbanization since the first decade of this century. This development has resulted in a significant increase in the mobility of people and goods that are highly automobile dependent. The recent trend of motorization in concurrence with income growth in some selected cities like Multan, Faisalabad, and Gujranwala etc is more. Lahore has exhibited a high rate of increase in car ownership in few years. Car ownership per thousand people has increased more than 10 times, 2000 to 2009, resulting in a drastic decrease in road length per passenger car. This trend has caused many problems like deterioration of road network conditions, traffic congestion, accidents, environment nuisance and many more.
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Public transportation has a very important role in urban transportation. Many cities such as Lahore, Faisalabad, Gujranwala etc, where the public transport is properly operating and majority or more of total person trips, are deemed to be public-transportation oriented. In most cities of the region, the majority of the common people, the poor and other disadvantaged groups are very heavily dependent on public transportation. Compared with private cars, public transportation is more sustainable on economic, financial, social and environmental grounds. However, the failings of public transportation and inefficient level of service have become one of the major challenges faced by Lahore city. Dissatisfaction with the level and quality of public transportation services leads those people who can afford it to turn to private modes of transport like motor cars.
2. Automobile Industry The traffic on the roads of the Lahore offers an interesting mix of old and new, functional and sleek. It also shows the increasing number of latest model passenger cars produced locally by world renowned names which are increasingly replacing the older generation of cars. In short, the car production in Pakistan shows signs of coming to age with more range of models and variations suitable for all types of personal budgets. Pak Suzuki Motor, the producers of Suzuki vehicles, started commercial production in January 1984. By early 1990s two other Japanese car producers, Toyota and Honda, set up auto production plants to cater to the big car segment of the market. Today there are four active car producers Suzuki, Indus Motor (the producer of range of Toyota cars and 4-by-4 trucks as well as Daihatsu Cuore cars), Honda and Dewan Farooque, the producer of Korean Kia cars These four car producers are competing against each other in both the small and big car segment of the market and ultimately weigh down on the shoulder cities. The emerging situation at present is that all the four car producers, three of them Japanese and one Korean, are competing against each other in both the small and big car segment of the market. What has make the competition even more beneficial for the people who always wanted to own a car of their own but were unable to make the investment in full on strict cash basis is the fact that all the companies are now offering lease through their
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dealerships. In addition, numerous auto-specific leasing companies offer to finance new car purchase of many models to help purchase automobiles at one of many individuallytailored plans. The vital role leasing companies are playing to pump the much needed cash flow in the local car industry is evident from the fact that over 40 per cent of all new car sales are through leasing.4
3. Leasing Facilities Car leasing is the foremost factor due to which unexpected increase in car industry came in recent years. The different companies and especially banks start this phenomenon of leasing as a business and they chartered cars as many as they can on friendly demand in the start. Many banks do this business, the feature and criterion for getting car through banks (few of them) is explained below.
a) Meezan Car Ijarah Meezan Bank Car Ijarah is a car rental agreement, under which the Bank purchases the car and rents it out to the customer for a period of 3 to 5 years, agreed at the time of the contract. Upon completion of the lease period the customer gets ownership of the car against his initial security deposit. In addition to our leasing of new cars, Meezan Bank also provides the unique opportunity of leasing second hand, both locally assembled and imported vehicles. This feature is specifically designed as a highly economical option. The Used Car Ijarah facility is made available at a minimum-security deposit as low as 20%. Financing of used cars are subject to a selection criteria.5 Key Features of Car Ijarah Low monthly rental Rental paid after delivery, not in advanced Fastest processing and delivery Tracker option available Minimum security deposit as low as 10% All new, used, local, imported and luxury vehicles can be financed
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b) United Bank Limited (UBL) Drive UBL Drive allows you to drive away in your own car by making a down payment of just 15% and to top that with low monthly installments. With UBL Drive you can buy your favorite used car (up to 5 years old) at the most affordable rates. UBL Drive is not just a car loan; its a financing facility that gives you cash on your car, you can get up to 75% of your car value. UBL Drive is the quick and hassle free route to the car of your choice. Offering you for the first time in Pakistan, No down payment and processing charges till your application is approved. After approval, you can take your Purchase Order to any of our authorized dealers, pay the Total Cash Outlay amount and simply drive away with your preferred car.6 Key Features of UBL Drive Free Tracking Device Down payment: 15% Used Cars Financing option. Get 75% cash against your car. No Down Payment until approved. No income documents required. Car replacement plans One year free insurance.
c) Muslim Commercial Bank (MCB) Car 4 U The MCB is also one of those banks that leased vehicles. A criterion for getting car through MCB is elaborated. Bank standard offer at a variable rate is 14.25 % markup at 10% equity. We also offer a 'No Documents' option where the markup rate is 15% at 20% equity. The three months deferred product provides the customer with 3 months of financial relief after making their down payment; the rate for this option is 15.5%. If customers are a consumer asset purchaser (of any bank) or an MCB Branch customer, you are eligible for a rate break; 14.25 % at 10% equity
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Key Features of MCB Car 4 U Option for financing or leasing Financing tenures from 1 to 7 years Options for new as well as used cars Option for local as well as imported cars Financing up to Rs. 20 lacs Option for early payment. Option for Replacement Loan Option for first year insurance financing
d) Habib Bank Limited (HBL) CarToCar HBL CarToCar is a revolutionary car financing offer. It makes the car of your choice affordable and practical with a buy back guarantee. HBL CarToCar offers matchless features and unique options at the end of the lease. Now you can drive a new car at the end of every two years. When you lease a car under HBL CarToCar, you only pay for that part of the cars value that you use during the lease term. The cars residual value (forecasted for the end of the specific lease term) is agreed with you at the start of the lease term. This amount is deducted from the car price thus lowering the finance amount. This finance amount is based only on a part of the cars value and not the full value of the car. Therefore, HBL CarToCar offers very low installments as compared to any conventional financing.
HBL gives you the guarantee that if you wish to return the car to us at the end of the lease term, you will not have to pay off the cars residual value. Instead, we will directly settle this outstanding liability for you under the buy back guarantee. Hence, you can upgrade to a new car as frequently as two years without any complication and hassle.7 Salient Features of HBL Auto Finance: Low Mark-ups leading to affordable monthly rentals Available throughout Pakistan Tenures ranging from 36 to 60 months Low Processing Charges
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Deferred Payment Option Financing of amounts up to Rs. 1.5 million Insurance premium rates as low as 3% Worldwide personal accidental insurance coverage for the entire family of the lessee of up to Rs. 200,000/-. Car choices of up to 1600 cc (New cars only)
4. Rent a Car The day by day escalating in road traffic and especially in car sector is causing a serious dilemma for the Lahore city. A lot of reasons are for the phenomenon due to which this rate suddenly reaches to high peak in just few years. Due to low mark up rate and easy leasing and installment facilities, people start rent a car and use it as business. Because its very easy for them to pay the price of vehicle in installments through rent a car business. It is also a factors from among the others due to which cars rate increase on the roads. The public avail the facility and use car instead of public transport or other transport services.
5. Smuggling of vehicles Over the years, the smuggling of vehicles, components and replacement parts has become a part of amplifying the quantity. Its very easy to get a car from smuggling way because they are low price and in good condition and often new models. Vehicles plying on the roads across the country without number plates have become the norm. The previous, as well as the present, governments attempted to tackle the problem by giving a deadline to register the vehicles or face fine or confiscation of the vehicle. But it is also a key factor in daily boost up in car ownership rate in Lahore other major cities of Pakistan.8
6. Social Status Over the course of the 20th century, the automobile rapidly developed from an expensive toy for the rich into the de facto standard for passenger transport in most developed countries. The effects of automobiles on everyday life have been a subject of controversy. A trend of having car especially in high and almost in middle class families is generally
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considered compulsory. These middle class families own car or prefer to travel on car even on rent to raise their social status in the family. They generally lease a car or use rent a car facility for travelling purposes. Although they dont have need of car but they purchase or hire to keep themselves up in the eyes of relatives and community.
7. Gift Scheme for Reused Imported Vehicles The new trend of gift schemes was also, the one of the reason of increased car ownership rate. This scheme was introduced in year 2004-2005. According to this scheme the overseas can gift the reconditioned cars to their relatives at low tax rate, and a lot of people get the benefit of it. A lot of imported cars we seen on the roads are due to this gift scheme.
3.2.3 Present Circumstances in Motor Car Sector The start of 21st century opens new horizons for the development of nature, built environment and human as well. In the transportation field, in Pakistan especially in Lahore, a lot changes occur within few years. The roads was clear, calm, accident free, wider, smooth traffic and sufficient in 20th century end but all the things get vice versa in the first decade of this century. In Lahore sudden increase in motor car is now going to recession side due tightening government policies and increasing mark up rate of banks due to loss in past years. Car sales in Lahore during the first eleven months of FY09 stood at 75,293 units as compared with 149,527 units in the same period last year, showing a substantial decline of 49 percent. The global economic recession had put negative impact on almost all sectors of economy and automobile sector was one of them showing continuous decline in its sales. The major decline of 46 percent in auto sales can be attributed to the fact that the some of the leading auto making companies have cut down their staff and reduced production capacity as well. According to the numbers by PAMA (Pakistan Automobile Manufacturers Association), Light Commercial Vehicles (LCVs) including Jeeps, cars and Vans recorded a gloomy picture, as it stood at 11,741 units during Jul-Jan 2008-09 as compared with 12,080 in the same period of last year, showing a decline of 28 percent.
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Toyota Corolla sales dipped by 21 percent in the said period to 23,721 units as compared with 30,200 units in same period of last year and its production also declined to 24,032 units as compared with 30,521 units during same period of last year. This contributed towards scaling down industry car sales due to relatively high weight of Corolla in car sales. The Pakistan Automobile Manufacturers Association (PAMA) statistics showed that 1,000cc cars sale dwindled most by 66 percent to 14,683 units as compared with 43,560 last year, while 1,300cc and above dropped by 23 percent to 34,764 units, as against to 45,551 units last year. PAMA figures reveal that less than 1,000 cc cars sale plummeted by 57 percent to 25,846 units as compared with 60,416 units. Over the past four years, Mega motor has increased its sales figures from 2,647 billion rials in 2002 to 8,021 billion rials in 2005, with annual sales up from six billion rials to 16 billion rials during the same period. The company's sales is expected to top a whopping 10,000 billion rials in the current year, which clearly translates into the fact that it is indeed an influential player in the country's automobile industry.9
1. Decrease in Sale of New Motor Cars Although car ownership rate was an ever increasing trend from years 2000 to onwards but now a days it is going to depreciation side as the leasing and manufacturing companies face defeat a lot in economic sense. Many banks in Lahore and almost in many other cities of Pakistan started leasing cars facility in early 21st century with economical mark up rate. But now days they enlarge the mark up rates and few of them stop this deal because banks were going to breakdown side. According to Commerce reporter Lahore, in eight months 3.23% (percent) fall in new motor vehicles sale that was manufactured by the manufacturing companies in the present year 2008-2009 from July to February respectively. Pakistan Automotive Manufactures Associations fresh statistics portray that they produced 56485 motor vehicles in the early eight months of the years 2008-2009 from July to February but only 54660 automobiles could be trade out. According to the statistics in the month of February 5733 new vehicle were manufactured and 5774 motor vehicle were sale out.10
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2. Increase in Used Car Prices The prices of used vehicles have increased by 15 to 25 percent because of rapid increase in prices of new cars, a survey conducted by Daily Times found on Tuesday. According to Pakistan Automobile Manufacturers Association (PAMA), around 164,710 vehicles were produced in 2007-08 and currently around 511,213 three-year-old vehicles are running in the country. Encouraged by the automobile growth from 2001-2007, the industry and the government of Pakistan fixed a target of over half million units production by the year 2011-12 that now seems out of reach. The manufacturers regretted that the industry has failed to achieve the targeted productions in 2006-07 when 195,688 cars were manufactured against a target of 226,620 units. The cars manufacturers have increased the prices of new cars owing to depreciation of Pak rupee, said a car dealer Muhammad Rizwan Goraya. The tightening of the vehicle leasing policy and the higher mark-up are the factors that are forcing the buyers to go for second hand vehicles, he added. He said that the small used cars are more in demand than luxurious cars and therefore their price has increased much more.
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3.2.4 Car Ownership Trend in Punjab Pakistan comprises of four provinces namely; Punjab, Sindh, NWFP and Baluchistan. Punjab is populous province and economy of Pakistan mainly based on this province. Urbanization and motorization concept is prevailing more in this province as compared to other ones. The trend of using cars instead of other transport facility is relatively higher in recent years. The proportion of motors cars is illustrated in a table below with respect to total number of automobiles that are moving on the roads of Punjab province. The trend of increasing motor vehicles from year 2001 to 2007 is shown in above table. The fraction of cars with comparison to total automobile is also illustrated in the table. In year 2001 and 2002 the proportion of cars is more but it go down in up coming years. In the start of 21st century public transport companies and other transport vehicles going increase in the province as compared to cars but the fluctuation is over there in trend. Table 3.1 Sr. No. 1 2 3 4 5 6 7 Years 2001 2002 2003 2004 2005 2006 2007 Motor Vehicles on the Roads (Registered) No. of Cars (in Punjab) 526070 544337 570678 618934 696820 793789 925507 Percentage of Cars in the Punjab 19.58 19.05 18.82 18.63 18.12 18.38 18.52
Total Motor Vehicles (whole Punjab) 2686435 2857631 3031723 3322974 3844526 4318826 4998026
Source: Punjab Development Statistic
Although the car ownership rate is go to its top in these years in Lahore and other major cities of Punjab but other means of transportation also increase in this period. Lahore is capital of the Punjab Province and the largest city in the Pakistan after Karachi that is in Sindh. As stated earlier that Lahore has population almost 8 Millions and approximately 9 Million trips are generated in per day which is other than the walking trips. The contribution of Lahore in Punjab transportation is more as compared to other
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cities. A table below is showing the total registered motor cars in the Punjab and proportion of Lahore motor cars in the province.
Table 3.2 No. of Cars in Lahore viz a viz Punjab
Exhibit 3.2 No. of Cars in Lahore
Years
Cars in Punjab 570678 618934 696820 793789 925507
Cars in Lahore 311075 344049 405515 483897 573160
Cars in Lahore (%) 54.51 55.59 58.20 60.96 61.93

