International Journal of Recent Technology and Engineering (IJRTE)

ISSN: 2277-3878, Volume-8 Issue-3, September 2019

Effect of Improper Bus Stop Locations on Capacity

and Speed-Flow Relations on Urban Roads
Madhu K A, Rajakumara H N.

Abstract—India is a developing nation which faces different traffic bus stops, encroachments, on street parking, pedestrian
issues. Among which side friction is one of the serious issues in crossing, entries and exit from major roads etc are also much
many urban communities. Side friction can be characterized as significant by reducing the side friction like improper bus stops
every one of the exercises which are going on or alongside the can effectively enhances the capacity of roads.
roadway office, it incorporates moderate moving vehicles, roadside
Transportation infrastructure is one of the back bones of any
seller, on-street parking, walker intersections, inappropriate bus
stops, and so on so this paper is for the most part centered around country. For sustainable development, an economy has to
how improper bus stop areas influences the capacity and speed-flow ensure proper supply of transportation facilities. One of such
for urban roads. The present work goes for breaking down the effect facility is the public transportation system of the city. More
of roadside frictions on traffic attributes of urban streets in India. efficient use of urban spaces, and space allocated to transport in
The investigation was led on urban streets in a portion of the thickly particular can improve operational conditions for public
populated urban communities. The side friction elements were transport. In this work, primary concern is bus stop locations
restricted to improper stops. We have conducted a floating car on the urban roads and the consequences for traffic stream
method from Yelahanka NES to Banashankari. From this survey, properties. A bus stop is a designated place where buses stop
we got the congestion index value. Along with this we have also
for passengers to board or alight the bus. Bus stops primarily
conducted a spot speed survey at both ideal and non-ideal bus stops
and got the modal speed. The outcome demonstrated that there was conflict with other passing vehicles when buses maneuver to
a noteworthy effect of side friction on vehicular speed on urban pull into and out of the stop. When bus stops located on the
streets and could likewise realize the degree of the effect of carriageway, buses blocking the curbside traffic lane during
individual factors on speed. The outcomes feature the need to their occupancy period or dwell period due to reduced width of
incorporate side friction factors on all traffic-related examinations the roadway or due to erratic behavior of driver. This bus stop
for appropriate planning of urban street also creates problems when attempting to re-enter the traffic,
Index Terms— Side friction, improper bus stops, public especially during the peak-hour period of high roadway traffic
transport, speed flow ,capacity ,ideal bus stops, modal speed volumes
I. INTRODUCTION II. ABOUT BENGALURU CITY TRANSPORTATION
The urban transportation is acting as a key to each SYSTEM
economical communication in all urban over the world. The Transportation system in Bangalore city
increase in urban population growth tends to increase
Bangalore transportation system can be classified into two
vehicular growth and travel demand. Typical urban
transportation facilities include railways,waterways ,airways ways,
and roadways. Among all categories,the big proportion consist  External Transportation system
of roads. Logically, most planning and research techniques are
focused on road system. Many arterial roads exhibit  Internal Transportation system
deteriorated capacity and poor performance. Many researchers
have studied about urban traffic problem in some developing External Transportation system
countries and found that because of urbanization, there is often
External transportation system is the one which connects the
great deal activity on and along the roadsides which influencesBangalore city with other cities/states. Kempegowda
the performance of smooth traffic flow and capacity of the International airport (formerly known as Bangalore
road network which is known as side friction. The urban
international airport) connects Bangalore to majority countries
roadway capacity is influenced by various factors like speed of
of the world directly. These external transportation systems
the vehicles, width of road, structure of the road, construction
work on roads, shoulder and roadway width, access points, affect considerably the mobility of the city.
terrain etc. How ever for urban roads, the impact of side Internal Transportation system
friction i.e., Internal transportation system is the one which is considered as
local streets of the Bangalore city which carries the daily traffic
of the city.
Bangalore city has 1000 Sq. km of area 4500 km of road,
40,000 intersections, 330 signalized intersections, 660 manned
Revised Manuscript Received on September 20, 2019.
Madhu K A, Assistant Professor, Sri Venkateshwara College of
intersections.
Engineering, Bangalore.
Rajakumara H N., Professor and Head, Department of Civil Sri
Venkateshwara College of Engineering, Bangalore.

