Schedule Reliability PDF

DETERMINING SCHEDULE RELIABILITY OF
GSRTC BUSES IN ARAVALLI DISTRICT
Submitted By
KAPIL M. PATEL
(Enrolment No. 160900713011)
Under the Guidance of
Prof. Hinal B. Thakar.

Asst. Prof.
Government Engineering College, Modasa
Under the Co-Guidance of
Dr. H. R. VARIA.
Principal
Tatva Institute of Technological Studies, Modasa- 383315
A Dissertation Submitted to
Gujarat Technological University
In Partially Fulfillment of the Requirements for
The Degree of Master of Engineering In
Civil (Transportation) Engineering
Nov - 2017
Civil Engineering Department
Tatva Institute of Technological Studies, Modasa-383315
Gujarat India
Page | i
CERTIFICATE
This is to certify that research work embodied in this thesis entitled

“DETERMINING SCHEDULE RELIABILITY OF GSRTC BUSES IN
ARAVALLI DISTRICT” was carried out by Mr. KAPIL MAHENDRAPRASAD
PATEL (Enrollment No: 160900713011) at Tatva Institute of Technological
Studies,Modasa for partial fulfillment of M. E. (transportation) degree to be awarded
by Gujarat Technological University. This research work has been carried out under
my supervision and is to my satisfaction.
Date:
Place: Modasa
Guide Co-Guide
Prof. H. B. Thakar Dr. H. R. Varia

Asst. Prof. Principal
Government Engineering college, Modasa Tatva Institute of Technological Studies,
383315 Modasa-383315
Examiner
Page | ii
COMPLIANCE CERTIFICATE
This is to certify that research work embodied in this thesis entitled

“DETERMINING SCHEDULE RELIABILITY OF GSRTC BUSES IN
ARAVALLI DISTRICT” was carried out by Mr. KAPIL MAHENDRAPRASAD
PATEL (Enrollment No: 160900713011) at Tatva Institute of Technological
Studies, (090) for partial fulfilment of M.E. Civil Engineering (Transportation) degree
to be awarded by Gujarat Technological University. He has complied with the
comments given by the Mid Semester Thesis Reviewer to my satisfaction.
Date:
Place: Modasa
PATEL KAPIL M.
(Enrollment No. 160900713011)
Guide Co-Guide

383315 Modasa-383315
Page |
iii
PAPER PUBLICATION CERTIFICATE
This is to certify that research work embodied in this thesis entitled “DETERMINING
SCHEDULE RELIABILITY OF GSRTC BUSES IN ARAVALLI DISTRICT” was carried
out by Mr. KAPIL MAHENDRAPRASAD PATEL (Enrollment No: 160900713011) at
Tatva Institute of Technological Studies, (090) for partially fulfillment of M.E. Civil
(Transportation) Engineering degree to be awarded by Gujarat Technological University, has
been published articles.
1. “Determining Schedule Reliability Of GSRTC Buses In Aravalli District” International
Journal of Futuristic Trends in Engineering and Technology (IJFTET), Vol.V, Issue: IV,
March 2018.
Date:
Place: Modasa
PATEL KAPIL M.
Guide Co-Guide

383315 Modasa-383315
Page |
iv
THESIS APPROVAL
This is to certified that research work embodied in this entitled “DETERMINING SCHEDULE
RELIABILITY OF GSRTC BUSES IN ARAVALLI DISTRICT” was carried out by Mr. KAPIL
MAHENDRAPRASAD PATEL (Enrollment No: 160900713011) at Tatva Institute of
Technological Studies, (090) is approved for award of the degree of M.E. in Civil Engineering
(Transportation) by Gujarat Technological University.
Date
Place: Ahmedabad
Examiner(s):
___________________ __________________ __________________

( ) ( ) ( )
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DECLARATION OF ORIGINALITY
We hereby certify that we are the sole authors of this thesis and that neither any part of this thesis
nor the whole of the thesis has been submitted for a degree to any other University or Institution.
We certify that, to the best of our knowledge, the current thesis does not infringe upon anyone’s
copyright nor violate any proprietary rights and that any ideas, techniques, quotations or any other
material from the work of other people included in our thesis, published or otherwise, are fully
acknowledged in accordance with the standard referencing practices. Furthermore, to the extent that
we have included copyrighted material that surpasses the boundary of fair dealing within the
meaning of the Indian Copyright (Amendment) Act 2012, we certify that we have obtained a written
permission from the copyright owner(s) to include such material(s) in the current thesis and have
included copies of such copyright clearances to our appendix.
We declare that this is a true copy of thesis, including any final revisions, as approved by thesis
review committee.
We have checked write up of the present thesis using anti-plagiarism database and it is in allowable
limit. Even though later on in case of any complaint pertaining of plagiarism, we are sole
responsible for the same and we understand that as per UGC norms, University can even revoke
Master of Engineering degree conferred to the student submitting this thesis.
Date:
Place: Ahmedabad
Signature of Student: ________________ Signature of Guide: _______________
Name of Student: ___________________ Name of Guide: __________________
Enrolment No: _____________________ Institute Code: __________________
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vi
DEDICATED TO MY FATHER
SHREE mahendraprasad patel
MOTHER leelaben m. patel
&
MY younger brother khilan patel.
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vii
Acknowledgement
I would like to express my sincere gratitude to Dr. H.R.VARIA for initial spark and subsequent
valuable guidance in my research work. His teaching has helped me in formatting the strategy and
methodology for my thesis report work. His prolonged contact with me during the formulation of
my thesis report helped to achieve the required result in a pragmatic and presentable manner.
I am very grateful to express sincere thanks to MO. YUNUS. G. ZAZ, H. O. D. civil department,
Tatva Institute of Technological Studies, Modasa, for his valuable suggestions, remarks and
guidance.
My special gratitude to HINAL B. THAKER, JAYDIP K. PATEL and JAY P. PANDYA for his
meaningful support for their kind helps at different levels. Special thanks to my college for giving
me the invaluable knowledge. Above all I am thankful to almighty God for everything.
Sincere Regards From
PATEL KAPIL M.
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viii
Table of Content
Sr. No. Description Page No.
1 Title page I
2 Certificate II
3 Compliance certificate III
4 Abstract
Sr. No. Description Page No.
1 Chapter 1: Introduction
1.1 General 1
1.2 Transportation In India
2
1.2.1 Road transport scenario in India
3
1.3 Provision of GSRTC
3
1.3.1 Mission & Vision of GSRTC
3
1.3.2 Performance of GSRTC
6
1.4 Need of determining schedule reliability
6
1.5 Problem statement
8
1.6 Aim of the study
8
1.7 Objective of the study
8
1.8 Scope of the study
9
1.9 Structure of the report
9
T. I. T. S MODASA Page IX
1.10 Summery 9
2 Chapter 2 : Review of Literature
2.1General 10
2.2 Reviewed Paper 10
3 Chapter 3 : Methodology
3.1 General 15
3.2 Methodology 15
3.3 Methodology flowchart 16
3.4 Data base 17
3.4.1 Spatial data 17
3.4.2 Non-spatial data 17
3.5 Methodology for improving transit system of regional area 17
3.5.1 Road side interview 17
3.5.2 Mode utilization by the passengers 18
3.6 Reliability Measurement 18
3.7 Travel Time Reliability 18
3.8 Summary 20
4 Chapter 4 : Study Area and Data collection
4.1 General 21
4.2 Transportation connectivity in Modasa depot. 22
4.3 Transportation connectivity in Bhiloda depot. 22
T. I. T. S MODASA Page X
4.4 Transportation connectivity in Bayad depot. 22
4.5 Gujarat State Road Transport Corporation (GSRTC) 25
4.6 Administrative set up of GSRTC 25
4.7 Data collection 25
4.8 Summary 40
5 Data analysis
5.1 General 41
5.2 Data analysis 41
5.3 Determining reliability of route Modasa To Bhiloda 41
5.3.1 Reliability Measurement of Route Modasa To Bhiloda 44
5.4 Determining reliability of route Modasa To Bayad 45
5.4.1 Reliability Measurement of Route Modasa To Bayad 48
5.5 Determining reliability of route Modasa To Malpur 49
5.5.1 Reliability Measurement of Route Modasa To Malpur 52
5.6 Determining reliability of route Modasa To Meghraj 52
5.6.1 Reliability Measurement of Route Modasa To Meghraj 55
5.7 Schedule Time Reliability Evaluation of Arvalli District 56
5.8 Summary 58
6 Conclusion 60
7 References 63
T. I. T. S MODASA Page XI
List of Figures
Figure No. Name Page
3.1 Methodology flow chart 16
4.1 Study Area Map 23
4.2 Aravalli District Bus Depot 24
5.1 Category of Buses of route Modasa to Bhiloda 42
5.2 Actual departure- Schedule Departure variation of Route Modasa To 42
Bhiloda
5.3 Actual arrival- Schedule arrival variation of Route Modasa To Bhiloda 43
5.4 Departure delay of Route Modasa To Bhiloda 43
5.5 Arrival delay of Route Modasa To Bhiloda 44
5.6 Category of Buses of route Modasa to Bayad 45
5.7 Actual departure- Schedule departure variation of Route Modasa To 46
Bayad(first 25 buses)
5.8 Actual departure- Schedule departure variation of Route Modasa To 46
Bayad
5.9 Actual arrival- Schedule arrival Variation of Route Modasa To bayad 47
5.10 Departure delay of Route Modasa To Bayad 47
5.11 Arrival delay of Route Modasa To Bayad 48
5.12 Category of Buses of route Modasa to Malpur. 49
5.13 Actual Departure - Schedule Departure Variation of Route Modasa To 50
Malpur (peak hour).
5.14 Actual arrival - Schedule arrival VARIATION of Route Modasa To 50
Malpur (peak hour).
5.15 Departure delay of Route Modasa To Malpur(peak hour). 51
5.16 Arrival delay of Route Modasa To Malpur( peak hour). 51
5.17 Category of Buses of route Modasa to Meghraj 53
5.18 Actual Departure - Schedule Departure Variation of Route Modasa To 53
Meghraj .
5.19 Actual arrival - Schedule arrival Variation of Route Modasa To Meghraj 54
(peak hour).
5.20 Departure delay of Route Modasa To Meghraj 54
5.21 Arrival delay of Route Modasa To Meghraj. 55
5.22 Reliability evaluation of arvalli district 56
T. I. T. S MODASA Page XII

List of Table
TableNo. Name Page
1.1 No. Of registered veh in India. 02
1.1 Showing the Number of New Buses Purchased by GSRTC 04
4.1 Collected data route Modasa to bhiloda 27
4.2 Data collection of route Modasa to Bayad 29
4.3 Data collection of route Modasa to Malpur 31
4.4 Data collection of route Modasa to Meghraj 35
4.5 Detail Of Public Opinion Survey For Expected Delay Time 38
5.1 Detail of GSRTC Bus category of route Modasa to Bhiloda. 41
5.2 Detail of GSRTC Bus category of route Modasa to Bayad 45
5.3 Detail of GSRTC Bus category of route Modasa to Malpur. 49
5.4 Detail of GSRTC Bus category of route Modasa to Meghraj. 52
5.5 Detail Of Reliability Evaluation 56
T. I. T. S MODASA Page XIII

ABSTRACT
In the bus transit system, lack in punctuality of buses arrival and departure, may adversely affect
the travelers ridership. Schedule punctuality should be given priority for any route or existing
route scheme to increase the level of service of passengers and to reduce the travel time and cost.
Schedule reliability does not affect only travel time but affect economy and more emotionally to
humanity in many circumstances. Many times it may happen due to any lack of improper
scheduling, some time road design or drivers disability, which reasonably modifiable for any
condition to increase reliability of mass transit system like Gujarat State Road Transport
Corporation (GSRTC) service of the region. Schedule reliability shall be given first priority at
planning, design, scheduling, and operation i. e. at all stages.
Rural area plays significant role to improve economy of the country, if efficient connectivity is
given by good mass transportation system and road network. In rural roads – irregularity of buses
due to lack in scheduling, weather effects and surrounding environment play vital role for
schedule reliability. Very few studies have been conducted to develop the model for schedule
reliability for mentioned parameters. Therefore, this study is aimed to develop detailed schedule
reliability for the selected study area of Arvalli district. In this study arrival and departure times
of GSRTC buses will be collected on major bus stops for the several days and compared with
existing official schedule of the buses. The passengers' opinion survey, modal share on village
stops, information from GSRTC officials will be collected. From the collected data and detailed
survey of the relating study about schedule reliability, a model can be developed to predict the
probability of reliability occurrences and measures for the improvement can be suggested.
Keywords: Travelers ridership, Schedule reliability, Mass transportation system, Modal share
T. I. T. S MODASA Page XIV