2003 2004 2005 2006 2007 405515 311075 344049 Years No. of cars in Lahore 483897 573160
2003 2004 2005 2006 2007
Source: Punjab Development Statistic
The above table gives a picture of increasing trend of car statistics in Lahore with comparison to total number of vehicles in whole Province. The rate of boosting is comparatively more in years 2003 to 2006 due to easy leasing policies period. In this period the mark up rates were very economical as compared to existing rates. It is also perceive from the above table that more than 50% motor cars of the whole province are operating in Lahore city district. Although boosting trend in Punjab is fluctuating but in Lahore its going up side 2003 to onward years. The pace of rate is slow down in year 2007 to onward in the case study area due to tightening leasing policy by increasing mark up rates.
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A table below gives you an idea about the increasing trend in mark up rates of two banks i.e. Habib Bank Limited (HBL) and Standard Chartered Bank (SCB).
Table 3.3 Year Wise Mark Up Rate of HBL Sr. No. 1 2 3 4 5 6 7 8 Years 2002 2003 2004 2005 2006 2007 2008 2009 Mark up Rates (%) 10.5 7.9 9 10.25 14.5 Null 18.5 18.5
Source: Interviews with concerning Bank Officers
Table 3.4 Year Wise Mark Up Rate of SCB Sr. No. 1 2 3 4 5 6 7 8 Years 2002 2003 2004 2005 2006 2007 2008 2009 Mark up Rates (%) 5.75 5.75 7.35 8.85 11.35 Null 18.5 18.5
Source: Interviews with concerning Bank Officers
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All the banks approximately initiate the leasing policy in start of 21st century with very reasonable mark up rate that vary from bank to bank. As above table illustrate that HBL has 10.5% mark up rate and Standard chartered bank has 5.75% in early start. The fluctuation in the mark up rates is happening upto2006 but in 2007 these bank stop the leasing motor car due deficit in this trade. They start it again but with very high interest rate as compared to previous.
3.3 Types of Available Public Transport Modes in Lahore Currently in Lahore a lot private transport companies are operating for the purpose of transportation. There is a lot of diversity among the Lahore city public transport services. Variety in sense that there are buses, vans (Toyota) and rickshaws etc they all listed below: Buses (Local, CNG, Air Conditioner) Van (Toyota) Wagons & Coasters Pickups Quingqi Rickshaws (Including 4 Strokes) Auto Rickshaws (Petrol & CNG) Animal Drawn Vehicles (Tanga & Gadda Gari etc)
3.4 Public Bus transport Operating Companies in Lahore City As traffic grows inexorably, governmental efforts become increasingly exasperated and desultory. The 'carrot' of improved public transport has not materialized-at least not to an adequate degree-while the 'stick' of disincentives devised to discourage car use have not been persuasive enough. Although a lot of transport companies operating to minimize the traffic problem but result is in the eyes of inhabitants and visitors. Following bus transport companies are at present serving Lahore having population of almost eight billion.
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Table 3.5 Sr. No. 1 2 3 4 5 6 7 8 9 10
Public Transport Operating Companies Public Transport Company
New Khan Metro Bus Service Premier Bus Service Chatha Brothers Sammi Daewoo City Bus Service Bashir Hussain Khan and Sons Awan Business Concern (ABC) Lahore Transport Company (LTC) Niazi Express Bus Service Makks Metro Bus Service Baloch Transport Company
Source: Govt of Punjab Transport Department
Government, in year 1997, took initiative to minimize the congestion level on city roads and offered certain concessions and followed a policy of liberalization in licensing, taxation and allotments of its assets (buses, land, depots, and terminals) to local and internationally reputed transport operators/ companies. Currently 954 buses are plying on roads of Lahore, which are owned and operated by private companies with the collaboration of government of Punjab on 25 percent subsidy. Recently 54 new buses have been introduced. 31 buses of these are CNG buses while 23 buses are diesel ones like the 900 already operating in Lahore. The project of CNG buses would bring 2000 new buses on roads (Annexure 3.1). Punjab government claims that they have developed Urban Transport system in five major cities of Punjab. Different private transport companies are operating with the collaboration of Transport Department in Lahore, Rawalpindi, Multan, Faisalabad, and Gujranwala. Transport department made Lahore Transport Company in February 2009 for improving public transport facilities. Now it is operating buses. Ministry of transport Punjab regulates and works for the development of better infrastructure of Public transport in Lahore. 11
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Exhibit 3.3
Lahore Public Transport
Sammi Daewoo City Bus was the first environmental and technological revolution in Urban Transport Sector in Pakistan when State of the Buses with advanced and more powerful engines with TECHO Monitoring System were introduced in 1999. Moreover provision of A/C, call bell and announcement system was also the part of this modernistic change in Urban Transport Culture. Since 1998, Sammi Daewoo City Bus Division has been serving the valorous people of Lahore. Currently 4 routes are being operated within the city covering all the localities and 2 routes are operating out of city (Annexure 3.2). And all other transport companies are operating at Lahore route for transportation purposes having allotted routes. These buses are being operated on more than 50 routes to provide the services to the residents of the city. Majority of the routes are generated from Azadi Chowk and Railway Station areas and are terminated at outskirts of the city. Mainly, all the major roads of the central parts of the city experience certain overlapping of these routes thus providing the nodal change options to commuters to reach various destinations within the city limits. Detailed routes alignment of the public transport bus operating companies that was prepared from data provided by Punjab Transport Department (Annexure 3.3) are displayed in Map 3.1
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1. Sammi Daewoo City Bus Service Daewoo Express or Sammi Daewoo Express is an intra & inter-city common carrier of passengers by bus serving over many destinations in the Lahore & Pakistan. It is operated by a Korean company, Sammi. Sammi Daewoo Express is a ground breaker in the transport industry of Pakistan as it has introduced innovative trends in road transport. Today, it is the most popular intra & inter -city bus service in Pakistan Sammi Daewoo CBS was the first environmental and technological revolution in Urban Transport Sector in Pakistan when State of the Buses with advanced and more powerful engines with TECHO Monitoring System were introduced in 1999. Moreover provision of A/C, call bell and announcement system was also the part of this modernistic change in Urban Transport Culture. Since 1998, Sammi Daewoo City Bus Division has been serving the valorous people of Lahore. Currently 4 routes are being operated within the city covering almost all the localities. Sammi Corporation was established as forest products importer in 1954 but has expanded its business to become a dynamic trading company in Korea. From the 1950's, Sammi has been challenging the world market with a great emphasis on conforming to international requirements for the timely delivery of top-grade industrial products, such as Stainless steel, Coated steel, Automotive parts, Wood products & various raw material.12
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3.5 Demand and Supply Gap According to international Standard, in a urban community or population, for every 1200 person there should be a public bus transport for there service. But in Lahore, every 3250 Lahores inhabitant has access to either bus or wagon. There is need of one bus for 1200 passengers and one bus supply for 3250 passengers. Lahore is three time lacking from the standards. (April 23, 2009 Daily Express)
Exhibit 3.4
Statistics of Public Bus Operators
Source: Government of Punjab Transport Department
From among the all operating companies New Khan posses more number of buses than others. These are the number of buses that are permitted to the companies by Transport department Government of Punjab. According to standard mentioned above, Lahore is in the need of 6000 buses to full fill the requirement. But at present only 954 buses are working for the purpose of transportation. The gap between present and require situation is open to eyes of every one and government department as well.
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References
1 2 3 4 5 6 7 8 9 10 11
(Project: Pakistan-Lahore Urban Transport...) http://splus.nation.com.pk (06 May 2009) http://en.wikipedia.org/wiki/Automobile (18 July 2009) http://www.pakistaneconomist.com (11 May 2009) http://www.meezanbank.com/islamicCarFinancing (02 August 2009) http://www.ubl.com (04 July 2009) http://www.hbl.com (04 July 2009) http://www.pakistaneconomist.com (17 June 2009) http://www.dailytimes.com.pk (07 April 2009) Nawai Waqt; Lahore, 13 March 2009 http://splus.nation.com.pk/pakistan-news-newspaper-daily-english
- online (05 August 2009)