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DOI: 10.35940/ijrte.C4148.098319
1489 Blue Eyes Intelligence Engineering
& Sciences Publication
 Effect of Improper Bus Stop Locations on Capacity and Speed-Flow Relations on Urban Roads

Bangalore City Traffic: conducted on the selected study area so that the volume of
Bangalore is one of the fast developing urban communities on vehicles ,capacity of roads ,modal speed can be obtained and
the planet, which is because of the expanded improvement in effect improper bus stops on capacity and speed flow relation
the city, for example, IT parks, increment in number of in terms of statically approach is found out.
instructive foundations and because of accessibility of better  Analysis of data : based on the data obtained the
offices. This fast increment in the populace builds the vehicle speed flow relations are drawn to analysis the effect of side
populace development in the city. Extra to this, Bangalore city friction i,e improper bus stops on speed flow relation
has exceptionally contract lanes and degree for further
broadening and increment in area use for the transportation is B. Study area
extremely hard to accomplish. This effect straight forwardly on The selected stretch of the city originating from Bangalore
the vehicles handling out and about i.e, clog out and about North(Yelahanka) to Bangalore South (Banashankari) passing
expansions hence diminishing travel time, increment in fuel through Central Business
utilization, increment in number of mischance’s and other
increment in impalpable impacts. Ampleness of the present  District(C.B.D) is assessed through the set of
activity in the city is measured by volume to limit proportion performance indicators known as Mobility Indicators.
known as V/C ratio.  Study area is selected based on the key issues like
presence of IT parks, small scale industries, connection
III. DATA &METHODOLOGY of zone to other higher road network like National /
A. Methodology adopted State highway. The study area is divided into two
zones based on the distance to the C.B.D
Selection of study area  Zone 1 originates from Bangalore North (Yelahanka)
and this zone ends at C.B.D of the city.
 Zone 2 originates from C.B.D of the city and ends at
Identify the improper location of bus stops Bangalore South (Banashankari).

Literature review

Analysis of data

Analysis of speed flow relation Analysis of speed flow

without side friction relation with side friction Figure.1: Study area (Zone 1) Figure.2: Study area
(Zone2)

C. Side friction
Side friction variables are characterized as those exercises
Comparative conclusion effect of side friction which happen on the sides of carriageways or even on the
carriageways that are probably going to influence the normal
 Selection of study area: The study area should be traffic moving through the carriageways. Side friction is a
such that it includes some problem so that a solution can be composite variable portraying the level of association between
found with the knowledge of the problem, consequences in the traffic stream and exercises along the side(s) and in some
future and effects of the solution. cases crosswise over or inside the traveled way. They influence
 Identify the improper location of bus stops.: This the speed stream attributes, diminish the limit of streets and are
process comprises the identification of bus stops in study area inconvenient to the wellbeing of workers and other street
and categorized in two ideal and non-ideal bus tops based clients.
on IRC specifications
 Traffic Surveys and collection of data: Traffic
surveys such as a) Origin – destination survey, b) Time and
delay study, c) Speed study d) inventory on roads has

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DOI: 10.35940/ijrte.C4148.098319 1490 & Sciences Publication
 International Journal of Recent Technology and Engineering (IJRTE)
ISSN: 2277-3878, Volume-8 Issue-3, September 2019