Chapter 1
Introduction
1.1 General:
In today’s society, the requirements for any town or cities to provide their inhabitants with
environmentally friendly living conditions are continually increasing. In addition to high
requirements regarding environmental consideration, people demand fast transportations and
high mobility. By offering good public transport systems, cities can reduce the space needed for
traffic structures, emissions from car traffic and congestion problems that are common in larger
cities or town.
Transit reliability is one of the most important factors for a transit system to be successful both
from passengers and operators perspective. A reliable transit system results in less waiting time
for passengers, more satisfied customers, better utilization of vehicles, and thus less operational
costs for the operators. One important concept in relation to transit reliability is bus bunching.
Bunching is used to describe how vehicles occupying the same bus route tend to bunch up. That
is, a vehicle that is late tends to get later and a vehicle that is early tends to get earlier. More
passengers will be waiting for a late vehicle at each stop than for an early vehicle, assuming that
passengers arrive randomly at stops. This results in longer dwell times for the late vehicle at each
stop, since more passengers will be boarding and alighting, which then leads to the vehicle being
even later. Finally, the vehicle will both be late and crowded, causing unsatisfied passengers and
poor vehicle fleet utilization. To counteract bunching, various holding control strategies can be
applied.
Using that strategy vehicles are only held at specific stops, called time points, if they are ahead
of schedule. Considering the continuous residential growth in the region of Arvalli district, there
is a need for constant revision and enhancement of the public transport system, for it to be a
successful one. The main objective of this work is to evaluate the service performance of
GSRTC bus in Arvalli district along with analyzing the effects passenger boarding and alighting
have on the service performance.
T. I. T. S. MODASA Page 1
The analysis is aimed at highlighting how bunching originates and accumulates along the line. In
addition to the service performance analysis, an analysis of the effects of passengers boarding
and alighting is done providing formulas that describe the relationships between dwell times at
stops and passenger load/boarding/alighting. The analysis is then concluded with
recommendations for improvements.
1.2 Transportation in India
In India Transport is an important part of the nation's economy. With a land area of 3,287,240
kms, and an estimated population of 1,028,737,436, transport in India is both a necessity as well
as a convenience. Since the economic liberalization of the 1990s, development of infrastructure
within the country has progressed at a rapid pace, and today there is a wide variety of modes of
transport by land, water and air. The findings of International Organization of Motor Vehicle
Manufacturers revealed that in India the car production had grown to 30% in 2004. Public
transport still remains the primary mode of transport for most of the population, and India's
public Transport systems are among the most heavily utilized in the world, detail of No. of
registered vehicle in India is shown in table no.1.1.
Registered Motor Vehicles by Type as at 31 Mar 2015 (in millions)

Table 1.1: No. of registered veh in India.
Type of veh. No. of veh. In millions
2- W 154.3
Car, jeep and taxes 28.6
Buses 2.0
Goods veh. 9.3
Misc. (include tractor 15.8
and 3- w)
1.2.1 Road transport scenario in India
Road is the mode of transportation in the country in view of its flexibility, door to door services
speed of delivery and being open to public and private mode of transport a like. The road traffic
in an India has grown a rate of 10 to 12 percentage from year 1951 to 1990. The passengers and
goods traffic during this period has grown up from 26 to 80 percentages respectively. In 2001
2000 billion passenger and 2014 11000 billion passenger km respectively.
1.3 Provision of GSRTC

1. GSRTC is expected to meet the social expectation of providing connectivity to most of the far
flung remote villages in Gujarat.
2. Being a state run organization the pricing of its services cannot be decided solely based on
commercial considerations. It must also consider the affordability (of the price) from the
consumer perspective.
3. As a commercial entity it must ensure operational efficiency and resource productivity to
minimize the dependence on government subsidy.
4. Being a part of a state, it must meet all its legal obligations related to safety and taxation and
social expectations related to employees.
5. As a corporate entity, it must ensure its long-term financial and operational viability.
6. From customers’ perspective, GSRTC should provide modern, world class efficient service at
an affordable price.
1.3.1 Mission & Vision of GSRTC
 GSRTC has 125 depots, 16 divisions and a Central office / Central Workshop
 GSRTC has a fleet size of around 7117 buses
 GSRTC is operating 30 lakh kilometers daily with 43400 trips and catering daily 22 lakh
passengers
 GSRTC is covering 98% of the villages and 99% population of Gujarat in addition to
plying to important destinations outside the state
GSRTC’s vision is to provide efficient, safe, comfortable and affordable public transport in
Gujarat and its mission is to make GSRTC as the key contributor to the economic and social
growth of state. To do so, emphasis is being laid on improving delivery system and by raising
quality of service. The focus is to have passenger friendly initiatives and as well strengthen the
existing mechanism by capacity building and inducting modern gadgets in the organization.
Table No. 1.2: Showing the Number of New Buses Purchased by GSRTC.
(Source: Achievement report 2016 of GSRTC )
Year Diesel CNG Total Total expenditure
(in crore)
2005-06 1000 200 1200 157.32
2006-07 700 300 1000 140.13
2007-08 1000 500 1500 212
2008-09 700 400 1100 153
2009-10 - - 1690 248.50
2010-11 - - 1951 281
2011-12 - - 2850 440
2012-13 - - 1050 290
2013-14 - - - -
2014-15 - - 1050 190
2015-16 - - 1050 205
2016-17 - - 1600 361
2017-18** - - 1600** 410
Improvement in Efficiency Parameters:
 Load Factor has been increased from 63% in 2007-08 to 66.22% in 2016-17
 Vehicle Utilization increased from 396 kms in2007-08 to 448 kms in 2016-17 which is
second highest in the country
 Diesel K.M.P.L. is increased from 5.37 in 2007-08 to 5.42 in 2016-17
 GSRTC achieved highest K.M.P.L. of Diesel in the country and getting national award
for the highest achievement of K.M.P.L. consecutively since last five years.
 Rate of Breakdown per 10000 kms drastically came down from 0.50 in 2007-08 to 0.05
in 2016-17.
 Rate of Accidents per 1 lakh kms decreased from 0.16 in 2007-08 to 0.05 in 2016-17.
Passenger Friendly Measures:
 Monthly/Quarterly pass scheme at the rate of 50% fare for daily commuters
 Free traveling for village girl students
 Free traveling age limit for children has been increased from 3 years to 5 years
 Free luggage carrying capacity has been increased from 15 kg. to 25 kg per passenger
 Introduced E-ticketing
 Introduced POS Machines at all Depots Reservation Counters for Passengers
Plan for the year 2017-18:
The State Government had provided Rs.759.8309 Cr under plan ceiling for strengthening
GSRTC in the year 2017-18.This includes a huge amount of Rs.633.8309 Cr as equity and
Rs.126 Cr. as loan
 For purchase of new buses Government has provided Rs.410 Cr to GSRTC from which
GSRTC will induct 1600 new bus.
 For the construction of bus stations Government has provided Rs.150 Cr.
 For the upgradation and modernization of workshops Government has provided
Rs.4.8509 Cr
 For the implementation of Information Technology in various areas of GSRTC, the
Government has provided Rs.35 Cr
 The State Government has provided a loan of Rs.126 Cr. for the restructuring of debt and
to meet with other development expenditure
 To clear old outstanding loans Government of Gujarat will provide Equity contribution of
Rs. 33.98 Cr. in the year 2017-18.
1.3.2 Performance of GSRTC

While going through the financial analysis and discussion about the performance with the
Officials of GSRTC, I have found that following factors which are the main causes of the heavy
losses the GSRTC is suffering from.
AGE PROFILE OF FLEETS
GSRTC offers passenger transport services, the efficiency lies in providing qualitative services
in terms of safety and punctuality. The prime resource of GSRTC is its buses, so the acquisition
of new buses from time to time is necessary for augmenting the existing fleets as well as for
replacing the old and unserviceable buses. Proper upkeep and effective utilization of vehicles and
efficiency in operations will increase revenue and control the cost of operations while over aged
buses results in increased cost of repairs, and maintenance and excess fuel consumption.
Association of State Road Transport Undertakings (ASRTU) had recommended (1971) that the
normal life of a bus should be considered as eight years or five lakh kilometers of operation
whichever is earlier. GSRTC, however, has fixed 8.37 lakhs kilometers for over aged buses. The
chart and table given below reveals the fleets, composition of fleets held by GSRTC during the
study period.
1.4 Need of determining schedule reliability

Route network for village, town and city is a spinal cord of public transport system. Normally
only one type of public transportation mode will be operation in regional network. In the small
city scheduling of the services is not based on demand analysis. The schedule bus services
include more than one route; however, scheduling is based on the observation that the morning
and evening peak requirements are more than the rest of the day. The performance of the public
transport system more or less depends on it. Some sections of the network will be common to
two or more routes. The demands between some of the O-D pairs can be satisfied by more than
one route and will be shared between the competing routes. Route should be proposed after the
detailed study of commercial, residential, industrial, and educational work trips. Optimal routes
and optimal fleet size should be decided for economic operation of the bus depot.
While the case can be made for public transportation, the challenges facing wide-spread
implementation of public transportation are several. Transit agencies across the country
periodically survey residents of region, both riders and non-riders alike, to identify these
challenges. What follows is a brief summary of some the concerns most often identified by
riders.
In order of decreasing importance:
 Delay time when transporting


 On-time performance

 Cleanliness of somewhere to live

 Individual protection on bus after dim

 Travel time by bus

 Capability to get parking at park-n-ride lots

 Frequency of facility (particularly at night)

 Availability of seating

 Where routes go

 Inside cleanliness

 Driver operates vehicle in safe / competent manner

 Personal safety waiting after dark

1.5 Problem statement
In the road transit system the cost due to lack in punctuality of buses arrival and departure, which
directly affects the travelers service. Rural area of country plays significant roll to improve
reliability of GSRTC schedule. Schedule punctuality should be given priority for any route or
existing route scheme to increase the service of passengers and to reduce the travel time and cost.
Schedule reliability is not only damage travel time but effect economically and affect more
emotionally to humanity in many circumstance. Many time it may happen due to any lack of
improper scheduling, some time road design or drivers disability, which reasonably modifiable
for any condition to increase reliability of GSRTC service of the region. Schedule reliability
shall be given first priority at planning, design, scheduling, and operation.
In the rural roads irregularity of buses due to lack in scheduling, weather effects and surrounding
environment play vital role for schedule reliability. Very few studies have been conducted to
develop the model for schedule reliability for mentioned parameters. Therefore, this study is
aimed to develop detailed schedule reliability for the selected study area of Arvalli district. From
the collected data and detailed survey of the relating study about schedule reliability a model can
be developed to predict the probability of reliability occurrences.
1.6 Aim of the study

The main aim of the study is to determine the schedule reliability of GSRTC buses in arvalli
district.
1.7 Objective of the study
The main objective of the study is to determine the improvement measures for the existing
transport service of S.T. depots of Aravalli District using manual analysis technique. Following
are the specific objectives.

To assess the existing bus routes and schedule.

To determine the existing travel demand on bus routes of Aravalli District.

To propose modified schedule.

To suggest improved routes.
1.8 Scope of the study:
This study is limited to selected study area of Arvalli district.

 This study will examine route network of selected study area for schedule reliability.
 With the suggested measures, if GSRTC will be implemented then
 Service rate may increase,
 Schedule reliability improve,
 More revenue generation of GSRTC,
 Rate of loss of GSRTC buses may be reduced.
1.9 Structure of the report
The present report consists of six chapters.
Chapter 1 Gives a brief introduction, problem statement, aim of the study, objective of the
study, and scope of the study.
Chapter 2 Contains the case studies of different cities and literature review of schedule
reliability of bus transit system related to this proposed study.
Chapter 3 Contains the conceptual methodology adopted for determining schedule reliability.
Chapter 4 Contains the study area and detail of selected stretch including detail data collection.
Chapter 5 Detail data analysis and result.
Chapter 6 Conclusion.
References.
1.10 Summary
This chapter includes scenario of transport condition in current time which prove the need of
completely transportation system. It also includes aim of the study and objective.
Chapter 2
Review of Literature
2.1General
In this chapter In order to achieve a clear knowledge in the field of improvement of bus transit
service and modeling techniques, a literature review was performed. Large numbers of studies
have been conducted globally for improving of bus transit service.
2.2 Reviewed Paper