12
http://www.wikipedia.com (13 April 2009)
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DATAANALYSISANDLEVELOFSERVICE IDENTIFICATION
Chapter 4
Data Analysis And Level Of Service Identification
DATA ANALYSIS AND LEVEL OF SERVICE IDENTIFICATION

The rushed increase in car ownership rate is due to inefficient level of service of public transport operating companies in Lahore city. To explore this hypothesis surveys, library visits, office visits, meeting with official, internet surfing etc were made. The trends and rates of motors cars and public transport are illustrated in previous chapter. Actually this part of the research thesis incorporates the judgment, outcomes, analysis of surveys, detailed description of questionnaire findings, analysis of secondary data collected from various departments and finally identification of LOS of Daewoo city bus service. The data collected through primary and secondary sources was analyzed to have useful inferences in order to explore the level of service of public bus transport service, particularly Sammi Daewoo city bus service in Lahore. It is divided into three segments and explained below simultaneously.
4.1 Primary Data Analysis This subdivision includes the reporting and the analysis of primary data that attain through field survey. The aim of field surveys to check out the level of service of Sammi Daewoo intra city bus service. The entire question in the questionnaire was in the regard to explore the LOS of Sammi Daewoo CBS. We have tried our best to explore and surveyed majority of those passengers who are the day by day users for the sake of valuable and reliable outcome. The description of questionnaires and its analysis are explained below; 4.1.1 Mode to Access the Bus Stop It was asked from passengers that how they have access to the bus stops designated for Daewoo city bus service. In the response to this question, majority of the passengers said that they used to access the bus stop by walk. Only one fifth of respondent people said that they dont have direct access to bus stop. They generally used motorcycle, Auto-rickshaws, wagons and other mode of transport to reach the Daewoo bus stop. While 20% passengers said that they use other public transport buses like New Khan, Premier and Niazi etc to have access to Daewoo and only 6.7% passengers use their own vehicles to reach Daewoo bus stop. It is also depicted from table below that 48% passenger dont have direct access to Daewoo.
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Table 4.1 Modes

By walk By Para transit By mass transit By pick and drop Others Total
Mode to Access the Bus Stop Frequency