Road side friction like Name of bus stops Facility of separate bus bay
 Improper bus stoppage.
YELANKHA NES
 On street parkings. YES
 Pedestrian traffic. GALLERIA RESIDENCE NO
 Frequent side roads. ALLASANDRA FLYOVER NO
 Turning movements. GKVK NO
BYATRANPURA NO
 Trading activities KODIGEHALLI NO
ESTEEM MALL NO
 Improper stopping of bus stop HEBBAL NO
At most of the curbside bus stops in India, a rectangle with CBI NO
width 3.3 to 4 m (nearly equal to the outer lane width) and MEKHRI CIRCLE NO
PALACE GROUND NO
length of around 15 to 20 m (1.5 to 2 times bus length) is 5
GUTTHALI NO
marked to designate the bus stopping region. When buses stop SHIVANANDHA STORES YES
within a single lane width (the designated area), it can be CENTRAL NO
considered as a proper stop. KEMPEGOWDA BUS STOP YES
POLYTECHNIC COLLEGE NO
Reasons for improper bus stopping: From the collected traffic K R CIRCLE YES
videos, various reasons were identified for the improper CORPORATION CIRCLE YES
stopping of buses. These reasons are elaborately discussed BBMP BUS STOP YES
below LALBHAG MAINGATE NO
LALBHAG ROAD NO
 Passengers waiting for the bus on the roadway: LALBHAG WEST GATE NO
It has been observed that just before the stopping of a bus at R V TEACHERS COLLEGE NO
the designated bus stop, passengers step out from the bus stop VIJAYA COLLEGE NO
SOUTHEND CIRCLE NO
platform onto the road. It is one of the most common sights
JAYANAGAR METRO NO
during peak hours in a developing country like India. This NATIONAL COLLEGE NO
happens when the bus stop platform is over-crowded or when BANASHANKARI BMTC YES
there is a rush of passengers to find a seat on the bus. This
situation does not allow the bus driver to halt the bus near the D. Inventory on bus stops
designated stopping region. The details of the study area, indicating origin, destination,
 Standing vehicles near the bus stop: roads and intersections of higher importance and the distance of
On-street parking is restricted by law on both the road sections two zones from the Central Business District (C.B.D) of the city
considered in this study. However, many standing vehicles along with various bus stops. In this study if bus tops is having
(often stayed for less than a couple of minutes, hence not separate bus bay facility those stops will be considered as ideal
termed as parked vehicles) were spotted near the bus stops . bus stops which is not having dedicated bus bays those will be
Most of these vehicles are auto-rickshaws or taxis which stop treated as non ideal bus stops
momentarily to either pick up or drop off passengers. Although
not quite frequent, in some cases we observed that some
passengers were accompanied by their friends or family
members to the bus stop. These people park their vehicle near
the bus stop and wait till the companion boards the bus.
 Presence of previously stopped bus:
There are a few cases when two or more buses stop one after
another almost at the same time near the bus stops . In such
situations, even when the first bus dwells correctly in the
designated area, the next buses may not exactly stop behind the
first bus.
 Erratic behaviour of bus drivers:
In some situations, bus drivers stop the bus outside the
designated area, although there is no specific reason Such
situations are considered as erratic bus driver behavior. This
erratic behavior could be due to multiple reasons. Bus drivers
have a general tendency to stop the buses away from the bus
stop so as to merge back into the traffic stream quickly. This
happens during the peak hour traffic when the buses are
running behind the schedule and drivers try to offset the
delays. In some cases, passengers request the bus driver to stop
at the moment their bus is passing the bus stop. These
passengers do not typically realize that their destination bus
stop has been approached. Even in those cases, bus drivers find
it difficult to stop closer to the designated stopping region.

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DOI: 10.35940/ijrte.C4148.098319
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 Effect of Improper Bus Stop Locations on Capacity and Speed-Flow Relations on Urban Roads

E. Bus stop details

Figure.3 ( Non –ideal) RASTRIYA VIDYALAYA ROAD ,

JAYANAGAR BUS STOP
:

Figure.5 ( ideal bus stop ) BBMP BUS STOP

IV. RESULTS AND DISCUSSIONS

A. Spot speed study at nes ( ideal bus stops)
SPEED MID FREQUE FREQUEN CUMUL
(m/s) SPEED NCY(f) CY(%) ATIVE
(m/s) FREQUE
NCY%
0-5 2.5 7 9.33 9.33
5-10 7.5 56 74.66 83.99
10-15 12.5 12 16 99.99

Y-Values
14
Figure.4 MAIN ROAD JAYANAGAR BUS STOP(A car 12
passing through the gap between bus and bus stop) 10
8
SPEED 6 Y-Values
4
2
0
0 20 40 60

FLOW

Figure.6 speed flow relation at NES bus stop

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DOI: 10.35940/ijrte.C4148.098319 1492 & Sciences Publication
 International Journal of Recent Technology and Engineering (IJRTE)
ISSN: 2277-3878, Volume-8 Issue-3, September 2019

Y-Values
FLOW FREQUENCY % 60
50
40
30
20
10
0
0 5 10 15
SPEED m/s

Figure 7 Modal speed curve at NES bus stop

B. Spot speed study at Nrupatunga road (ideal bus

stop ) Figure 9 Modal speed curve at the Nrupatunga road
SPEED MID FREQUEN FREQUENC CUMULA C. Spot speed at r v teachers college(non ideal bus
(m/s) SPEE CY(f) Y(%) TIVE stop)
D(m/s FREQUE SPEED MID FREQUE FREQUEN CUMU
) NCY% (m/s) SPEED NCY(f) CY(%) LATIV
1-5 3 4 12.5 12.5 (m/s) E
FREQU
6-10 8 25 78.13 90.63
ENCY%
11-15 13 3 9.375 100 0-4 2 16 22.53 22.53
4-8 6 54 76.06 98.59
8-12 19 1 1.42 100