Tsegaye Firew (2016) has studied Analysis of Service Reliability of Public Transportation in
the Helsinki Capital Region: The Case of Bus Line 550. A reliable PT service is one that adheres
to schedule and whose vehicles run on-time. It is generally recognized that deviation from
schedule (unreliability) in PT is an important operational problem that affects both operators and
passengers. Measuring the level of deviation from schedule helps operators and PT authorities
identify and improve gaps in service delivery. Recorded large operational data from Automatic
Vehicle Location (AVL) and Automatic Passenger Counter (APC) provide an opportunity to
analyze operational performance quality of a PT with a minimum cost.
The objective of the thesis was to analyze service reliability of a circumferential high-frequency
bus line 550 in Helsinki Capital Region (HCR) using data from AVL and APC systems. Five
different service reliability measures were used in this study. These were on-time performance,
headway adherence, vehicle trip-time variability, passenger wait time and passenger travel time.
The first three are agency oriented reliability measures and the last two are passenger oriented.
The overall analysis revealed that performance deteriorated further along the line in both
directions. The occurrence of bunching increased towards the end of the route. There is a room
for improvement in both agency and passenger oriented measures. Keeping a regular headway on
the route is very important, especially for short headway service periods. Passengers perceive
reliability mainly in terms of additional waiting and travel time. Improving these aspects of
service leads to higher passenger satisfaction which could translate into increased patronage for
the PT agency. On-time performances at five stops for different time periods were analyzed. In
this study, the criteria for evaluating the on-time performance is based on half-a-minute early and
a-minute late. That is, arrival or departure of a vehicle with in the interval [0.5 minutes early, 1
minute late] is considered to be on-time. This range is strict compared to international ranges for
evaluating on-time performance of a public transport. For instance, several public transport
agencies in the united states make use of the range [1 min early, 5 min late] to evaluate on-time
performance of their service.
Shuai et al. (2008) have represent the travel time and interval of vehicles are sensitive in the
public transport system. Even though the scheduled frequencies are fixed, actual frequencies may
fluctuate heavily. Based on the theory of reliability and the trip chain of public transit, the paper
researched the travelling time of buses and the waiting time that passengers spend on the stop
from the view point of passengers. The model of travel time reliability and waiting time
reliability of transit have been established. Finally, the time reliability of transit during evening
peak hours has been analyzed and calculated using data of Beijing public transit system.
Haitham M. Al-Deek et al. (2006) have represented The measurement of transportation

network travel time reliability is imperative to provide drivers with accurate route guidance
information and to generate the shortest path or alternative paths connecting origins and
destinations, especially under conditions of varying demands and limited capacities. Previous
studies assumed that link failures in a road network are statistically independent and that
reliability probabilities are perfectly determinable. In real life, these assumptions are dubious,
because the failure of a link in one particular area does not necessarily result in the complete
failure of the neighboring link, but may lead to deterioration of its performance. This paper
presents a new methodology to study the multistate system reliability analysis of transportation
networks for which one cannot formulate an “all or nothing” type of failure criterion and in
which dependent link failures are considered. The methodology is presented, using a numerical
example, for computing the probability that travel time between an origin and a destination may
exceed a threshold.
Patel et al. (2014) studied Impact of Irregularity and Loss of Punctuality on the Performance of
Public Transportation System, from the need for and importance of punctuality and regularity in
public transport are outlined. Various performance indicators are defined. All the bus routes
which connect Himatnagar city Depot in Sabarkantha district of Gujarat state to important
locations like Ahmadabad, Mehsana, Deesa and Modasa is taken as study area. Here study is
made to measure irregularity and loss of punctuality on the basis of which performance of depot,
route is evaluated. Also causes for irregularity and loss in punctuality are highlighted with
suggestions to improve transit system performances.
Kattor et al. (2003) have developed Some of the features related to the transit scheduling
problem which any methodology designed to solve the problem must be capable of handling are:
1. Coming time of a bus at stop is dependent on the coming time of the bus at the previous stop.
2. Arrival times of buses at a stop are generally not exactly as per the schedule. Arrival times are
generally casually spread around the programmed arrival times. Since coming times isn‘t
correctly as per schedule, leaving times is also not correctly as per time-table.
3. If request for a route is very high during a particular period, then the queue established for
that route at the stop may not be cleared entirely by the next bus of the route due to limited bus
capacity. In such cases, the formation and the dissipation of the queue must be tracked so that
realistic values for the waiting times and transfer times can be obtained.
4. The arrival patterns in passengers at stops may vary extensively; stops which primary has
commuters may be see a flow in passengers is very high on arrivals just before the arrival time of
a bus (since schedule is known); where stops which have a huge percentage of uneven
passengers may see a reasonably unchanging arrival rate.
Savsar et al. (2011) has represented in this paper presents Buses program and direction-finding
problems have been calculated for more than 40 years. Public Transport Company (KPTC),
which has 40 bus routes that connect different parts of the urban area collected with 600 buses
operating in these routes. In this paper, we present a model and related analysis of the routes in
order to improve current time-tabling operations and decrease the total cost with better service to
the passengers. First, present bus time tabling system in KPTC is investigated in order to classify
potential areas for developments and to investigate the suitable solution for main routes for
development. Required data are both collected or projected depending on accessibility. The
modeling and the analysis are then carried out using the collected data. The resulting bus time-
tabling and paths are then estimated using some cost measures. The results show to important
enhancements and cost savings. In order to analyze the public transport system, a complete study
of the present paths and time-tabling is required. After examining the present system in KPTC
with favor to its paths and time-tabling, we decided that the highest difficult was the continuous
number of buses running in all paths at changed times of the day while the number of passengers
diverse from time to time throughout the day. Linear programming model was applied, following
the data collection, to get the optimal number of seats (buses) per route per time slot. The new
routing system obtained from the model output will have new schedules for buses and drivers
that vary in accordance with passenger demands per time slot. This will result in an better use by
10% with a balanced bus utilization along the routes as well as sinking working hours by 20%
which 15% will finally result in saving costs of salaries by 15%, 18% fuel cost, 19% will
replaced parts, and 19% will deprecation of buses. Overall, the projected system is appraised to
crop around 100,000 KD in savings per month. The results show that the modeling approach
presented in this paper can result in significant improvements in the bus routing system.
Kitamura and Fujii. (2001) Regular approaches in transportation scheduling study are studied
from a broad standpoint in this sector. The conversation opinions out that the present methods
are based on incomplete sets of input data and processes of helpfulness, and that, like travel
response study, they are ‗trip-based‘ and try to calculate the merits of arrangement replacements
based only on procedures related with trips and trip-making. Therefore the power of scheduling
replacements on the good of urban residents, or their excellence of life, is not satisfactorily
arrested. Conventional inputs to transportation planning analysis typically comprise:
 records of reported trips;


 demographic and socio-economic features;

 families and personally;

 highway and transit linkage records; and

 Land use and other regional features.
Principal methods of success, other than the cost, in transportation development have been:
 level of service;

 capability;

 chemical discharges effects; and

 Protection.


Jie Lin. (2008) presented a framework for bus schedule reliability, This paper develops and
demonstrates a quality control framework for bus schedule reliability. Automatic Vehicle
Location (AVL) devices provide necessary data; Data Envelopment Analysis (DEA) yields a
valid summary measure from partial reliability indicators; and Panel Data Analysis provides
statistical confidence boundaries for each route-direction’s DEA scores. If a route-direction’s
most recent DEA score is below its lower boundary, it is identified as in need of immediate
attention. The framework is applied to 29 weeks of AVL data from 24 Chicago Transit Authority
bus routes (and therefore 48 route-directions), thereby demonstrating that it can provide quick
and accurate quality control.
Chapter 3
Methodology
3.1 General
This chapter describes the methodology to be adopted for the proposed study. As it is aimed to
improve the existing bus service system of Aravalli District, different types of surveys will be
conducted. Inspection of existing routes of Aravalli District, Road side interview, mode
utilization, O-D details and demand of passengers are necessary to determine the deficiency of
existing bus system. The detailed methods are given in following sections.
3.2 Methodology
Based on the problem, primary database will be collected as follows:


1. Inspection of existing route
- Surface condition
- Geometry
- Need of major and minor C.D.W.

2. Road side interview
-
Mode utilization
- O-D pattern

3. Bus utilization survey

- Boarding alighting of passengers
→Based on Problem, secondary data will be collected as follows:

Existing maps
Census data
→Data available from GSRTC office

-Existing routes
-Bus fleet size

-Condition of buses , Revenue generated from the buses and expenditure.
3.3 Methodology flowchart
Identification of the Problem
Objectives and scope of the

Primary Data Secondary data
study
 Road side interview  Existing maps
- Public review  Census of data

Literature review
 Bus utilization survey  Data available from
GSTRC offices
- Boarding Alighting Data collection - Existing schedule
passengers - Bus fleet size
- Actual arrival and - Condition of buses
departure of the buses - Revenue generated
Data analysis and result from the buses and

expenditure
 Calculating difference
between existing
schedule and observed
schedule
 Calculating travel time
reliability
Output: Determination of
Schedule Reliability,
Suggestions for improvement
Fig 3.1 Methodology flow chart
3.4 Data base
There are two types of data to be collected.
1. Spatial data
2. Non-spatial data
3.4.1 Spatial data
There are some primary data bases to be collected from the Modasa, Bhiloda, Bayad
municipality and some maps to be collected from Google map. In the maps following features
can be found.
 Boundary of taluka.
 Road network of Gujarat state
 Existing road Network.
 Bus routes are starting from and join many other villages and city.
 Total length of route in KM.
 Actual arrival and departure schedule of buses.
3.4.2 Non-spatial data
There are some secondary data bases to be collected from GSRTC division offices and depot
manager as follows:
 Departure and arrival time at origin and destination
 No. of buses used for each route per day.
 Expenditure and revenue generation.
3.5 Methodology for improving transit system of regional area
3.5.1 Road side interview
This survey helps to know time wise O-D demand on the stops of bus routes. During interview
of the users, their opinion and requirements regarding existing bus service can be collected. This
information helps to decide how to improve bus facilities, timings and routes for the Aravalli
District depot. This survey format is shown in Annexure 1
3.5.2 Mode utilization by the passengers
On the existing bus routes passengers use GSRTC bus as well as IPT (Intermediate Public
Transit) and personalized modes during the day time. Hence, it is necessary to collect the data of
different mode utilization by the passengers on the stops of bus routes. It gives existing
percentage share of different modes time wise. The designed survey format is shown in
Annexure 2.
3.6 Reliability Measurement

“The Reliability of a system is the probability that the system performs a specified function
under specified operational and environmental conditions at and throughout a specified time.”
Quantitatively, reliability is the probability of success. Usually expressed as Mean Time Between
Failures (MTBF).
“A collection of planned activities (established through formal and informal management

systems) that are effectively working together to prevent loss of system function.” This second
definition is a managed approach to maintain the reliability of system functions. Both definitions
refer to the system and maintaining the functionality of the system.
3.7 Travel Time Reliability
Travel time reliability RT can be expressed using well-defined reliability engineering functions
failure rate or hazard rate function, T. Mathematically, the relationship between the reliability
and the failure rate hazard function can be written as in Kececioglu(1991), Tobias and Trindade
(1995) , Hoyland and Rausand 1994, and Wolstenholme 1999.
Once the travel time distribution of a link is known, then the reliability function of that link can
be determined.
Travel time reliability can directly reflect the service level of public transit. The more travelling
time reliability, the higher service level will win. Travelling time reliability can be use to
measure bus scheduling management, operation validity and route accessibility. The model is
described by equation.(1)
…………….. (1)
……………… (2)
Where, = Arrival delays of travel (i,j) at stop j
= Actual time of arrival of travel (i,j) at stop j
= Scheduled arrival time at stop j.
= Departure delay of travel (i,j) from stop i.
= Actual time of departure of travel (i, j) at stop i
= Scheduled departure time of stop i .
Traveling time reliability of the transit network is the outcome of the interaction between fixed
schedules and stochastic travel operations. Bus schedules are designed and usually optimized to
achieve the maximum profit possible. A trade off situation exists, where a line tries to
utilize/optimize its resources (bus and crew),while considering the flexibility/reliability of
scheduled operations. To allow some space to maneuver in irregular operations and maintain a
target OPT, buffer times (slack times) are widely used to relax bus schedule. Based on this
methodology, a number of reliability indices are formulated by equations (4)-(6)
……..(4)
Where,
= departure/arrival reliability of travel (i,j) , = expected departure/arrival delay of

travel
= actual departure delay of travel (i,j) , = actual arrival delay of travel (i,j)
3.8 Summary
The necessary steps of methodology, required surveys and their formats have been discussed in
this chapter. The following chapter will discuss about the selected study Area Aravalli District,
existing bus routes and data collection.
Chapter 4
Study Area and Data collection
4.1 General
Aravalli is a district in the state of Gujarat in India that came into being on August 15, 2013, lies
at 24.0283° N, 73.0414° E in western India becoming the 29th district at 197 metres (646 feet)
above sea level on the banks of the Mazum river, in north Gujarat state. The district has been
carved out of the Sabarkantha district. The district headquarters at Modasa. Figure 4.1 shows the
location of Aravalli district in the map of Gujarat.
Modasa, Malpur, Dhansura, Meghraj, Bhiloda and Bayad are former Talukas of Aravalli district.
of these, Meghraj, Malpur and Bhiloda are tribal dominated Talukas. The district includes 676
villages and 306 village panchayats with a total population of 1.27 million and is the most
literate (74%) tribal district in Gujarat.
Modasa exists in Aravalli district, Gujarat state with 23.47°N73.°33'E at an average elevation of
about 197 meters and total area of Modasa town is 31.09 sq. km. the total population of Modasa
67648 as per census 2011. Modasa is located in north corner of Gujarat Modasa is 98 KM from
the Ahmedabad and 156 KM from Udaipur, Rajasthan. The town is center for social,
commercial, residential, cultural, political and economic activities of Modasa taluka.
Bhiloda exists in Aravalli district, Gujarat state with 23°28'N73°09'E at an average elevation of
about 80 meters and total area of Bhiloda town is 23.40 sq. km. the total population of Bhiloda
22410 as per census 2011. Bhiloda is located in north corner of Gujarat Bhiloda is 131 KM from
the Ahmedabad and 175 KM from Udaipur, Rajasthan. The town is center for social,
commercial, residential, cultural, political and economic activities of Bhiloda taluka.
Bayad exists in Aravalli district, Gujarat state with 23°13'N73°13'E at an average elevation of
about 95 meters and total area of Bayad town is 19.77 sq. km. the total population of Bayad
17650 as per census 2011. Bayad is located in north corner of Gujarat Bayad is 91 KM from the
Ahmedabad and 191 KM from Udaipur, Rajasthan. The town is center for social, commercial,
residential, cultural, political and economic activities of Bayad taluka.
4.2 Transportation connectivity in Modasa depot.