78 31 30 10 1 150
Percent
52.0 20.7 20.0 6.7 0.7 100.0
Source: Field Surveys 2009 4.1.2Transfers to Access the Bus Stop From the given table, we come out with the results that in half of the cases, the number of transfers to access the bus stop are zero. Usually, these are the persons who use walk as the mode to access the bus stop. While almost half of the passengers make one transfer to reach the Daewoo CBS. These 45.3 % people used Para transit, mass transit or any other transportation mode to access the stop. Only few passengers were observed who made two, three or more transfers to get in the Daewoo city bus service routes. These passengers were those, having bus stops far away from their houses and some were those having work places at a distance from the bus stops. Table 4.2 Transfers Zero One Two Three or more Total Source: Field Surveys 2009 Transfers to Access the Bus Stop Frequency 78 68 3 1 150 Percentage 52 45.3 2.0 .7 100.0
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4.1.3 Waiting Time for Transfers From among the respondents, who have at least one or more number of transfers to access the bus stop, a main fraction have more than 10 minutes waiting time for transfers. The reason is quite clear due to the in efficient level of our public transport they have to wait a lot for their transfers from one transport to other. While 15.2% passengers wait for 5-10 minutes and very limited fraction of travelers have less than 5 minutes waiting time during transfers.
Table 4.3 Waiting Time Less than 5min 5-10min More than 10min Total
Waiting Time for Transfers Frequency 4 11 57 72 Percentage 5.5 15.2 79.1 100.0
Source: Field Surveys 2009 4.1.4 Time to Reach the Bus Stop by Walk During the survey when we ask from travelers of Sammi Daewoo CBS about the time to access the bus stop then we appear with the results that 19.2% passenger were those they took less than two minute to arrive at stop while 28.2% passengers spent 2-4 minutes during access to bus stop. This table give a picture of that majority of people have better access to stop and they just reached in 2-7 minutes. It is also depicted that 48% passenger dont have direct access to Daewoo and they waste lot of time in transfers and waiting for other means of transportation to reach the Daewoo stop. About one fourth of the passengers spent 4-7.5 minute to get there at the stop. Only 14.1% respondents spent 7.5-12 to come in Sammi Daewoo CBS and 12.8% respondents consume 12-20 minute to reach to the bus stop by walk. We also come out with the result that only 2.5% passengers have to spend more than 20 minute to reach to the bus stop. Normally the passengers, having walking time more than 12 minute, were the youngsters who prefer to walk rather than using any other mode to reach to the bus stop.
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Table 4.4
Walking Time Less than 2min 2-4min 4-7.5min 7.5-12min 12-20min More than 20min Total
Times to Reach the Bus Stop by Walk

Frequency 15 22 18 11 10 2 78 Percentage 19.2 28.2 23.0 14.1 12.8 2.5 100.0
Source: Field Surveys 2009
4.1.5 Waiting Time on the Bus Stop The main percentage in this table is of those passengers who wait less than 8 minute on the stop waiting for Daewoo bus to reach destination. The majority of passengers having less than 8 minute waiting time on bus stop traveled on different routes of Sammi Daewoo CBS. Route No. 11 is time efficient because this route didnt have a long alignment and it is less crowded as compared to the other routes. Percentage of those who wait 9-12 minutes for bus on stop is almost 15.3% and 22.7% people waited for 13-20 minutes at stop looking for Daewoo bus. The majority of passengers having 9-20 minute waiting time on bus stop traveled on route number 5 and 10. Only 10% passengers have to wait more than 21 minutes at stop to ride in bus to reach the destination and the majority of them were on the route number 16 because of its long route alignment the passengers at the end stops have to wait a lot for the bus. The table portrays that majority of Daewoo buses pick up the passengers within 8 minutes. Table 4.5 Waiting Time
Less than 8min 9-12min 13-20min 21min or more Total
Waiting Time on the Bus Stop Frequency

78 23 34 15 150
Percentage
52.0 15.3 22.7 10.0 100.0
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4.1.6 Mode to Access the Destination The question asked from travelers of Daewoo bus service during the field surveys that how they finally go to their destination either they use their own vehicle, para transit, mass transit or by walk. After analyzing the question we turn up with the result that greater part of passengers has access to their destination by walk because of the close location of bus stops to the final destination. Almost 21% passengers were those who use some other mode than walk to reach to the final destination. Only 12% passengers use auto rickshaw, QingQi, wagon to reach the destination. A small number of passengers use other public bus to go to their final destination. A single passenger from interviewee replied that she will be picked up from stop and that passenger was an aged woman. The above table represents that Daewoo buses have good location of bus stops and provides easy access. Table 4.6 Mode By walk By Para transit By mass transit By pick and drop Total Source: Field Surveys 2009 Mode to Access the Destination Frequency 119 18 12 1 150 Percent 79.3 12.0 8.0 .7 100.0
4.1.7 Time to Reach the Destination from Alighted Stop The answer of this question varies from every passenger to passenger as they have different destinations. The percentage of the passengers who reach to the destination from the alighted stop less than 2 minute is almost 29 and it means that location of Daewoo CBS bus stop is very good and near to travelers destination. The percentage of those passengers is 29.3 that arrive at their place after alighting from Daewoo in 2 - 4 minutes and only 10% passengers reach at final place in 4 - 7.5 minutes. While a very small fraction of passengers reach in 7.5 12 minutes and remaining 21.7% passengers get reached in 12 20 minute & more than 20 minutes from the stop where they get down from the bus. The result shows that almost 58% passengers reach to
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the destination in less than 4 minute and majority of these passengers alighted at the main boulevard and near their workplaces.
Table 4.7 Time Less than 2min 2-4min 4-7.5min 7.5-12min 12-20min More than 20min Total
Times to Reach the Destination from Alighted Stop Frequency 43 44 15 11 16 21 150 Percent 28.7 29.3 10.0 7.3 10.7 14.0 100.0
4.1.8 Total Travel Time from Origin to Destination All travel time, waiting time at stops and time spent during transfers etc is add up to total travel time and this time is relatively very high than time spend to complete same trip on private automobile. Almost 27% passengers complete their trip in just 30 or less than 30 minutes. While 22.7% passengers complete their journey in 31-60 minute and 34.8% passengers complete their trip in 61-90 minutes. The remaining passenger finishes their trip in more than 90 minutes and out of them 13% passengers completes their journey in 90-120 minutes and only 2% passengers completes their journey in 120-150 minute from origin to destination. These 2% passengers were those who have done two or more than two transfers and these were the passengers of the route number 16. The result shows that greater part of the passengers i.e. almost 85%, travel less than 90 minutes from origin to the destination.
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Table 4.8 Travel Time Less than 30min 31-90min 91-120min 121-150min Total
Total Travel Time from Origin to Destination Frequency 35 49 41 7 132 Percent 26.5 37.1 31.1 5.3 100.0
4.1.9 Time to Complete the Trip by private automobile In this question it was trying to compare the bus trip time with private automobiles. The main purpose of this question is to know about the difference between public transport trip time and private trip time. The result of the question will show the efficiency level of Daewoo bus route in comparison with private automobile. The table gives details that larger fraction of the passenger said that they complete their journey in less than 25 minutes by using own automobile. The highest frequency in this table depict that more people complete their trip in between 26-50 minutes. The remaining fractions of travelers complete their trip in51 to 75 minutes or take more time. If we make a comparison between times of private automobile with Daewoo bus time then there is a lot of difference.
Table 4.9 Travel Time Less than 30min 31-60min 61-90min More than 90min Total Source: Field Surveys 2009
Times to Complete the Trip by Private Automobile Frequency 59 60 11 2 132 Percent 44.7 45.5 8.3 1.5 100.0
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4.1.10 Rationale to Use This Bus Service The reasons were asked from the passengers of the Daewoo City Bus Service route for using this service over other available options. It was depicted that a large proportion of the passengers gave priority to Daewoo due to its comfort ability. The survey was conducted in July so more people travel in Daewoo due to hot weather. It is the only air conditioner public bus intra city service in Lahore and in Pakistan as well. Only 16% passengers said that they use this bus service because it is time efficient and 10% passengers said that it was easily accessible to them. Only 13.3% of the persons along for the ride use this bus service as they dont have other available option to ride on while almost 6% people said that they get ride in Daewoo on first come first ride basis mean to say that they were waiting on the stop any bus that will first come they will get in that bus.
Table 4.10 Features Time efficient Comfortable Easily accessible Affordable
Rationale to Use this Bus Service Frequency 24 80 15 1 20 10 150 Percent 16.0 53.3 10.0 .7 13.3 6.7 100.0
No other option is available Any other Total Source: Field Surveys 2009
4.1.11 Travelling Frequency through This Service The result shows that the almost 41.3% of the passengers are the daily users of Sammi Daewoo city bus service. Almost 15.3% passengers are the weekly users and 10.7% passengers use this bus service on the monthly basis. About 33% passengers were the non regular user of this bus service. One of the purposes of this question is to check out the status of the passengers how they have taken this bus service i.e. if the passengers are the daily and weekly users of this bus service
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that means they are greatly satisfied from this service and they preferred this bus service over other public transport services.
Table 4.11
Travelling Frequency through this Service Frequency 62 23 16 49 150 Percentage 41.3 15.3 10.7 32.7 100.0
Travelling Regularity Daily Weekly Monthly Not Regular Total Source: Field Surveys 2009
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4.2 Secondary Data Analysis This portion of the chapter is mainly dealing with secondary data that was collected from the concerning departments and offices. After processing the secondary data, the require outcome are explored to complete the objective that set forth in first chapter. As illustrated earlier that the main concern was to explore LOS of Daewoo so keeping in mind the parameters of LOS are separately calculated that can be premeditated through secondary data.
4.2.1 Accessibility The accessibility for Sammi Daewoo CBS is determined from two ways; firstly number of passenger using Daewoo service are calculated through sale in five consecutive days and secondly total served population of Daewoo CBS is determined through route map of Daewoo routes.
Accessibility Assessment through Number of Passengers The sale report of five consecutive days was taken from Daewoo office and through that report the average number of passenger using Sammi Daewoo CBS in one day is calculated. The table below clearly representing that almost twenty seven thousand (27000) average daily travelers use Daewoo City Bus Service. It is illustrated in the table that the Route No. 16 has more passengers ratio as compared all other operating routes and route 10 is next to him.
Table 4.12
Routes 5 10 11 16 Total Passengers
Accessibility of Sammi Daewoo CBS