Figure 10 SPEED FLOW CURVE AT THE RV

TEACHERS COLLEGE,

Figure 8 Speed flow curve at nrupatunga road ( ideal bus

stop)

Figure 11 Modal speed at the Rv teachers college

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 Effect of Improper Bus Stop Locations on Capacity and Speed-Flow Relations on Urban Roads

D. Spot speed at palace ground (non ideal bus stop) V. CONCLUSION

SPEE MID FRE FREQUENCY( CUMUL The obtained results in terms of model speed and speed flow
D(m/ SPEE QUE %) ATIVE relation s clearly shows the effect of improper bus stops on
s) D(m/s) NCY( FREQUE speed flow relation the modal speed or most preferable speed is
f) NCY% reduces when buses stops at non ideal bus stops from the
0-2 1 2 3.92 3.92 analysis of data we can judge that On-street bus stops will
4-Feb 3 31 60.78 64.7 interfere with vehicles movement if bus demand exceeds the
6-Apr 5 17 33.33 98.03 bus stop capacity, resulting in some buses queuing and
8-Jun 7 1 1.96 99.99 congestion. All the bus stops are on-street bus stops which are
heavily congested during peak hour. To overcome this problem,
this work suggesting proposal are Providing proper Bus Bay of
suitable design. On street Parking should be restricted on both
opposite side bus stops,curbs should be extended in order to
Increase on-street parking by eliminating need for taper
associated with bus pullouts ,Increase space for bus stop
amenities

REFERENCES
1. Fitzpatrick K, Nowlin R (1997), “ Effects of Bus Stop Design on
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Characteristics of Mixed Traffic”. J Transp Eng 131:640–643. doi:
10.1061/(ASCE)0733- 947X(2005)131:8(640)
3. Yang X, Si B, Huan M (2012), “ Mixed Traffic Flow Modeling Near
Chinese Bus Stops and its Applications”. J Cent South Univ 19:2697–
Figure 12 Speed flow curve at palace ground 2704. doi: 10.1007/s11771-012-1329-
4. 4. Reddy R, Rao S., Rao CR (2008), “ Modelling and Evaluation Patterns
on the Impact of On-street Parking in Reference to Traffic Mobility”. J
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5. Dhamaniya A, Chand S, Chandra S (2017) “ Lane Change as a Measure of
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6. Lee J-T, Kweon Y-J, Dittberner R, Horodyskyj IM (2014) , “Drivers’
Lane-changing Behavior at Bus Stops on Three-lane Roadways,
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AUTHORS PROFILE

Mr. MADHU K A, Assistant professor in Sri Venkateshwara

college of Engineering, Bangalore. M-Tech in highway
technology, currently pursuing Ph.D in transporation
Figure 13 Modal speed curve at palace ground engineering from VTU. Published 4 papers as a research
work in various international and national journals.
• The modal speed at NES YELAHANKA bus stop Associated with civil engineering consultancy works
(ideal bus stop) is 8.5 m/s.
[Link] H N, professor & head, civil dept, Sri
• The modal speed at RV TEACHERS COLLEGE bus Venkateshwara college of Engineering, Bangalore, Published
stop (non ideal bus stop) is 6 m/s. 24 papers in various international and national journals.
Received AICTE research grants, Department of Science &
• The modal speed at NRUPATHUNGA ROAD near Technology Research Grant, ISRO research grants also
received CAREER AWARD FOR YOUNG TEACHERS
reserve bank (ideal bus stop) is 8 m/s. (CAYT)’ from AICTE with a grant of Rs. 10.50 Lakhs for the period of 2003-
06.
• The modal speed at PALACE GROUND stop is 3.5
m/s.
• The occupancy at the ideal bus stop is 52 vehicles.
• The occupancy at the non ideal bus stop is 38vehicles.

Published By:
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DOI: 10.35940/ijrte.C4148.098319 1494 & Sciences Publication