 There are 16 divisions of GSRTC in Gujarat state and the Modasa is in the Himatnagar
division.
 There are 84 Schedules in the Modasa depot per day and there are 10 Gurjarnagri, 13
express, 45 local, and 17 mini buses running per day schedule.
 In the Modasa depot the buses running per day about total 35275 km.
4.3 Transportation connectivity in Bhiloda depot.

 There are 16 divisions of GSRTC in Gujarat state and the Bhiloda is in the Himatnagar
division.
 There are 59 Schedules in the Bhiloda depot per day and there are 4 Gurjarnagri, 15
express, 27 local, and 15 mini buses running per day schedule.
 In the Bhiloda depot the buses running per day about total 22996 km. Among which 2606
km covered by Gurjarnagri, 6275 km covered by express, 8704 km covered by local and
5411 km covered by mini buses per day.
4.4 Transportation connectivity in Bayad depot.

 There are 16 divisions of GSRTC in Gujarat state and the Bayad is in the Himatnagar
division.
 There are 51 Schedules in the Bayad depot per day and there are 5 Gurjarnagri, 8 express,
30 local, and 8 mini buses running per day schedule.
 In the Bayad depot the buses running per day about total 21125 km.
Gujarat India
Aravalli
Aravalli Dist. Road Map
Figure 4.1 Study Area Map
Modasa Bus Depot. Dhansura Bus Depot
Bhiloda Bus Depot.

Meghraj Bus Depot
Figure 4.2 Aravalli District Bus Depot.

4.5 Gujarat State Road
Transport Corporation
(GSRTC)
The number of routes operated by the

GSRTC at the end of 1999-2000 was
1957, which are increased to 20092 at the
4.5 Gujarat State Road
end ofTransport Corporation
2000-2001. The (GSRTC)
increase was due
to new routes and schedules. The route
Bayad Bus Depot.
km coverage has also increased from Malpur Bus Depot.
11.34 lakhs km in 1999-2000 and around
26 lakhs km in 2012-13. The average
The number of routes operated by the GSRTC at the end of 1999-2000 was 1957, which are
increased to 20092 at the end of 2000-2001. The increase was due to new routes and schedules.
The route km coverage has also increased from 11.34 lakhs km in 1999-2000 and around 26
lakhs km in 2012-13. The average number of passengers travelled 24 lakhs in 2012-13.
In the GSRTC diesel consumption K.M.P.L. is increased from 5.33 in 2007-08 to 5.37 in 2012-
13. Rate of accidents per 1 lakhs km decreased from 0.16 in 2007-08 to 0.07 in 2012-13. GSRTC
getting the national award for the highest achievement of the K.M.P.L. consecutively since last 5
years, vehicle utilization increased from 396 kms in 2007-08 to 425 kms in 2012-13 which is
second highest in the country.
4.6 Administrative set up of GSRTC

Administrative set up of GSRTC in four parts.
1. Main central offices.
2. Division offices.
3. Depot personal offices.
4. Main central workshops.
GSRTC came in to existence on 1st may 1960 on formation of Gujarat. From a modest beginning
of 7 divisions and 76 depots, now this day it has 16 divisions, 127 depots, 1 central office and
workshop. In GSRTC around 226 bus stands and around 8000 buses in the 2012-13. The goal of
GSRTC in 2013-14 was to purchase 1265 new buses and construct 17 new bus stands. Existing
routes of Modasa bus depot shown in Table 4.1.
From the collected data and detailed survey of the relating study about schedule reliability, a
model can be developed to predict the probability of reliability occurrences and measures for the
improvement can be suggested.
4.7 Data Collection

For the detail study of reliability of GSRTC buses required data of schedule time and actual time
of buses collected and as per methodology.also the expected delay time is taken from the public
opinion survey as per requirement of study.in table 4.1 to 4.4 schedule time of buses , actual
arrival time of buses and actual departure time of buses collected. Public opinion survey shown
in table 4.5.
Table 4.1 collected data route Modasa to bhiloda
Route Name : MODASA TO BHILODA