Average Passengers 5597 6343 5051 10412 27403
Source: Daewoo Terminal Office Railway Station
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Chapter 4
Accessibility Assessment through Route Alignment Map

Firstly all Sammi Daewoo CBS routes were plotted on a road map of Lahore and then accessibly calculated by measuring the total served area. The accessibility calculated through this process is more than that calculated from sale report (Table 5.12). Population calculated through is actually the inhabitants with in the range of Daewoo and other one is user of Sammi Daewoo city bus service Lahore. Lahore, a populous city, has the density of 6, 396 people per square kilometer and 2014 square kilometer total area1 while Sammi Daewoo CBS covering an area of only 58 square kilometers. It is also determine from map that population of 371, 000 persons to whom Sammi Daewoo CBS is accessible or within the range of Daewoo service and the remaining 7.6 Million persons even didnt fall under the range. Only 27,403 passengers daily avail service of Sammi Daewoo while it is accessible to 0.37 Million people. It means that only 7.38 % population, within the accessible range of Sammi Daewoo CBS, is using this bus service and reaming 92% people do not availing this service or Sammi Daewoo CBS didnt have Capacity for them. But the dilemma is that the Sammi Daewoo CBS is providing his service or only 7.38% (among served population) inhabitants of Lahore using this service, although user are only 27,403, remaining doesnt have easy or direct access to this service. Accessibility = Total Service Area Population / Total Population * 100 Total Served Area = 58 square kilometers Density = 6396 person per square kilometers Total Service Area Population = 370968 Persons Total Population = 8 Million Accessibility (Served) = 370968 / 80, 00,000 *100 Accessibility (Served) = 4.6 % Daily Sammi Daewoo CBS Users Daily Sammi Daewoo CBS Users = = 27403 / 370968 * 100 7.38 %
A map 4.1 is showing the total service area of Daewoo city bus service on Lahore road map.
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Chapter 4
4.2.2 Travel Time Traffic congestion is a daily reality in most of the large urban areas in Punjab Province especially in Lahore. Its to be expected that large numbers of people all trying to reach their destinations at the same time, usually during peak hours. Its the unexpected congestion that troubles travelers the most from day to day. A trip that usually takes a half-hour, with little or no warning, takes an hour. Travelers want travel time reliability, a consistency or dependability in travel times, as measured from day to day or across different times of day2. Keeping in mind the purpose of time efficiency, travel time index is calculated. It is calculated by comparing the time consume to complete a trip by private vehicle and then same trip on public transport. The tables below are portraying the mean travel time on private transport and than the mean travel time of those trips on the public transport
Table 4.13 Time Classes

0 30 31 60 61 90 90 120
Mean Travel Time of Private Automobiles Middle Value (X)

15 45.5 75.5 105
Frequency (F)
59 60 11 2
F.X
885 2730 830.5 210
Total Source: Field survey 2009
132
241
4655.5
The above table representing total trip time by private automobile and the mean travel time is calculated from those readings. The mean travel is calculated for the sake of Travel Time Index (TTI). Mean Travel Time Mean Travel Time Mean Travel Time = = = Sum of FX / N (Frequency) 4655.5 / 132 35.3 minutes (Private Automobile)
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Chapter 4
Table 4.14
Time Classes
0 30 31 60 61 90 91 120 121 150
Mean Travel Time of Public Transport

Middle Value (X)
15 45.5 75.5 105.5 135.5
Frequency (F)
35 30 46 18 3
F.X
525 1365 3473 1899 407
Total
132
377
7669
Source: Field survey 2009
This table is portraying the travel time of the same trips on the public transport. As per requirement of the mean travel time, the middle value, FX and finally mean travel time are calculated. Mean Travel Time Mean Travel Time Mean Travel Time = = = Sum of FX / N (Frequency) 7669 / 132 58 minutes (Public Transport)
After calculating the mean travel time of the private automobiles and public transport ultimately travel time index is calculated, after calculating TTI the value can be compared with the standards to know the result of Daewoo LOS. Travel Time Index Travel Time Index Travel Time Index 4.2.2 System Reliability System reliability is calculated through secondary data i.e. the dispatch time and time check sheets (Annexure 4.1) provided by Sammi Daewoo CBS. The trips are evaluated as on time trip and off time trip according to dispatch gap and cross checking at various locations. The reliability of each route and for whole Sammi Daewoo is calculated and presented in a table below. = Travel Time (mean) by Transit Bus / Travel Time (mean) by Private Automobile = 58 / 35.5 = 1.6
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Chapter 4
Table 4.15
Route 5 10 11 16 Total Trip 49 55 44 69
System Reliability
Trip Off Time 25 31 8 37 System Reliability (%age) 49 44 82 46
Trip On Time 24 24 36 32
Source: Dispatch & Time Check Sheets From among the all routes of Daewoo CBS the No. 11 route is the most reliable and No. 16 is next to him. Overall Sammi Daewoo is a reliable up to 60 % which is better than all other operating companies in Lahore.
4.2.3 Frequency of Service The sheets made available by Daewoo were also containing the arrival and departure time of buses at various locations in the alignment of concerning routes. Through time check sheet peak and off peak headway is calculated at various location for all Daewoo CBS routes. Peak and off peak time i.e. 7:00 A.M to 10:00 A.M and 2:00 P.M to 8:00 P.M were considered for evaluation of LOS of Sammi Daewoo CBS (Annexure 4.1). The table below demonstrates the average headways in both peak and off peak times. Table 4.16
Route 5 10 11 16 Average
Frequency of Service
Off Peak HW (min) 19.65 18.00 20.22 12.30 17.54
Peak HW (min) 18.20 17.72 20.05 12.42 17.09
Source: Dispatch & Time Check Sheets In Daewoo dispatching policy the peak and off peak time are not considered because in above table these are almost same. Although the variation in dispatch times exist in above table but are
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Chapter 4
very minute. The above table represents that after every 18 minutes Daewoo bus of the concerning route will be available at any stop.
4.3 Level of Service (LOS) Identification Level of service (LOS) is a term used to qualitatively describe the operating conditions of Transport Company based on factors such as System reliability, travel time, maneuverability, delay, directness of service and accessibility etc. The level of service of a facility is designated with a letter, A to F, with A representing the best operating conditions and F the worst. There are many methods available to calculate the levels of service for the various types of roadways, intersections, bus service and almost every aspect can be considered. As the case study is Lahore and company that was selected as to explore LOS is Daewoo, the results of LOS for Daewoo are listed below after the calculation according to standards prescribed in Literature review. So for the purpose of LOS identification the parameters are illustrated below to come to an end with a result.
4.3.1 Transit Access Accessibility criteria indicate the number of people who have access to transit within in walking distance. Table 4.17 Transit Access Classes (min) 0-2 2-4 4-7.5 7.5-12 12-20 20-30 Source: Field survey 2009 Mean Value Mean Value Mean Value Level of Service Frequency (f) 15 22 18 11 10 2 Middle Value (x) 1 3 5.8 9.8 16 25 f*x 15 66 103.5 107.3 160 50
= = = =
Sum of f * x / Sum of f 501.8 / 78 6.43 C
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Chapter 4
4.3.2 Travel Time Travel time is defined as a relative measure of the ability of transit to compete with the private automobile. Mean travel time for both private and public transport explored and then finally Travel Time Index (TTI) to determine the LOS is calculated below.
Travel time Index Travel Time Index Travel Time Index Travel Time Index Level of Service 4.3.3 System Reliability
= = = = =
Travel time by Transit Bus / Travel Time by Private Auto Travel Time (mean) by Transit Bus / Travel Time (mean) by Private Automobile 58 / 35.5 1.6 E
It is the availability of on time service and is based on the percentage of transit service not more 1 minute early or 3 minutes late. Table 4.18
Route 5 10 11 16 Whole Sammi Daewoo Total Trip 49 55 44 69 217
System Reliability Evaluation

Trip On Time 24 24 36 32 116 Trip Off Time 25 31 8 37 101 Average Dispatch Time (Minutes) 19 17 21 11 (Average) 17
Source: Field survey 2009 Level of Service (Route 5) Level of Service (Route 10) Level of Service (Route 11) Level of Service (Route 16) = = = = F F C F
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Chapter 4
System reliability for whole Sammi Daewoo City Bus Service Lahore is as follow System Reliability System Reliability System Reliability Level of Service 4.3.4 Directness of Service Directness of service measure the number of transfers or the amount of waiting time due to transfers for making a complete trip. Table below is representing the directness of service of Sammi Daewoo CBS Lahore. Table 4.19 Directness of Service Waiting Time Frequency (f) (min)
0 5 5-10 >10 <5 >5 -78 3 11 54 -3 1
= = = =
Total Trips on time / Total Trips * 100 116 / 217 *100 54 % E
No. of Transfers
0 1 1 1 2 2 3
f*N
0 3 11 54 0 6 3
Source: Field survey 2009 Directness of Service Directness of Service Directness of Service Level of Service = = = = Sum of F*N / Sum of F 77 / 150 0.52 =~ 1 B
4.3.5 Frequency of Service It partly reflects travel convenience; the higher the service frequency, the more convenience will be provided to the public to use transit service at a randomly selected time. In Lahore 6396 person per square kilometer are living so according to this density of Lahore the level of service for frequency of Sammi Daewoo CBS is calculated below.
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Chapter 4
Level of Service (Route 5) Level of Service (Route 10) Level of Service (Route 11) Level of Service (Route 16)
= = = =
E E F D E
Level of Service (Whole Daewoo) = 4.4 System Performance Evaluation
All of above factors / measures must be combined to evaluate the quality of Sammi Daewoo City Bus Service Lahore. A five point grading scale may be set up for different levels of service in which the indicators are weighted from 1 to 3. Now according to above mention criteria / coding the system performance evaluation of Sammi Daewoo city bus service Lahore is investigated below.
Table 4.20 Indicators / Measures

Transit Access Travel Time System Reliability Directness of Service Frequency of Service
System Performance Evaluation of Sammi Daewoo CBS Level of Services

C E E B E TOTAL
Points
3 1 1 4 1
Weight
2 3 2 2 1
Cumulative weight
6 3 2 8 1 20
4.5 Cumulative LOS Based System Performance Sammi Daewoo CBSs overall system performance evaluation is falling under category D which is alarming and poor LOS for public bus transport. Sammi Daewoo CBS, which is consider being the best public transport is at such level than what would be the performance of other operating companies in Lahore.
87
Chapter 4
References
1 2
http://www.urbanpk.com/pages/content/metro/lahore.php (10 August 2009) http://www.wikipedia.com (18 August 2009)
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Chapter5 CONCLUSIONSANDRECOMMENDATIONS
Chapter 6 Conclusion and Recommendations
CONCLUSION AND RECOMMENDATIONS 5.1 CONCLUSION The uncontrolled growth in urbanization and motorization generally contributes to an urban land use and transportation system that is socially, economically, and environmentally unsustainable. Urban transportation is a pressing concern in the mega city Lahore since last decade. The rapid urbanization and motorization in the city has a direct impact on sustainable development. The evaluation shows that the transport system is in crisis and that the present urban design and transport policies have not provided a holistic approach to urban transport development. The urban bus development and the rail-based mass transit projects will improve urban transport in the future but at present the transport system is very poor and economically, physically, environmentally, socially unsustainable. In the opening decade of 21st century the rapid boost in motor cars is came out of bed. There is lot of reasons due to which this rapid increase in the motor car sector came up. Easy leasing facilities provided by the various banks at very low mark up rate enhance the automobile from low to climax in few years. Although due to this phenomenon the rate boosted up but during the entire research it is came into front that the main reason behind increasing motor cars trend is inefficient, poor and pitiable public transport system of Lahore city. The public transport system is very pitiable and unsatisfactory, on the other hand passenger dont have alternate to motor car that reduce their trip time, save their money, time and ultimately the motor car rate amplify. Growing motorization combined with inadequate public transport, an aging and ill maintained vehicle stock, and inefficient LOS of public transport and transportation planning, has all led to a significant level of traffic boost that resulting in longer travel times, additional fuel consumption, high pollution levels, and a deteriorating urban environment that has a direct bearing on sustainable development. Its generally apprehended that Sammi Daewoo City Bus Service (CBS) is best and world-class public transport operating service in the Lahore. According to standards set forth by Alter C.H. performance level of the Sammi Daewoo CBS is D and not even falling in the upper three categories i.e. A, B, C. The Lahore best public transport operating company is not even in the first three ranking of international Level of Service identification criteria. If Level of Service of
89
the Sammi Daewoo CBS is up to such rank then in what rank would be other transport operating companies in Lahore fall? Obviously they ranked very low as compared to the Sammi Daewoo CBS, So ultimately the whole public transport system of Lahore city is poor, inefficient, deteriorating and physically, aesthetically in an alarming situation. By operating such kind of transport system we cant reduce increasing trend in motor car but we are boosting it through this pitiable and unacceptable public transport system. The overall conclusion has to be, however, that if public transport is generally perceived to be both good and cheap, it can suppress the demand for cars. Individual traffic demand management measures, especially when public transport is perceived to be generally of poor quality, may have little impact on mode choice simply because such measures are not sufficient in scale to have an impact on the choice decisions of individuals. It require further study to explore LOS of all Public Transport operating companies and to identify at what level of public transport provision car ownership and use decisions are affected, i.e. is there a threshold level of public transport provision that will deter car usage?
5.2 RECOMMENDATIONS The growing motorization and pitiable transport network is causing a list of transportation problems for the inhabitants of Lahore city. Keeping in mind the severity of problems following implication should be recommended to having a control on the day by day growing issue It should be make compulsory that every institute i.e. education, industrial and commercial should provide their self transport (institutes transport) for employees and encourage them to use that transport instead of private cars. This will help a lot to minimize the growing traffic queues, congestion on roads, jam at intersections and various other transportation problems at the roads especially in peak hours. Urban transportation policies and laws should be formulated to clarify the status of transport financing sources, transport planning principles, rights to roads, operation and management of transport systems, and other transport-related issues. Enforcement of transportation laws in collaboration with education would promote the use of public transport.
90
Provide a Non-Motorized Transport (NMT) network to promote NMT being one of the most sustainable modes of transport. Non-Motorized Transport is an energy efficient, environmentally friendly transport mode that can play a significant role in urban mobility. In Lahore the security and safety issues, poorly maintained pedestrian paths, and the absence of a separate right of way for bicyclists have made this mode unattractive among commuters. However, providing nonmotorized transport related facilities such as sidewalks, crosswalks, well-timed crossing signals, street lighting, and dedicated bicycle lanes can revive this mode for commuting and other activities as the majority of the population in the city is poor. The recent efforts to ease traffic congestion and blocking by building wider roads, flyovers, and elevated expressways are unlikely to ease traffic congestion in the long run because these initiatives are not linked to social and environmental land-use planning and the transport needs of the non-car owning majority. Sustainable development of the urban transportation system needs to place a priority on the development of an integrated urban transport system with public transport as the core. Therefore, Transit Oriented Development (TOD) which prefers a compact mixed community structure with transit station as the core will improve transit ridership and support the main pillars of sustainable development. Encourage public transport usage by improve the performance, condition, aesthetics and LOS of the existing and upcoming public transport will also help a lot to minimize the emergent traffic problem. A separate bus lanes and bus bays should provided for the efficiency and attraction towards public transport. To promote public transport a compact mixed community layout and reduce excessive personal car usage in a result of that the compact mixed community layout with public transport as the focal point will stimulate public transport use and reduce personal car use. Low transport fares for low income groups to provide vertical equity to low income groups. This will help low income groups to commute with subsidized fares. Use economic instruments to restrain car usage to discourage excessive car usage this will help to reduce the road congestion and will ensure transport access for all social groups. Lahore can be made successful by managing the rapidly increasing number of private cars through congestion pricing, area licensing schemes, cordon pricing, and high parking fees in the CBD. These schemes have been successfully implemented in Singapore, Hong Kong, and London.
91
Such schemes restrict the over use of cars and help mitigate traffic congestion and pollution and enhance quality of life and improve public transit use in the CBD. Change the urban form and land use pattern to avoid centralization and over-development of the central business districts so that the development of new urban areas and urban fringe areas will decentralize the urban functions and will keep a dynamic balance between work and residential areas. Integrated transport and land use planning to maximize the urban transportation system efficiency for environmental and city resource constraints in a result of this transport accessibility alters people's travel behavior and land use intensity. Integrated transport and land use planning will maximize the efficiency of resource use and transport mode choices to enable a sustainable transport system. Integration of transport operators to provide an integrated transport system with interoperability between road and rail based public transport. This will improve the interaction between rail-and road-based public transport, capacity distribution, and passenger transfer, and mitigate the wasted carrying capacity and inconvenience to passengers.
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ANNEXURES
Annexure 1.1
SOURCE: NAWAI-E-WAQT; 13 MARCH 2009
Annexure 1.2
DEPARTMENT OF CITY & REGIONAL PLANNING, UNIVERSITY OF ENGINEERING & TECHNOLOGY, LAHORE. Level of service(LOS) exploration survey of public bus transport service
Company Name: _____________ Route no.:______________ Trip Direction: ___________ Date____________________ Age: ___________________
Bus No.:_______________ Dispatch Time: _______________ Name of Respondent: ________________________
1. From where, you have actually originated your travel? _____________________ 2. What mode is used to access the bus stop? a) By Walk b) By Para transit mode (please specify)_____________
c) By mass transit mode_________ d) by pick and drop mode_____________ e) Park and Ride_____________ f) others please specify________________
3. If the mode is not walk then how many transfers are made to access the stop? a) One b) Two c) Three or more How much waiting time is consumed above mentioned transfers? a) Less than 5 min b) 5 10 min c) More than 10 min
4. How much total time it takes to reach the bus stop walking from the origin? a) Less than 2 min b) 2.0 4 min d) 7.5 12 min e) 12 20 min 5. How much time you have waited for bus on the stop? a) < 8 min b) 9 12 min c) 13 - 20 min c) 4 - 7.5 min f) More than 20 min
d) 21 min or more
6. What is your final destination? ______________________________________ 7. What mode is used to access the destination from alighted stop? a) By Walk b) By Para transit mode (please specify) _____________ d) by pick and drop mode ______________
c) By mass transit mode___________ e) Park and Ride
f) others please specify b) 2.0 4 min e) 12 20 min
8. How much time it takes to reach the destination from alighted stop? a) < 2 min d) 7.5 12 min c) 4 - 7.5 min f) > 20 min
9. What is the total travel time from origin to destination? ___________________________ 10. How much time it will take to complete this trip by private automobile? ______________ 11. Why you use this bus service for travel over other available options? a) Time efficient b) Comfortable c) Easily Accessible d) Affordable e) any other (please specify)______________________ 12. What is your frequency of traveling through this service? a) Daily b) Weekly c) Monthly d) Not regular
Annexure 1.3
OPERATOR AND MAKE WISE DISTRIBUTION OF URBAN PUBLIC TRANSPORT BUSES