SCHEDULE ACTUAL SCHEDULE ACTUAL
BUS NAME ORIGIN DEPARTURE DEPARTURE DESTINATION ARRIVAL ARRIVAL
TIME TIME TIME TIME
MALPUR –
MODASA 7:00:00 7:10:00 Bhiloda 8:15:00 8:30:00
AMBAJI
MODASA –
MODASA 7:45:00 7:42:00 Bhiloda 9:15:00 9:08:00
BHILODA
THERMAL -
MODASA 9:00:00 10:15:00 Bhiloda 11:15:00 11:20:00
KHEDBHRAMA
GADHA
DUNGAR – MODASA 9:30:00 9:42:00 Bhiloda 10:35:00 10:40:00
IDER
PAWAGADH -
MODASA 10:30:00 10:41:00 Bhiloda 11:35:00 11:55:00
BHILODA
KHEDA -
MODASA 10:45:00 11:02:00 Bhiloda 11:50:00 12:18:00
IDER
DAHOD -
MODASA 11:15:00 11:15:00 Bhiloda 12:20:00 12:42:00
BHILODA
MODASA -
MODASA 11:30:00 11:25:00 Bhiloda 12:45:00 13:03:00
JAMBUDI -
MODASA -
MODASA 12:00:00 12:00:00 Bhiloda 13:15:00 13:37:00
BHILODA
BAYAD-
MODASA 12:45:00 12:46:00 Bhiloda 13:50:00 14:02:00
AMBAJI
JAGADIYA-
MODASA 14:30:00 14:36:00 Bhiloda 15:35:00 15:58:00
AMBAJI
BALASINOR-
MODASA 14:30:00 14:40:00 Bhiloda 15:35:00 15:49:00
AMBAJI
CHANOD –
MODASA 15:15:00 15:25:00 Bhiloda 16:20:00 16:33:00
AMBAJI
KAPADVANJ -
MODASA 16:30:00 16:30:00 Bhiloda 17:35:00 17:51:00
VIJAYNAGAR
GODHARA -
MODASA 17:15:00 17:15:00 Bhiloda 18:20:00 18:38:00
BHILOSDA
MODASA -
MODASA 16:15:00 16:14:00 Bhiloda 17:45:00 17:58:00
BHILODA
DAHOD -
MODASA 17:30:00 17:32:00 Bhiloda 18:35:00 18:44:00
BHILODA
PETLAAD -
MODASA 18:00:00 18:10:00 Bhiloda 19:05:00 19:18:00
VIJAYNAGAR
BODELI -
MODASA 18:15:00 18:12:00 Bhiloda 19:20:00 19:25:00
IDER
Table 4.2: data collection of route Modasa to Bayad
Route Name : MODASA TO BAYAD
TIME TIME TIME TIME
MODASA- SURAT MODASA 4:45:00 4:48:00 BAYAD 5:45:00 5:52:00
HIMAATNAGAR- VADODRA MODASA 6:00:00 6:15:00 BAYAD 7:00:00 7:21:00
SAMLAJI- NADIYAAD MODASA 6:30:00 6:37:00 BAYAD 7:15:00 7:26:00
MALPUR – PETLAAD MODASA 6:45:00 6:49:00 BAYAD 7:30:00 7:32:00
SAMLAJI- VADODRA MODASA 6:45:00 6:54:00 BAYAD 7:45:00 8:02:00
MEDHASAN- ANAND MODASA 7:15:00 7:22:00 BAYAD 8:00:00 8:22:00
MODASA- PAVAGADH MODASA 7:30:00 7:35:00 BAYAD 8:30:00 8:43:00
MODASA- NADIYAD MODASA 7:40:00 7:56:00 BAYAD 8:25:00 8:37:00
MODASA- DAKOR MODASA 7:45:00 7:47:00 BAYAD 8:30:00 8:53:00
HIMAATNAGAR- BAYAD MODASA 8:00:00 8:13:00 BAYAD 9:05:00 9:13:00
IDAR- VADODRA MODASA 8:15:00 8:36:00 BAYAD 8:45:00 8:56:00
MEGRAJ- BAYAD MODASA 8:30:00 8:38:00 BAYAD 9:15:00 9:23:00
AMBAJI- BALASINOR MODASA 8:45:00 9:00:00 BAYAD 9:30:00 9:41:00
MODASA- VADODRA MODASA 9:00:00 9:05:00 BAYAD 10:00:00 10:12:00
MODASA- GABATH MODASA 9:15:00 9:22:00 BAYAD 10:00:00 10:24:00
AMBAJI- BAYAD MODASA 9:30:00 9:37:00 BAYAD 10:05:00 10:34:00
MODASA- NADIYAAD MODASA 9:45:00 9:58:00 BAYAD 10:30:00 10:43:00
AMBAJI- CHANOD MODASA 10:45:00 11:02:00 BAYAD 11:45:00 11:54:00
MODASA -BAYAD MODASA 10:45:00 10:50:00 BAYAD 11:30:00 11:42:00
MALPUR- BAYAD MODASA 11:00:00 11:03:00 BAYAD 11:45:00 11:52:00
AMBAJI- JAGADIYA MODASA 11:00:00 11:17:00 BAYAD 12:00:00 12:23:00
MODASA- BAYAD MODASA 11:15:00 11:22:00 BAYAD 12:00:00 12:18:00
MODASA- BALASINOR MODASA 11:45:00 11:52:00 BAYAD 12:35:00 12:50:00
SHAMLAJI- BALASINOR MODASA 11:45:00 11:58:00 BAYAD 12:40:00 12:57:00
MODASA- KAPADVANJ MODASA 11:45:00 12:02:00 BAYAD 12:30:00 12:43:00
UNDVA- VADODRA MODASA 12:40:00 12:56:00 BAYAD 13:40:00 13:49:00
RATANPUR- ANAND MODASA 12:30:00 12:47:00 BAYAD 13:30:00 13:52:00
BHILODA- KHMBHAT MODASA 13:00:00 13:26:00 BAYAD 13:45:00 14:04:00
HIMMATNAGAR- KAPADVANJ MODASA 13:30:00 13:42:00 BAYAD 14:10:00 14:32:00
SREENATHDHVARA- MODASA 14:15:00 14:39:00 BAYAD 15:42:00
VADODRA 15:15:00
MALPUR- KHMBHAT MODASA 14:15:00 14:20:00 BAYAD 15:00:00 15:22:00
MEGRAJ- AMOD MODASA 14:45:00 14:59:00 BAYAD 15:45:00 15:53:00
SHAMLAJI- PETLAAD MODASA 14:45:00 14:55:00 BAYAD 15:30:00 15:46:00
MODASA- KAPADVANJ MODASA 15:05:00 15:15:00 BAYAD 15:50:00 15:58:00
VISNAGAR- DAKOR MODASA 15:15:00 15:21:00 BAYAD 16:00:00 16:24:00
BHILODA-MUMBAI MODASA 15:30:00 15:37:00 BAYAD 16:30:00 16:36:00
AMBAJI- DAKOR MODASA 15:30:00 15:46:00 BAYAD 16:15:00 16:22:00
MODASA- VADODRA MODASA 16:00:00 16:07:00 BAYAD 16:45:00 16:55:00
DAHOD- BAYAD MODASA 16:05:00 16:13:00 BAYAD 17:05:00 17:13:00
IDAR- KHEDA MODASA 16:15:00 16:26:00 BAYAD 17:00:00 17:11:00
SHAMLAJI- BAYAD MODASA 16:45:00 16:53:00 BAYAD 17:30:00 17:38:00
HIMATNAGAR- NADIYAAD MODASA 17:40:00 17:47:00 BAYAD 18:25:00 18:38:00
KHEDBHRAMA- THERMAL MODASA 17:45:00 18:07:00 BAYAD 18:30:00 18:41:00
THARAD- BAYAD MODASA 20:00:00 20:16:00 BAYAD 21:00:00 21:14:00
table 4.3: data collection of route Modasa to Malpur
Route Name : MODASA TO MALPUR
TIME TIME TIME TIME
M0DASA - VADODRA MODASA 6:00:00 6:05:00 MALPUR 6:25:00 6:36:00
MODASA- KALIYAKUVA MODASA 6:00:00 6:08:00 MALPUR 6:35:00 6:42:00
MODASA- GODHRA MODASA 6:00:00 6:04:00 MALPUR 6:35:00 6:49:00
SHAMLAJI - BODELI MODASA 7:00:00 7:08:00 MALPUR 9:25:00 9:29:00
MODASA -DAHOD MODASA 7:00:00 7:02:00 MALPUR 7:25:00 7:29:00
MODASA - VIRPUR MODASA 7:20:00 7:22:00 MALPUR 7:55:00 8:05:00
BHILODA- DAHOD MODASA 7:30:00 7:34:00 MALPUR 8:05:00 8:16:00
MODASA- BILIMORA MODASA 7:30:00 7:37:00 MALPUR 7:55:00 7:59:00
VIJAPUR-PADRA MODASA 7:40:00 7:46:00 MALPUR 6:05:00 6:15:00
MODASA- JOGIVANTA MODASA 8:00:00 8:06:00 MALPUR 8:35:00 8:45:00
HIMMATNAGAR - MODASA 8:15:00 8:33:00 MALPUR 8:45:00 8:58:00
GODHARA
VIJAPUR- PATVEL MODASA 8:20:00 8:38:00 MALPUR 8:45:00 8:54:00
SANTRAAMPUR
VADODRA
BAYAD- DAHOD MODASA 8:40:00 8:52:00 MALPUR 9:05:00 9:14:00
AMDAVAAD- MALPUR MODASA 9:15:00 9:36:00 MALPUR 9:50:00 10:04:00
MANSA- SANTRAAMPUR MODASA 9:30:00 9:42:00 MALPUR 9:55:00 10:02:00
VIJAPUR- JALOD MODASA 9:30:00 9:39:00 MALPUR 9:55:00 10:07:00
AMBAJI- CHHOTAUDEPUR MODASA 9:40:00 9:53:00 MALPUR 10:05:00 10:19:00
AMDAVAAD- JALOD MODASA 9:45:00 9:56:00 MALPUR 10:10:00 10:22:00
KADI- DAHOD MODASA 9:45:00 9:56:00 MALPUR 10:10:00 10:26:00
IDER- KARANTA MODASA 10:00:00 10:18:00 MALPUR 10:20:00 10:38:00
MODASA -SURAT MODASA 10:00:00 10:05:00 MALPUR 10:25:00 10:33:00
AMBAJI- LINAVAADA MODASA 10:15:00 10:24:00 MALPUR 10:50:00 11:03:00
HIMMATNAGAT- SURAT MODASA 10:30:00 10:46:00 MALPUR 10:55:00 11:02:00
MODASA- MALPUR MODASA 10:30:00 10:39:00 MALPUR 11:05:00 11:14:00
MEHSANA- JALOD MODASA 10:30:00 10:43:00 MALPUR 10:55:00 11:12:00
NEHRUNAGAR- MODASA 10:40:00 10:52:00 MALPUR 11:05:00 11:21:00
SANTRAMPUR
MANSA- GODHARA MODASA 10:45:00 10:51:00 MALPUR 11:10:00 11:20:00
MODASA- VADODRA MODASA 10:45:00 10:50:00 MALPUR 11:20:00 11:29:00
PRANTIJ- SANTRAAMPUR MODASA 10:45:00 10:59:00 MALPUR 11:20:00 11:29:00
RADHANPUR- DAHOD MODASA 11:00:00 11:19:00 MALPUR 11:25:00 11:38:00
BHILODA- GODHARA MODASA 11:00:00 11:14:00 MALPUR 11:35:00 11:47:00
MANSA- SANTRAAMPUR MODASA 11:45:00 11:52:00 MALPUR 12:10:00 12:21:00
NADIAAD- MALPUR MODASA 12:15:00 12:27:00 MALPUR 12:50:00 13:01:00
PRANTIJ- DAHOD MODASA 12:20:00 12:28:00 MALPUR 12:45:00 12:58:00
DISA- DAHOD MODASA 12:40:00 12:48:00 MALPUR 13:05:00 13:17:00
MODASA- SURAT MODASA 13:00:00 13:10:00 MALPUR 13:25:00 13:40:00
MODASA- KALIYAKUVA MODASA 13:00:00 13:08:00 MALPUR 13:35:00 13:47:00
MODASA- RAAMGADHI MODASA 13:00:00 13:15:00 MALPUR 13:35:00 13:48:00
VIJAPUR- SURAT MODASA 13:20:00 13:34:00 MALPUR 13:45:00 13:52:00
KHEDBHRAMA- MODASA 13:40:00 13:51:00 MALPUR 14:05:00 14:13:00
CHOTAUDEPUR
VISNAGAR- DAHOD MODASA 13:45:00 13:56:00 MALPUR 14:10:00 14:23:00
MODASA- KAATKUVA MODASA 13:45:00 13:50:00 MALPUR 14:20:00 14:26:00
MODASA- GODHARA MODASA 14:30:00 14:37:00 MALPUR 15:05:00 15:12:00
MODASA- SURAT MODASA 14:45:00 14:50:00 MALPUR 15:10:00 15:16:00
PRANTIJ- VAGAD MODASA 15:00:00 15:17:00 MALPUR 15:35:00 15:42:00
MANSA- PAATVEL MODASA 15:00:00 15:12:00 MALPUR 15:25:00 15:37:00
MODASA- SURAT-MADHI MODASA 15:00:00 15:08:00 MALPUR 15:25:00 15:31:00
BHILODA- PAWAGADH MODASA 15:15:00 15:22:00 MALPUR 15:50:00 16:01:00
MEHSANA-GODHARA MODASA 15:15:00 15:27:00 MALPUR 15:40:00 15:53:00
MODASA-GODHARA MODASA 15:30:00 15:42:00 MALPUR 16:05:00 16:11:00
PALANPUR- DAHOD MODASA 15:30:00 15:35:00 MALPUR 15:55:00 16:04:00
RAAPAR-JALOD MODASA 15:35:00 15:43:00 MALPUR 16:00:00 16:12:00
HIMATNAGAR-DABHAOI MODASA 15:45:00 15:58:00 MALPUR 16:10:00 16:21:00
DISA- DAHOD MODASA 16:00:00 16:18:00 MALPUR 16:25:00 16:33:00
BAYAD-MALPUR MODASA 16:15:00 16:23:00 MALPUR 16:50:00 17:01:00
IDER- GADHADUNGAR MODASA 16:30:00 16:46:00 MALPUR 16:55:00 17:08:00
PRANTIJ- DAHOD MODASA 16:30:00 16:48:00 MALPUR 17:05:00 17:14:00
MANSA- DAHOD MODASA 16:45:00 16:53:00 MALPUR 17:10:00 17:18:00
MODASA- VALSAD MODASA 17:00:00 17:12:00 MALPUR 17:25:00 17:41:00
AMDAVAAD- KALIYAKUVA MODASA 17:15:00 17:23:00 MALPUR 17:50:00 17:56:00
AMBAJI- LUNAVADA MODASA 17:15:00 17:28:00 MALPUR 17:50:00 18:06:00
KALOL- PATVEL MODASA 17:20:00 17:36:00 MALPUR 17:55:00 18:12:00
DIODAR- DAHOD MODASA 17:30:00 17:48:00 MALPUR 17:55:00 18:13:00
AMDAVAAD- KADANADAM MODASA 17:30:00 17:39:00 MALPUR 18:05:00 18:21:00
DUNGARPUR- MUMBAI MODASA 18:00:00 18:18:00 MALPUR 18:25:00 18:37:00
AMDAVAAD- NANAVADA MODASA 18:10:00 18:26:00 MALPUR 18:45:00 18:53:00
AMBAJI- BARIYA MODASA 18:15:00 18:23:00 MALPUR 18:40:00 18:47:00
AMBAJI- MALPUR MODASA 18:45:00 18:56:00 MALPUR 19:10:00 19:18:00
AMBAJI- BODELI MODASA 19:15:00 19:24:00 MALPUR 19:40:00 19:52:00
MODASA- BILIMORA MODASA 19:30:00 19:37:00 MALPUR 19:55:00 20:02:00
PETLAAD- MALPUR MODASA 20:00:00 20:16:00 MALPUR 20:35:00 20:46:00
AMDAVAAD- MALPUR MODASA 20:15:00 20:26:00 MALPUR 20:50:00 21:06:00
SHREENATHDHVARA- MODASA 20:30:00 20:46:00 MALPUR 20:55:00 21:01:00
SURAT
AMDAVAD- KALIYAKUVA MODASA 20:30:00 20:42:00 MALPUR 20:55:00 21:02:00
AMDAVAAD- BHUNJARI MODASA 20:15:00 20:22:00 MALPUR 20:50:00 21:03:00
Table 4.4: data collection of route Modasa to Meghraj
Route Name : MODASA TO MEGHRAJ
TIME TIME TIME TIME
MODASA - MEGHRAJ MODASA 5:45:00 5:50:00 MEGHRAJ 6:20:00 6:34:00
MODASA- KALIYAKUVA MODASA 6:15:00 6:16:00 MEGHRAJ 6:50:00 7:02:00
MODASA- NAVAGAAM MODASA 6:15:00 6:18:00 MEGHRAJ 6:50:00 6:59:00
MODASA- NILKANTH MODASA 7:00:00 7:03:00 MEGHRAJ 7:35:00 7:43:00
MODASA- ADAPUR MODASA 7:00:00 7:10:00 MEGHRAJ 7:35:00 7:48:00
MODASA- MOYDI MODASA 7:15:00 7:20:00 MEGHRAJ 7:50:00 8:06:00
MODASA- DHOLVANI MODASA 7:40:00 7:48:00 MEGHRAJ 8:15:00 8:33:00
KAMPA
MODASA- MEGHRAJ MODASA 8:00:00 8:10:00 MEGHRAJ 8:35:00 8:43:00
MODASA- MEGHRAJ- MODASA 8:00:00 8:07:00 MEGHRAJ 8:35:00 8:51:00
LIMBHOI
AMDAVAAD- DUNGARPUR MODASA 9:00:00 9:16:00 MEGHRAJ 9:25:00 9:39:00
AMDAVAAD- UNDAVA MODASA 9:30:00 9:43:00 MEGHRAJ 9:55:00 10:11:00
MODASA- UNDAVA MODASA 10:00:00 10:10:00 MEGHRAJ 10:35:00 10:43:00
SANAND- RELLAVADA MODASA 11:00:00 11:16:00 MEGHRAJ 11:35:00 11:46:00
ANAND- UNDAVA MODASA 11:00:00 11:13:00 MEGHRAJ 11:25:00 11:34:00
MODASA- SATIYAARA MODASA 11:45:00 11:52:00 MEGHRAJ 12:20:00 12:32:00
AMDAVAAD- DHMBOLA MODASA 12:15:00 12:28:00 MEGHRAJ 12:40:00 12:51:00
AMDAVAAD- UNDAVA MODASA 12:40:00 12:56:00 MEGHRAJ 13:05:00 13:17:00
MODASA- KADVADI MODASA 12:40:00 12:46:00 MEGHRAJ 13:15:00 13:23:00
MODASA- DHEKVA MODASA 13:00:00 13:05:00 MEGHRAJ 13:35:00 13:40:00
MODASA- JAAMGADH MODASA 13:00:00 13:16:00 MEGHRAJ 13:35:00 13:44:00
GANDHINAGAR- MEGHRAJ MODASA 13:10:00 13:26:00 MEGHRAJ 13:45:00 13:55:00
MODASA- NARANPUR MODASA 14:00:00 14:07:00 MEGHRAJ 14:35:00 14:49:00
MODASA- IUNDAVA MODASA 14:15:00 14:20:00 MEGHRAJ 14:50:00 15:08:00
MODASA- RAAMGADHI MODASA 15:45:00 15:51:00 MEGHRAJ 16:20:00 16:27:00
MODASA- MALPUR- MODASA 16:30:00 16:38:00 MEGHRAJ 17:30:00 17:42:00
MEGHRAJ
AMDAVAAD- DHMBOLA MODASA 17:00:00 17:16:00 MEGHRAJ 17:25:00 17:34:00
MODASA- GORVAADA MODASA 17:15:00 17:26:00 MEGHRAJ 17:50:00 18:01:00
MODASA- SAAGVADA MODASA 17:15:00 17:24:00 MEGHRAJ 17:40:00 17:47:00
AMDAVAAD-NILKANTH MODASA 17:30:00 17:47:00 MEGHRAJ 18:05:00 18:17:00
MODASA- RAAMGADHI MODASA 18:15:00 18:20:00 MEGHRAJ 18:50:00 18:56:00
SANAND- CHITADARA MODASA 18:45:00 18:59:00 MEGHRAJ 19:20:00 19:37:00
KADI - UNDAVA MODASA 19:30:00 19:46:00 MEGHRAJ 20:05:00 20:17:00
AMDAVAAD- DUNGARPUR MODASA 19:30:00 19:42:00 MEGHRAJ 19:55:00 20:06:00
GANDHINAGAR- MODASA 19:30:00 19:52:00 MEGHRAJ 20:05:00 20:18:00
KALIYAKUVA
AMDAVAAD- NILKANTH MODASA 19:30:00 19:47:00 MEGHRAJ 20:05:00 20:17:00
HIMATNAGAR- KADVAADI MODASA 19:45:00 19:52:00 MEGHRAJ 20:20:00 20:31:00
BAYAD- MEGHRAJ MODASA 21:40:00 21:53:00 MEGHRAJ 22:15:00 22:27:00
AMDAVAAD- MEGHRAJ MODASA 20:15:00 20:28:00 MEGHRAJ 20:40:00 20:47:00
Table 4.5 DETAIL OF PUBLIC OPINION SURVEY FOR EXPECTED DELAY TIME
PUBLIC OPINION SURVEY FOR EXPECTED DELAY TIME
DELAY TIME IN 0 2 5 8 10 12 15
MINUTE TO TO TO TO TO TO TO OTHER
2 5 8 10 12 15 20
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 √
70 √
71 √
72 √
73 √
74 √
75 √
76 √
77 √
78 √
79 √
80 √
81 √
82 √
83 √
84 √
85 √
86 √
87 √
88 √
89 √
90 √
91 √
92 √
93 √
94 √
95 √
96 √
97 √
98 √
99 √
100 √
TOTAL 26 54 19 1 0 0 0 0
Average expected delay time =04.84 minute obtained from above opinion survey, thus
average expected delay time is taken 05 minute for reliability measurement.
4.8 Summary
In this chapter general information of study area, detais of connectivity of different area of
aravalli district, detail data collection of GSRTC buses like schedule arrival time, schedule
departure time, actual arrival time, actual departure time, public opinion survey briefly covered.
In next chapter detail analysis of collected data will done as per methodology.
CHAPTER 5 : DATA ANALYSIS
5.1 General
Reliability analysis, functional survey’s analysis and finding of reliability value carry out from
the collected data of selected route of Aravalli district.
5.2 Data Analysis
For the selected road of Aravalli district schedule of GSRTC bus depot modasa’s data collected
from the concern department. Also done survey to collect data of actual arrival time of bus and
actual departure time of bus at various origin and destination of the study area. Study present the
detail category of buses, number of buses of the selected route, schedule arrival and departure
time, actual arrival and departure time with respect to scheduled of GSRTC bus depot. From the
detail survey analysis Study presents the reliability of various selected route of the Arvalli
district.
5.3 Determining reliability of route Modasa To Bhiloda:
Table 5.1: Detail of GSRTC Bus category of route Modasa to Bhiloda.
Sr. No. Category of bus No.of bus

1 Express/Gurjarnagari 05
2 Local/Mini 14
3 Total 19
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
12:00:00
14:24:00
16:48:00
19:12:00
MALPUR - AMBAJI 7:00:00
7:10:00
T. I. T. S. MODASA
MODASA - BHILODA 7:45:00
7:42:00
THERMAL - KHEDBHRAMA 9:00:00
10:15:00
GADHA DUNGAR -IDER 9:30:00
9:42:00
PAWAGADH - BHILODA 10:30:00
10:41:00
KHEDA - IDER 10:45:00
11:02:00
DAHOD - BHILODA 11:15:00
11:15:00
11:30:00
74%
MODASA - JAMBUDI -
buses
11:25:00
Local/Mini
SCHEDULE DEPARTURE TIME

12:00:00
BAYAD- AMBAJI 12:45:00
12:46:00
14:30:00
26%
JAGADIYA- AMBAJI
buses
14:36:00
Express
Category of GSRTC bus
14:30:00
/Gurjarnagari
BALASINOR- AMBAJI
14:40:00
CHANOD - AMBAJI 15:15:00
15:25:00
KAPADVANJ - VIJAYNAGAR 16:30:00
16:30:00
GODHARA - BHILOSDA 17:15:00
Fig.5.1:Category of Buses of route Modasa to Bhiloda.
17:15:00
ACTUAL DEPARTURE TIME

16:14:00
17:32:00
PETLAAD - VIJAYNAGAR 18:00:00
18:10:00
Fig. 5. 2 Actual departure- Schedule Departure variation of Route Modasa To Bhiloda

BODELI - IDER 18:15:00
18:12:00
Page 42
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
12:00:00
14:24:00
16:48:00
19:12:00
21:36:00
MALPUR - AMBAJI 8:15:00

0:10:00 8:30:00
T. I. T. S. MODASA
0:00:00 9:08:00
THERMAL - KHEDBHRAMA 11:15:00
0:15:00 11:20:00
GADHA DUNGAR -IDER 10:35:00
0:12:00 10:40:00
PAWAGADH - BHILODA 11:35:00
0:11:00 11:55:00
KHEDA - IDER 11:50:00
0:17:00 12:18:00
0:00:00 12:42:00
MODASA - JAMBUDI - 12:45:00
0:00:00 13:03:00
SCHEDULE ARRIVAL TIME

0:00:00 13:37:00
BAYAD- AMBAJI 13:50:00
0:01:00 14:02:00
JAGADIYA- AMBAJI 15:35:00
0:06:00 15:58:00
BALASINOR- AMBAJI 15:35:00
0:10:00 15:49:00
CHANOD - AMBAJI 16:20:00
0:10:00 16:33:00
KAPADVANJ - VIJAYNAGAR 17:35:00
0:00:00 17:51:00
DEPARTURE DELAY OF TRAVEL

ACTUAL ARRIVAL TIME
GODHARA - BHILOSDA 18:20:00

0:00:00 18:38:00
17:45:00
Fig. 5.4: Departure delay of Route Modasa To Bhiloda

0:00:00 MODASA - BHILODA
17:58:00
0:02:00 DAHOD - BHILODA 18:35:00
18:44:00
0:10:00 PETLAAD - VIJAYNAGAR 19:05:00
19:18:00
Fig. 5. 3: Actual arrival- Schedule arrival variation of Route Modasa To Bhiloda
0:00:00 BODELI - IDER 19:20:00

19:25:00
Page 43
ARRIVAL DELAY OF TRAVEL
0:28:00
0:23:00
0:22:00
0:22:00
0:20:00
0:18:00
0:18:00
0:16:00
0:14:00
0:13:00
0:13:00
0:13:00
0:13:00
0:12:00
0:09:00
0:05:00
0:05:00
0:05:00
0:05:00
Fig. 5.5 : Arrival delay of Route Modasa To Bhiloda
5.3.1 Reliability Measurement of Route Modasa To Bhiloda
Determining schedule reliability of Route Modasa To Bhiloda, from statistical analysis using
function of MS Excel. The same analyses have been carried out for the following selected route
of aravalli district. table 5.1 shows detail of GSRTC Bus category of route Modasa to Bhiloda
and in fig 5.1 its percentage share of various category shows. From the fig. 5.2 and 5.3
respectively shows the actual departure - schedule departure variation of route modasa to bhiloda
and actual arrival- schedule arrival variation of route modasa to bhiloda. In fig 5.4 and fig. 5.5
graphical presentation of departure delay of route modasa to bhiloda and arrival delay of route
modasa to bhiloda shown.
A study in Aravalli district has revealed the following schedule reliability evaluation from the
collected data of route modasa to bhiloda,
0.412
= 0.653785
5.4 Determining reliability of route Modasa To Bayad:
Table 5.2: Detail of GSRTC Bus category of route Modasa to Bayad.

2 Local/Mini 35
3 Total 50
Express
/Gurjarnagari
buses
30%
Local/Mini
buses
70%
Fig.5.6:Category of Buses of route Modasa to Bayad.
12:00:00
14:24:00
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
12:00:00
14:24:00
16:48:00
19:12:00
21:36:00
MODASA- SURAT 4:45:00
11:45:00 4:48:00
MODASA- BALASINOR 11:52:00 6:00:00
T. I. T. S. MODASA
11:45:00 HIMAATNAGAR- VADODRA 6:15:00
SHAMLAJI- BALASINOR 11:58:00
SAMLAJI- NADIYAAD 6:30:00
MODASA- KAPADVANJ 11:45:00 6:37:00
12:02:00
11:45:00 MALPUR - PETLAAD 6:45:00
MODASA- NADIYAAD 11:55:00 6:49:00
UNDVA- VADODRA 12:40:00 6:45:00
12:56:00 SAMLAJI- VADODRA 6:54:00
RATANPUR- ANAND 12:30:00 7:15:00
12:47:00 MEDHASAN- ANAND 7:22:00
BHILODA- KHMBHAT 13:00:00
13:26:00 7:30:00
MODASA- PAVAGADH 7:35:00
HIMMATNAGAR- KAPADVANJ 13:30:00
13:42:00
MODASA- NADIYAD 7:40:00
MODASA- BAYAD 14:00:00 7:56:00
14:06:00
14:15:00 MODASA- DAKOR 7:45:00
SREENATHDHVARA- VADODRA 14:39:00 7:47:00
MALPUR- KHMBHAT 14:15:00 HIMAATNAGAR- BAYAD 8:00:00
14:20:00 8:13:00

MEGRAJ- AMOD 14:45:00 8:15:00

14:59:00 IDAR- VADODRA 8:36:00
SHAMLAJI- PETLAAD 14:45:00
14:55:00 MEGRAJ- BAYAD 8:30:00
15:05:00 8:38:00
MODASA- KAPADVANJ 15:15:00
AMBAJI- BALASINOR 8:45:00
VISNAGAR- DAKOR 15:15:00 9:00:00
15:21:00
15:30:00 MODASA- VADODRA 9:00:00
BHILODA-MUMBAI 15:37:00 9:05:00
AMBAJI- DAKOR 15:30:00 MODASA- GABATH 9:15:00
15:46:00 9:22:00
MODASA- VADODRA 16:00:00 9:30:00
16:07:00 AMBAJI- BAYAD 9:37:00
DAHOD- BAYAD 16:05:00
16:13:00 MODASA- NADIYAAD 9:45:00
16:15:00 9:58:00
IDAR- KHEDA 16:26:00
AMBAJI- CHANOD 10:45:00

SHAMLAJI- BAYAD 16:45:00 11:02:00
16:53:00
MODASA -BAYAD 10:45:00

17:10:00
17:05:00 MALPUR- BAYAD 11:00:00
MODASA- BAYAD 17:26:00 11:03:00
HIMATNAGAR- NADIYAAD 17:40:00 AMBAJI- JAGADIYA 11:00:00
17:47:00 11:17:00
Fig. 5. 8 Actual departure- Schedule departure variation of Route Modasa To Bayad

KHEDBHRAMA- THERMAL 17:45:00 11:15:00
18:07:00 MODASA- BAYAD 11:22:00
THARAD- BAYAD 20:00:00
20:16:00 11:25:00
MODASA- BAYAD 11:25:00
Fig. 5. 7 Actual departure- Schedule departure variation of Route Modasa To Bayad(first 25 buses)
Page 46
11:46:00
HIMAATNAGAR- VADODRA 0:15:00
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
0:00:00
12:00:00
14:24:00
16:48:00
19:12:00
21:36:00
MALPUR - PETLAAD 0:04:00 5:45:00
SAMLAJI- VADODRA 0:09:00 7:00:00
MEDHASAN- ANAND 0:07:00 7:15:00
MODASA- PAVAGADH 0:05:00 7:30:00
MALPUR - PETLAAD 7:32:00
T. I. T. S. MODASA
MODASA- NADIYAD 0:16:00 SAMLAJI- VADODRA 7:45:00
MODASA- DAKOR 8:02:00
0:02:00 8:00:00
HIMAATNAGAR- BAYAD 0:13:00 MEDHASAN- ANAND 8:22:00
IDAR- VADODRA 0:21:00 8:43:00
MODASA- NADIYAD 8:25:00
MEGRAJ- BAYAD 0:08:00 8:37:00
AMBAJI- BALASINOR 0:15:00 8:53:00
MODASA- VADODRA HIMAATNAGAR- BAYAD 9:05:00
0:05:00 9:13:00
MODASA- GABATH IDAR- VADODRA 8:45:00
0:07:00 8:56:00
AMBAJI- BAYAD MEGRAJ- BAYAD 9:15:00
0:07:00 9:23:00
MODASA- NADIYAAD 0:13:00 AMBAJI- BALASINOR 9:30:00
9:41:00
AMBAJI- CHANOD 0:17:00 MODASA- VADODRA 10:00:00
10:12:00
MODASA -BAYAD 0:05:00 MODASA- GABATH 10:00:00
10:24:00
MALPUR- BAYAD 0:03:00 AMBAJI- BAYAD 10:05:00
10:34:00
AMBAJI- JAGADIYA 0:17:00 10:30:00
MODASA- NADIYAAD 10:43:00
MODASA- BAYAD 0:07:00 11:45:00
MODASA- BAYAD 0:00:00 11:30:00
MODASA- BAYAD 0:16:00 11:45:00
MALPUR- BAYAD 11:52:00
MODASA- BALASINOR 0:07:00 AMBAJI- JAGADIYA 12:00:00
0:13:00 12:00:00
MODASA- KAPADVANJ MODASA- BAYAD 12:18:00
0:17:00 12:10:00