Sr. No. 1. 2. 3. 4. 5. 6 Urban Public Transport Bus Operators New Khan Metro Bus Service Daewoo City Bus Service Premier Bus Service Niazi Express Baloch Transport Company Awan Business Concern (ABC) Bashir Hussain Khan (BHK), Bus Service Chatha Brothers Makks Bus Service Lahore Transport Company (LTC) Total: Number of Buses 260 67 122 52 22 34
Make of Buses Hino Daewoo Hino Hino Isuzu 10 = Hino 24 = Isuzu Hino -Isuzu & Hino China Company 777
7 8 9 10
44 85 41 50
Source: Punjab Transport Department & Aslam A.B.; Feasibility of CNG Buses in Lahore (M Sc. Thesis), Department of City and Regional Planning, University of Engineering and Technology, Lahore.
Annexure 3.1
SOURCE: NAWAI-E-WAQT; 5 APRIL 2009
Annexure 3.1
Annexure 3.1
Annexure 3.2
Annexure 3.3
Annexure 3.3
Annexure 3.3
Annexure 3.3
Annexure-4.1
SYSTEM RELIABLITY SHEET ROUTE 5 (UP)

Sr. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 Bus No. 2042 2005 2006 2007 2010 2012 2023 2035 2057 2060 2042 2005 2006 2067 2010 2007 2012 2023 2047 2035 2060 2042 2069 2006 2010 2067 2007 2023 2027 2060 2035 2012 2047 2069 2006 2010 2067 2007 2057 2060 2003 2035 2012 2047 2027 2006 2010 2007 2057 Dispatch Interval (Minutes) 20 15 17 15 15 15 15 15 15 15 15 15 15 15 18 18 18 18 18 18 18 18 17 18 20 20 20 20 25 20 20 20 20 20 20 20 20 20 20 20 15 20 20 20 25 25 25 25 25 H.W at MMG first time 20 16 18 16 16 15 15 21 15 23 13 11 15 22 21 17 16 19 23 19 25 12 15 24 18 25 18 21 19 18 24 14 21 20 21 20 22 22 23 20 17 21 29 12 26 26 31 23 Dispatch Time Late Early Ontime first time 5 0 3 1 1 0 0 6 0 8 0 0 0 4 3 0 0 1 5 1 7 0 0 4 0 5 0 0 0 0 4 0 1 0 1 0 2 2 3 5 0 1 9 0 1 1 6 0 0 1 0 0 0 0 0 0 0 0 2 4 0 0 0 1 2 0 0 0 0 5 3 0 2 0 2 4 1 2 0 6 0 0 0 0 0 0 0 0 3 0 0 13 0 0 0 2
5:45 6:05 6:20 6:35 6:50 7:05 7:20 7:35 7:50 8:05 8:20 8:35 8:50 9:05 9:23 9:41 9:59 10:17 10:35 10:53 11:11 11:29 11:47 12:05 12:25 12:45 13:05 13:25 13:50 14:10 14:30 14:50 15:10 15:30 15:50 16:10 16:30 16:50 17:10 17:30 17:55 18:15 18:35 18:55 19:15 19:40 20:05 20:30 21:00
Peak Off Peak
Annexure-4.1

Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 Bus No. 2040 2051 2024 2026 2029 2030 2031 2064 2034 2039 2040 2024 2051 2026 2029 2030 2031 2064 2034 2039 2040 2051 2024 2026 2029 2031 2064 2034 2039 2040 2051 2024 2026 2029 2031 2064 2034 2039 2040 2024 2051 2026 2029 2031 Dispatch Interval (minutes) 20 20 15 15 15 15 15 15 15 15 18 18 19 18 18 18 18 18 18 18 18 20 18 20 20 20 20 20 20 20 25 25 25 25 25 25 25 25 25 25 25 25 30 30 Dispatch Time H.W at Green Town 20 20 15 20 17 15 26 15 15 25 18 19 21 18 18 18 18 18 18 18 18 20 20 20 20 20 22 20 20 20 25 28 30 30 25 25 25 30 27 25 23 25 25 25 Late 0 0 0 5 2 0 11 0 0 10 0 1 2 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 0 0 3 5 5 0 0 0 5 2 0 0 0 0 0 Early 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 5 5 Ontime
5:45 6:05 6:20 6:35 6:50 7:05 7:20 7:35 7:50 8:05 8:23 8:41 9:00 9:18 9:36 9:54 10:30 10:48 11:06 11:24 11:42 12:00 12:20 12:40 13:00 13:20 13:40 14:00 14:25 14:50 15:15 15:40 16:05 16:30 16:55 17:20 17:45 18:10 18:35 19:00 19:30 20:00 20:30 21:00
Peak Off Peak
Annexure-4.1
SYSTEM RELIABLITY SHEET ROUTE 10 (Down)