MODASA- NADIYAAD 0:10:00 MODASA- BAYAD 12:30:00
UNDVA- VADODRA 0:16:00 12:28:00
MODASA- BALASINOR 12:35:00
RATANPUR- ANAND 0:17:00 12:50:00
BHILODA- KHMBHAT SHAMLAJI- BALASINOR 12:40:00
0:26:00 12:57:00
HIMMATNAGAR- KAPADVANJ MODASA- KAPADVANJ 12:30:00
0:12:00 12:43:00
MODASA- BAYAD MODASA- NADIYAAD 12:50:00
0:06:00 12:56:00
SREENATHDHVARA- VADODRA 0:24:00 UNDVA- VADODRA 13:40:00
13:49:00
MALPUR- KHMBHAT 0:05:00 RATANPUR- ANAND 13:30:00
13:52:00
MEGRAJ- AMOD 0:14:00 BHILODA- KHMBHAT 13:45:00
14:04:00
SHAMLAJI- PETLAAD 0:10:00 HIMMATNAGAR- KAPADVANJ 14:10:00
14:32:00

MODASA- KAPADVANJ 0:10:00 14:45:00
Fig. 5.10: Departure delay of Route Modasa To Bayad

VISNAGAR- DAKOR 0:06:00 15:15:00
SREENATHDHVARA- VADODRA 15:42:00
BHILODA-MUMBAI 0:07:00 15:00:00
MALPUR- KHMBHAT 15:22:00
ACTUAL ARRIVAL TIME
AMBAJI- DAKOR 0:16:00 15:45:00

MEGRAJ- AMOD 15:53:00
MODASA- VADODRA 0:07:00 SHAMLAJI- PETLAAD 15:30:00
0:08:00 15:50:00
IDAR- KHEDA MODASA- KAPADVANJ 15:58:00
0:11:00
Fig. 5. 9: Actual arrival- Schedule arrival Variation of Route Modasa To bayad
VISNAGAR- DAKOR 16:00:00

SHAMLAJI- BAYAD 0:08:00 16:24:00
BHILODA-MUMBAI 16:30:00
AMBAJI- DAKOR 16:15:00
MODASA- BAYAD 0:21:00 16:22:00
HIMATNAGAR- NADIYAAD MODASA- VADODRA 16:45:00
0:07:00 16:55:00
KHEDBHRAMA- THERMAL DAHOD- BAYAD 17:05:00
0:22:00 17:13:00
THARAD- BAYAD IDAR- KHEDA 17:00:00
0:16:00 17:11:00
17:30:00
Page 47
SHAMLAJI- BAYAD 17:38:00
17:56:00
17:58:00
HIMATNAGAR- NADIYAAD 18:25:00
18:38:00
KHEDBHRAMA- THERMAL 18:30:00
18:41:00
21:14:00
MALPUR - PETLAAD 0:02:00
SAMLAJI- VADODRA 0:17:00
MEDHASAN- ANAND 0:22:00
MODASA- NADIYAD
T. I. T. S. MODASA
0:12:00
HIMAATNAGAR- BAYAD 0:08:00
IDAR- VADODRA 0:11:00
MEGRAJ- BAYAD
modasa to bayad shown.

0:08:00
AMBAJI- BALASINOR 0:11:00
MODASA- VADODRA 0:12:00
MODASA- GABATH 0:24:00
AMBAJI- BAYAD 0:29:00
MALPUR- BAYAD 0:07:00
collected data of route modasa to bayad,

AMBAJI- JAGADIYA 0:23:00
MODASA- BALASINOR 0:15:00
0.476
UNDVA- VADODRA 0:09:00
RATANPUR- ANAND 0:22:00
BHILODA- KHMBHAT 0:19:00
HIMMATNAGAR- KAPADVANJ 0:22:00
5.4.1 Reliability Measurement of Route Modasa To Bayad

SREENATHDHVARA- VADODRA 0:27:00
MALPUR- KHMBHAT 0:22:00
MEGRAJ- AMOD 0:08:00
SHAMLAJI- PETLAAD 0:16:00

Fig. 5.11 : Arrival delay of Route Modasa To Bayad
VISNAGAR- DAKOR 0:24:00

BHILODA-MUMBAI 0:06:00
AMBAJI- DAKOR 0:07:00
IDAR- KHEDA 0:11:00
SHAMLAJI- BAYAD 0:08:00
HIMATNAGAR- NADIYAAD 0:13:00
KHEDBHRAMA- THERMAL 0:11:00
and in fig 5.6 its percentage share of various category shows. From the fig. 5.7,5.8 and 5.9
Determining schedule reliability of Route Modasa To Bayad, from statistical analysis using
respectively shows the actual departure- schedule departure variation of route modasa to bayad
and actual arrival - schedule departure arrival of route modasa to bayad. In fig 5.10 and fig. 5.11
graphical presentation of departure delay of route modasa to bayad and arrival delay of route
function of MS Excel. table 5.2 shows detail of GSRTC Bus category of route Modasa to Bayad
Page 48
= 0.47646
5.5 Determining reliability of route Modasa To Malpur:
Table 5.3: Detail of GSRTC Bus category of route Modasa to Malpur.

2 Local/Mini 34
3 Total 80
Local/Mini buses
43% Express
/Gurjarnagari
buses
57%
Fig.5.12:Category of Buses of route Modasa to Malpur.
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
12:00:00
14:24:00
12:00:00
14:24:00
0:00:00
2:24:00
4:48:00
7:12:00
HIMMATNAGAR - SANTRAAMPUR 9:05:00
9:17:00
9:36:00
8:30:00
HIMMATNAGAR - VADODRA 8:55:00
9:01:00 HIMMATNAGAR - VADODRA 8:30:00
T. I. T. S. MODASA
8:44:00
BAYAD- DAHOD 9:05:00 8:40:00
9:14:00 BAYAD- DAHOD 8:52:00
AMDAVAAD- MALPUR 9:50:00 9:15:00
10:04:00 AMDAVAAD- MALPUR 9:36:00
MANSA- SANTRAAMPUR 9:55:00 MANSA- SANTRAAMPUR 9:30:00
10:02:00 9:42:00
9:55:00 VIJAPUR- JALOD 9:30:00
VIJAPUR- JALOD 10:07:00 9:39:00
10:05:00 AMBAJI- CHHOTAUDEPUR 9:40:00
AMBAJI- CHHOTAUDEPUR 10:19:00 9:53:00
AMDAVAAD- JALOD 9:45:00
AMDAVAAD- JALOD 10:10:00 9:56:00
10:22:00
KADI- DAHOD 9:45:00
KADI- DAHOD 10:10:00 9:56:00
10:26:00
IDER- KARANTA 10:00:00
10:20:00 10:18:00

IDER- KARANTA 10:38:00
MODASA -SURAT 10:00:00

10:25:00 10:05:00
MODASA -SURAT 10:33:00
AMBAJI- LINAVAADA 10:15:00
10:24:00
11:03:00 HIMMATNAGAT- SURAT 10:30:00
10:46:00
HIMMATNAGAT- SURAT 10:55:00
11:02:00 MODASA- MALPUR 10:30:00
10:39:00
MODASA- MALPUR 11:05:00 10:30:00
11:14:00 MEHSANA- JALOD 10:43:00
MEHSANA- JALOD 10:55:00 10:40:00
11:12:00 NEHRUNAGAR- SANTRAMPUR 10:52:00
NEHRUNAGAR- SANTRAMPUR 11:05:00 MANSA- GODHARA 10:45:00
11:21:00 10:51:00
11:10:00 MODASA- VADODRA 10:45:00
MANSA- GODHARA
ACTUAL ARRIVAL TIME

11:20:00 10:50:00
11:20:00 PRANTIJ- SANTRAAMPUR 10:45:00

10:59:00
RADHANPUR- DAHOD 11:00:00
PRANTIJ- SANTRAAMPUR 11:20:00 11:19:00
11:29:00
BHILODA- GODHARA 11:00:00
RADHANPUR- DAHOD 11:25:00 11:14:00
11:38:00
MANSA- SANTRAAMPUR 11:45:00
11:35:00 11:52:00
MODASA- MALPUR 12:00:00
12:10:00 12:07:00
MANSA- SANTRAAMPUR 12:21:00
Fig. 5.14: Actual arrival - Schedule arrival VARIATION of Route Modasa To Malpur (peak hour).
MODASA- MALPUR 12:35:00
Fig. 5. 13 Actual Departure - Schedule Departure Variation of Route Modasa To Malpur (peak hour).
12:42:00
Page 50
HIMMATNAGAR - VADODRA 0:06:00
BAYAD- DAHOD 0:09:00
AMDAVAAD- MALPUR 0:14:00 HIMMATNAGAR -… 0:12:00
MANSA- SANTRAAMPUR 0:07:00 HIMMATNAGAR -… 0:14:00
VIJAPUR- JALOD
BAYAD- DAHOD 0:12:00
0:12:00
T. I. T. S. MODASA
AMDAVAAD- MALPUR 0:21:00
AMBAJI- CHHOTAUDEPUR 0:14:00 MANSA- SANTRAAMPUR 0:12:00
AMDAVAAD- JALOD 0:12:00 VIJAPUR- JALOD 0:09:00
KADI- DAHOD 0:16:00 AMBAJI- CHHOTAUDEPUR 0:13:00
IDER- KARANTA 0:18:00 AMDAVAAD- JALOD 0:11:00
MODASA -SURAT 0:08:00 KADI- DAHOD 0:11:00
AMBAJI- LINAVAADA 0:13:00 IDER- KARANTA 0:18:00
HIMMATNAGAT- SURAT 0:07:00 MODASA -SURAT 0:05:00
MODASA- MALPUR 0:09:00 HIMMATNAGAT- SURAT 0:16:00
MEHSANA- JALOD 0:17:00 MODASA- MALPUR 0:09:00
NEHRUNAGAR- SANTRAMPUR 0:16:00 MEHSANA- JALOD 0:13:00
MANSA- GODHARA 0:10:00 NEHRUNAGAR-… 0:12:00
MODASA- VADODRA 0:09:00 MANSA- GODHARA 0:06:00
PRANTIJ- SANTRAAMPUR 0:09:00 MODASA- VADODRA 0:05:00
RADHANPUR- DAHOD 0:13:00 PRANTIJ- SANTRAAMPUR 0:14:00
BHILODA- GODHARA
RADHANPUR- DAHOD 0:19:00
0:12:00
MANSA- SANTRAAMPUR 0:11:00 MANSA- SANTRAAMPUR 0:07:00
MODASA- MALPUR 0:07:00 MODASA- MALPUR 0:07:00
DISA- DAHOD 0:08:00 DISA- DAHOD 0:18:00
BAYAD-MALPUR 0:11:00 BAYAD-MALPUR 0:08:00
IDER- GADHADUNGAR 0:13:00 IDER- GADHADUNGAR 0:16:00
PRANTIJ- DAHOD 0:09:00 PRANTIJ- DAHOD 0:18:00
MODASA- MALPUR 0:07:00 MODASA- MALPUR 0:06:00
MANSA- DAHOD 0:08:00
MANSA- DAHOD 0:08:00 MODASA- VALSAD 0:12:00
MODASA- VALSAD
0:16:00 AMDAVAAD- KALIYAKUVA 0:08:00

AMDAVAAD- KALIYAKUVA 0:06:00 AMBAJI- LUNAVADA 0:13:00
AMBAJI- LUNAVADA 0:16:00 KALOL- PATVEL 0:16:00
Fig. 5.16 : Arrival delay of Route Modasa To Malpur( peak hour).

KALOL- PATVEL 0:17:00 DIODAR- DAHOD 0:18:00
Fig. 5.15: Departure delay of Route Modasa To Malpur(peak hour).
DIODAR- DAHOD 0:18:00 AMDAVAAD- KADANADAM 0:09:00

AMDAVAAD- KADANADAM 0:16:00 DUNGARPUR- MUMBAI 0:18:00
DUNGARPUR- MUMBAI
AMDAVAAD- NANAVADA 0:16:00
0:12:00
AMBAJI- BARIYA 0:08:00
AMDAVAAD- NANAVADA 0:08:00 AMBAJI- MALPUR 0:11:00
AMBAJI- BARIYA 0:07:00
AMBAJI- MALPUR 0:08:00
Page 51
5.4.1 Reliability Measurement of Route Modasa To Malpur
Determining schedule reliability of Route Modasa To Malpur, from statistical analysis using
function of MS Excel. table 5.3 shows detail of GSRTC Bus category of route Modasa to Malpur
and in fig 5.12 its percentage share of various category shows. From the fig. 5.13 and 5.14
respectively shows the actual departure - schedule departure variation of route modasa to ba
Malpur and actual arrival- schedule arrival variation of route modasa to Malpur . In fig 5.15 and
fig. 5.16 graphical presentation of departure delay of route modasa to Malpur and arrival delay of
route modasa to Malpur shown.
collected data of route modasa to Malpur,
0.541
= 0.526
5.6 Determining reliability of route Modasa To Meghraj:
Table 5.4: Detail of GSRTC Bus category of route Modasa to Meghraj.

2 Local/Mini 42
3 Total 51
12:00:00
14:24:00
16:48:00
19:12:00
21:36:00
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
AMDAVAAD- DUNGARPUR 9:00:00
9:16:00
MODASA- MEGHRAJ 9:00:00
9:09:00
T. I. T. S. MODASA
AMDAVAAD- UNDAVA 9:30:00
9:43:00
MODASA- UNDAVA 10:00:00
10:10:00
10:15:00
10:42:00
SANAND- RELLAVADA 11:00:00
11:16:00
ANAND- UNDAVA 11:00:00
11:13:00
MODASA- MOYDI 11:15:00
11:22:00
MODASA- SATIYAARA 11:45:00
11:52:00 82%
12:10:00
Local/Mini buses
MODASA- UNDAVA

12:15:00
AMDAVAAD- DHMBOLA 12:15:00
12:28:00
12:56:00
MODASA- KADVADI 12:40:00
12:46:00
18%
16:12:00
buses
Express
MODASA- MALPUR- MEGHRAJ 16:30:00

16:38:00
/Gurjarnagari

16:50:00
17:00:00
17:16:00
17:15:00
Fig.5.17:Category of Buses of route Modasa to Meghraj

MODASA- GORVAADA 17:26:00
MODASA- SAAGVADA 17:15:00
17:24:00
AMDAVAAD-NILKANTH 17:30:00
17:47:00
MODASA- DHEKVA 17:50:00
17:57:00
MODASA- RAAMGADHI 18:15:00
18:20:00
SANAND- CHITADARA 18:45:00
18:59:00
Fig. 5. 18 Actual Departure - Schedule Departure Variation of Route Modasa To Meghraj .
Page 53
0:00:00
2:24:00
4:48:00
7:12:00
9:36:00
12:00:00
14:24:00
16:48:00
19:12:00
21:36:00
MODASA - MEGHRAJ 0:05:00 9:25:00

0:01:00 AMDAVAAD- DUNGARPUR 9:39:00
MODASA- NAVAGAAM 0:03:00
0:03:00 MODASA- MEGHRAJ 9:35:00
9:46:00
T. I. T. S. MODASA
MODASA- ADAPUR 0:10:00
0:05:00 9:55:00
MODASA- DHOLVANI… 0:08:00 AMDAVAAD- UNDAVA 10:11:00
0:10:00
MODASA- MEGHRAJ-… 0:07:00 MODASA- UNDAVA 10:35:00
0:16:00 10:43:00
MODASA- MEGHRAJ 0:09:00 10:35:00
0:13:00 MODASA- MEGHRAJ 10:42:00
0:15:00 MODASA- UNDAVA 11:05:00
MODASA- UNDAVA 0:12:00 11:18:00
0:16:00 11:35:00
ANAND- UNDAVA 0:13:00 SANAND- RELLAVADA 11:46:00
0:07:00
MODASA- SATIYAARA 0:07:00 ANAND- UNDAVA 11:25:00
0:05:00 11:34:00
AMDAVAAD- DHMBOLA 0:13:00 11:50:00
0:16:00 MODASA- MOYDI 11:58:00
0:05:00 MODASA- SATIYAARA 12:20:00

MODASA- MEGHRAJ 0:12:00 12:32:00
0:16:00 16:05:00
GANDHINAGAR- MEGHRAJ 0:16:00 MODASA- MOYDI 16:11:00
0:07:00
MODASA- NARANPUR 0:07:00 MODASA- RAAMGADHI 16:20:00
0:05:00 16:27:00
MODASA- DHEKVA 0:21:00 16:35:00
0:03:00 MODASA- UNDAVA 16:39:00
0:12:00 MODASA- MALPUR- MEGHRAJ 17:30:00
MODASA- MALPUR-… 0:08:00 17:42:00
0:05:00 17:20:00
MODASA- MEGHRAJ 0:10:00 MODASA- MEGHRAJ 17:26:00
0:16:00
MODASA- GORVAADA 0:11:00 MODASA- MEGHRAJ 17:25:00
17:33:00
ACTUAL ARRIVAL TIME
0:09:00
AMDAVAAD-NILKANTH 0:17:00 17:25:00
Fig. 5.20: Departure delay of Route Modasa To Meghraj

0:07:00 AMDAVAAD- DHMBOLA 17:34:00
0:14:00 MODASA- GORVAADA 17:50:00
KADI - UNDAVA 0:16:00 18:01:00
0:12:00 17:40:00
GANDHINAGAR-… 0:22:00 MODASA- SAAGVADA 17:47:00
0:17:00
HIMATNAGAR- KADVAADI 0:07:00 AMDAVAAD-NILKANTH 18:05:00
0:13:00 18:17:00
AMDAVAAD- MEGHRAJ 0:13:00 18:25:00
Fig. 5.19: Actual arrival - Schedule arrival Variation of Route Modasa To Meghraj (peak hour).

18:56:00
Page 54
MODASA - MEGHRAJ 0:14:00
MODASA- KALIYAKUVA 0:12:00
MODASA- NAVAGAAM 0:09:00
MODASA- NILKANTH 0:08:00
MODASA- ADAPUR 0:13:00
MODASA- DHOLVANI KAMPA 0:18:00
T. I. T. S. MODASA
MODASA- MEGHRAJ-LIMBHOI 0:16:00
SANAND- RELLAVADA 0:11:00
ANAND- UNDAVA 0:09:00
of route Modasa to Meghraj shown.

MODASA- SATIYAARA 0:12:00
collected data of route Modasa to Meghraj,

MODASA- JAAMGADH 0:09:00
GANDHINAGAR- MEGHRAJ 0:10:00
MODASA- NARANPUR 0:14:00
0.524
MODASA- IUNDAVA 0:18:00
5.6.1 Reliability Measurement of Route Modasa to Meghraj.

MODASA- MALPUR- MEGHRAJ 0:12:00
MODASA- MEGHRAJ
0:08:00
MODASA- GORVAADA 0:11:00
MODASA- SAAGVADA
Fig. 5.21 : Arrival delay of Route Modasa To Meghraj.
0:07:00
AMDAVAAD-NILKANTH 0:12:00
SANAND- CHITADARA 0:17:00
KADI - UNDAVA 0:12:00
GANDHINAGAR- KALIYAKUVA 0:13:00
AMDAVAAD- NILKANTH 0:12:00
HIMATNAGAR- KADVAADI 0:11:00
BAYAD- MEGHRAJ 0:12:00
AMDAVAAD- MEGHRAJ 0:07:00
Meghraj and in fig 5.12 its percentage share of various category shows. From the fig. 5.13 and
function of MS Excel. table 5.3 shows detail of GSRTC Bus category of route Modasa to
Determining schedule reliability of Route Modasa To Meghraj, from statistical analysis using
5.14 respectively shows the actual departure - schedule departure variation of route Modasa to
Page 55
Meghraj and actual arrival- schedule arrival variation of route Modasa to Meghraj. In fig 5.15 and
fig. 5.16 graphical presentation of departure delay of route Modasa to Malpur and arrival delay
= 0.531
5.7 Schedule Time Reliability Evaluation of Arvalli District:
TABLE 5.5: Detail Of Reliability Evaluation

SR. NO. ROUTE Rij
1 Modasa to Bhiloda 0.65378
2 Modasa to Bayad 0.47646
3 Modasa to Malpur 0.52609
4 Modasa to Meghraj 0.53117
5 Average of Modasa Depot 0.54688
Reliability evaluation of arvalli district

0.7
0.6
0.5
Modasa to Bhiloda
0.4
Modasa to Bayad
0.3
Modasa to Malpur
0.2 Modasa to Meghraj
0.1 Average of Modasa Depot
0
Modasa to Modasa to Modasa to Modasa to Average of
Bhiloda Bayad Malpur Meghraj Modasa
Depot
Fig. 5.22 : Reliability evaluation of arvalli district
5.8 Summary
In this chapter detail analysis done from the collected data of schedule arrival time, schedule
departure time, actual arrival time, actual departure time and public opinion survey. Analysis
represents reliability evaluation from collected data. Detail future work of project is given in
next chapter.
CONCLUSION
6.1 Summary:
Till now in this study various topics have been covered for determining schedule reliability of
GSRTC buses in Aravalli district. Introduction of the problem, aim, objectives and scope of the
proposed study are discussed in the first chapter. Review of literature regarding schedule
reliability has been carried out in the second chapter. A methodology for the proposed study is
developed and described in the third chapter. Site selection and data collection are explained in
the fourth chapter. Data analysis and results are illustrated in the fifth chapter. An assessment of
the existing bus routes and schedule reliability are presented in the sixth chapter. This chapter
includes summary, conclusions and future scope of the work.
6.2 Conclusions:
Following conclusions are made from this study:
Conclusions derived from the schedule of GSRTC bus depot data analysis the route;
1) Route Modasa to Bhiloda:

 Category of Buses of route Modasa to Bhiloda, 26% Express/Gurjarnagari and 74%
Local/Mini.
 A study in Aravalli district has revealed the following schedule reliability evaluation
from the collected data of route modasa to bhiloda,
0.412
= 0.653785
 Evaluation shows that actual arrival delay of travel (i,j) is better reliable than actual
departure delay of travel (i,j) for the route Modasa to Bhiloda
2) Route Modasa To Bayad:

 Category of Buses of route Modasa to Bayad, 30% Express/Gurjarnagari and 70%
Local/Mini.
from the collected data of route Modasa To Bayad,
0.476
= 0.47646
 Evaluation shows that actual arrival delay of travel (i,j) is lesser reliable than actual
departure delay of travel (i,j) for the route Modasa to Bayad
3) Route Modasa to Malpur:

 Category of Buses of route Modasa to Malpur, 43% Express/Gurjarnagari and 57%
Local/Mini.
from the collected data of route modasa to Malpur,
0.541
= 0.526
departure delay of travel (i,j) for the route Modasa to Malpur.
4) Route Modasa To Meghraj

 Category of Buses of route Modasa to Meghraj, 18% Express/Gurjarnagari and 82%
Local/Mini.
from the collected data of route modasa to Meghraj,
0.524
= 0.531
departure delay of travel (i,j) for the route Modasa to Meghraj.
The analysis showed that the dependency is important to obtain accurate travel time reliability of
links, paths, and the entire network.
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DETERMINING SCHEDULE RELIABILITY OF

GSRTC BUSES IN ARAVALLI DISTRICT

Under the Guidance of

Prof. Hinal B. Thakar.

Under the Co-Guidance of

This is to certify that research work embodied in this thesis entitled

Prof. H. B. Thakar Dr. H. R. Varia

This is to certify that research work embodied in this thesis entitled

(Enrollment No. 160900713011)

Prof. H. B. Thakar Dr. H. R. Varia

(Enrollment No. 160900713011)

Prof. H. B. Thakar Dr. H. R. Varia

___________________ __________________ __________________

Signature of Student: ________________ Signature of Guide: _______________

Name of Student: ___________________ Name of Guide: __________________

Enrolment No: _____________________ Institute Code: __________________

Sincere Regards From

(Enrollment No. 160900713011)

3 Compliance certificate III

Sr. No. Description Page No.

2 Chapter 2 : Review of Literature

2.2 Reviewed Paper 10

3.3 Methodology flowchart 16

3.4 Data base 17

3.4.1 Spatial data 17

3.4.2 Non-spatial data 17

3.5 Methodology for improving transit system of regional area 17

3.5.1 Road side interview 17

3.5.2 Mode utilization by the passengers 18

3.6 Reliability Measurement 18

3.7 Travel Time Reliability 18

4 Chapter 4 : Study Area and Data collection

4.2 Transportation connectivity in Modasa depot. 22

4.3 Transportation connectivity in Bhiloda depot. 22

4.5 Gujarat State Road Transport Corporation (GSRTC) 25

4.6 Administrative set up of GSRTC 25

4.7 Data collection 25

5.2 Data analysis 41

5.3 Determining reliability of route Modasa To Bhiloda 41

5.3.1 Reliability Measurement of Route Modasa To Bhiloda 44

5.4 Determining reliability of route Modasa To Bayad 45

5.4.1 Reliability Measurement of Route Modasa To Bayad 48

5.5 Determining reliability of route Modasa To Malpur 49

5.5.1 Reliability Measurement of Route Modasa To Malpur 52

5.6 Determining reliability of route Modasa To Meghraj 52

5.6.1 Reliability Measurement of Route Modasa To Meghraj 55

5.7 Schedule Time Reliability Evaluation of Arvalli District 56

T. I. T. S MODASA Page XII

T. I. T. S MODASA Page XIII

T. I. T. S MODASA Page XIV

1.2 Transportation in India

Registered Motor Vehicles by Type as at 31 Mar 2015 (in millions)

1.3 Provision of GSRTC

1.3.1 Mission & Vision of GSRTC

Year Diesel CNG Total Total expenditure

2005-06 1000 200 1200 157.32

2006-07 700 300 1000 140.13

2007-08 1000 500 1500 212

2008-09 700 400 1100 153

2009-10 - - 1690 248.50

2010-11 - - 1951 281

2011-12 - - 2850 440

2012-13 - - 1050 290

_ __

Signature of Student: __ Signature of Guide: _

Name of Student: _ Name of Guide:

Enrolment No: ___ Institute Code:

2017-18 - - 1600 410