Sr. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 Bus No. 2018 2002 2065 2011 2003 2014 2016 2061 2013 2063 2069 2070 2002 2011 2032 2033 2003 2014 2016 2061 2013 2065 2063 2070 2005 2011 2002 2032 2033 2003 2014 2016 2061 2065 2013 2063 2070 2005 2011 2002 2032 2033 2014 2061 2023 2065 2013 2063 2070 2005 2002 2032 2014 2061 2023 H.W at Kalma Chowk First Time 29 20 17 14 19 16 16 23 28 15 15 19 14 21 7 18 11 19 14 19 15 13 17 15 25 15 15 17 18 14 20 15 12 12 20 15 19 23 15 18 14 15 17 32 6 21 22 22 14 28 17 23 24 20 Dispatch Time 5:30 5:47 6:04 6:21 6:35 6:51 7:06 7:21 7:36 7:51 8:06 8:21 8:36 8:51 9:06 9:21 9:36 9:51 10:06 10:25 10:36 10:51 11:08 11:23 11:40 11:57 12:14 12:33 12:05 13:07 13:24 13:41 13:58 14:15 14:33 14:51 15:09 15:27 15:45 16:03 16:21 16:39 16:57 17:15 17:33 17:51 18:09 18:27 18:47 19:07 19:27 19:47 20:10 20:35 21:00 Dispatch Interval (minutes) First Time 20 20 19 17 16 17 17 17 35 15 15 15 15 15 15 15 15 15 15 15 15 20 15 15 15 15 15 23 17 17 17 17 17 18 18 18 18 18 11 17 23 18 18 18 18 18 18 20 20 20 20 23 25 25 Late 0 9 0 0 0 3 0 0 6 0 0 0 4 0 6 0 3 0 4 0 4 0 0 2 0 10 0 0 0 1 0 3 0 0 0 2 0 1 5 4 1 0 0 0 14 0 3 4 2 0 8 0 0 0 0 Early 0 0 0 2 3 0 1 1 0 7 0 0 0 1 0 8 0 4 0 1 0 0 7 0 0 0 0 0 6 0 3 0 2 5 6 0 3 0 0 0 0 9 3 1 0 12 0 0 0 6 0 3 0 1 5 Ontime First Time
Peak Off Peak
Annexure-4.1

Sr. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 Bus No. 2015 2041 2044 2045 2046 2008 2049 2050 2052 2038 2055 2009 2017 2020 2019 2018 2054 2021 2053 2015 2044 2058 2043 2045 2066 2008 2048 2049 2037 2046 2050 2057 2052 2009 2038 2020 2017 2036 2041 2018 2054 2021 2053 2001 2058 2045 2044 Dispatch Interval (minutes) First Time 12 12 12 12 12 12 12 10 10 10 10 10 10 10 10 10 10 10 7 7 8 8 8 8 8 8 8 10 10 10 10 10 10 18 12 12 20 22 12 12 12 12 12 12 12 12 H.W at MMG First Time 12 7 14 14 10 14 17 11 8 15 13 15 5 9 8 18 13 10 4 9 9 14 2 13 7 6 10 14 8 12 13 16 7 15 16 11 17 18 9 7 17 11 9 15 7 11 14 9 13 13 9 14 18 16 16 15 18 11 17 9 11 19 20 12 21 17 20 25 Dispatch Time Late 0 0 2 2 0 2 5 1 0 5 3 5 0 0 0 8 3 0 0 2 1 6 0 5 0 0 2 4 0 2 3 6 0 0 4 0 0 0 0 0 5 0 0 3 0 0 0 0 1 1 0 0 4 2 2 1 3 0 2 0 0 3 3 0 3 0 0 5 Early 0 5 0 0 2 0 0 0 2 0 0 0 5 1 2 0 0 0 3 0 0 0 6 0 1 2 0 0 2 0 0 0 3 3 0 1 3 4 3 5 0 1 3 0 5 1 0 3 0 0 5 0 0 0 0 0 0 4 0 6 5 0 0 6 0 2 0 0 Ontime First Time
2015 2055 2008 2066 2048 2049 2037 2050 2009 2046 2041 2018 2034 2021 2053 2017 2058 2045 2044 2015 2055 2008
14 12 12 12 14 14 14 14 14 14 15 15 15 15 16 16 17 18 18 19 20 20
5:30 5:42 5:54 6:06 6:18 6:30 6:42 6:54 7:04 7:14 7:24 7:34 7:44 7:54 8:04 8:14 8:24 8:34 8:44 8:51 8:58 9:06 9:14 9:22 9:30 9:38 9:46 9:54 10:04 10:14 10:24 10:34 10:44 10:54 11:12 11:24 11:36 11:56 12:18 12:30 12:42 12:54 13:06 13:18 13:30 13:42 14:06 14:20 14:32 14:44 14:56 15:10 15:24 15:38 15:52 16:06 16:20 16:35 16:50 17:05 17:20 17:36 17:52 18:09 18:27 18:45 19:04 19:24 19:44
Peak Off Peak

Increased Car Ownership Rate Due To Inefficient Level of Service (Los) of Public Bus Transport System in City Lahore

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INCREASED CAR OWNERSHIP RATE DUE TO INEFFICIENT LEVEL OF SERVICE (LOS) OF PUBLIC BUS TRANSPORT SYSTEM IN CITY LAHORE

Mohsin Raza Ahmad Saeed Sultan

Project Advisor Mr. Atif Bilal Aslam

Department of City and Regional Planning

University of Engineering and Technology, Lahore

Mohsin Raza Ahmad Saeed Sultan

LITERATURE REVIEW ...................................................................................................... 18

DATA ANALYSIS AND LEVEL OF SERVICE IDENTIFICATION ................................ 70

4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20

SBP SCB SMART

SPSS TBC TOD TTI UBL UET UK UN USA VMS WWI

Route Alignment of Public Bus Transport Companies in Lahore City 66 80

Accessibility Assessment of Sammi Daewoo CBS

INCREASEDCAROWNERSHIP RATEDUETOINEFFICIENT LEVELOFSERVICE(LOS)OF PUBLICBUSTRANSPORT SYSTEMINCITYLAHORE

Table 1.1 Questionnaires Sample Size Number of Passengers (Jun 2009)

Sample Size Source: Sammi Daewoo Officials

Exhibit 1.3 Structure of Dissertation

and Regional Planning, University of Engineering and Technology, Lahore.

Punjab Transport Department

INCREASEDCAROWNERSHIP RATEDUETOINEFFICIENT LEVELOFSERVICE(LOS)OF PUBLICBUSTRANSPORT SYSTEMINCITYLAHORE

Chapter 2 Literature Review

Chapter 2 Literature Review Exhibit 2.1 London Facing Car problem

Chapter 2 Literature Review Exhibit 2.2 London Public Transport

Chapter 2 Literature Review Exhibit 2.3 Public Transport Approaches

Re-using old rail lines

Chapter 2 Literature Review Exhibit 2.6 Curitiba Bus Stops

Chapter 2 Literature Review Exhibit 2.7 Curitiba Public Bus Transport

2.8 Innovative Approaches

Chapter 2 Literature Review 2. Quality of Service

Source: From Alter, C.H., 1976. Evaluation of Public Transit Service

21 min or More 68-100 95-98 90-94 75-89 50-74 <50

Source: From Alter, C.H., 1976. Evaluation of Public Transit Service

Source: From Alter, C.H., 1976. Evaluation of Public Transit Service

Chapter 2 Literature Review d) Frequency of Service

Source: From Alter, C.H., 1976. Evaluation of Public Transit Service

Source: From Alter, C.H., 1976. Evaluation of Public Transit Service

Table 2.9 System Performance Evaluation

Table 2.10 Cumulative LOS Based System Performance

Chapter 2 Literature Review Reference

(27 May 2009)

Traffic Operations -Level of Service

INCREASEDCAROWNERSHIP RATEDUETOINEFFICIENT LEVELOFSERVICE(LOS)OF PUBLICBUSTRANSPORT SYSTEMINCITYLAHORE

Traffic Queues on Canal Road

Source: Punjab Development Statistic

Table 3.2 No. of Cars in Lahore viz a viz Punjab

Exhibit 3.2 No. of Cars in Lahore

Cars in Punjab 570678 618934 696820 793789 925507

Cars in Lahore 311075 344049 405515 483897 573160

Cars in Lahore (%) 54.51 55.59 58.20 60.96 61.93

2003 2004 2005 2006 2007

Source: Punjab Development Statistic

Source: Interviews with concerning Bank Officers

Source: Interviews with concerning Bank Officers

Table 3.5 Sr. No. 1 2 3 4 5 6 7 8 9 10

Public Transport Operating Companies Public Transport Company

Source: Govt of Punjab Transport Department

Lahore Public Transport

Statistics of Public Bus Operators

Source: Government of Punjab Transport Department

- online (05 August 2009)

http://www.wikipedia.com (13 April 2009)

INCREASEDCAROWNERSHIP RATEDUETOINEFFICIENT LEVELOFSERVICE(LOS)OF PUBLICBUSTRANSPORT SYSTEMINCITYLAHORE

Data Analysis And Level Of Service Identification

Bus No.:_______ Dispatch Time: _ Name of Respondent: __________________