Assessment of customer satisfaction in transportation service delivery: The case of three terminals of Anbassa City Bus service enterprise.

This study is undertaken to assess the level of satisfaction of customers about the transport service provision of ACBSE. The study indicates that buses are aged, there is high breakdown of buses, very limited supply of buses, and existing buses are not operating as per the schedule. Therefore, the service is found not reliable and safe. Excessive waiting time and long walking distance to reach the service make it inconvenient. Moreover, high overcrowding and pick pocketing make it uncomfortable and insecure. Correspondingly, the quality of the service is poor and customers are not satisfied about the transport service of ACBSE

AN ASSESSMENT OF THE QUALITY OF INTRA-URBAN BUS SERVICES IN THE CITY OF ENUGU, ENUGU STATE, NIGERIA

Despite the vital role that buses are able to play in any urban area, their services are frequently insufficient to meet demand and the services that are provided suffer from low output. This paper assesses the quality of intra-urban bus services that are provided by government agencies and private bus operators in the city of Enugu as perceived by bus commuters. In the 31 sample centers selected for this study 310 bus commuters were randomly interviewed to illicit information about their lengths of waiting time for the arrival of buses at the bus stops and their lengths of walking distances to the nearest bus stops. Using hourly bus frequency arrival count proforma, the number of buses arriving in each of the 31 sampled centres to carry passengers to different places in the city were collected by the stationed investigators between 6.00am and 6.00pm each day for one week. Descriptive statistic of mean and maps were employed to analyze the data collected. The analysis revealed that the quality of bus service indicators-passengers waiting time, walking distance to the nearest bus stops and bus service frequency varied from one centre to another, indicating variations in the level of bus services in different part of the city. The study recommends that the three Local Government Areas that make up the city in conjuction with the state government should construct new urban link roads and maintain the old ones especially in the peripheries to enhance accessibility; partnership with private bus operators to increase the number of buses in circulation and relocation of some socio-economic facilities from the city centre to the city peripheries to spread demand for and services of buses in the city.quality, bus service, transport.

Boarding the school bus

EVERY DAY DURING THE SCHOOL TERM, several thousand buses travel along country roads once marked with distinctive dark yellow bus route signs (now fluorescent green), carrying more than 100,000 pupils to school in the morning and returning them home again in the late afternoon,' Since their inception more than 80 years ago, school buses have changed the educational and social landscapes of rural New Zealand. As with many innovations in education, the service was initiated largely in an effort to save money; part of a process referred to as school consolidation. Before the first buses rolled down the driveway of the first consolidated school at Piopio in the South Waikato on 1 April 1924. the merits of consolidation had been debated in educational and community circles for nearly a decade. Its implementation would bring enormous change to the lives of rural children and their experience of school

An evaluation on Sri Java Kenderaan Sdn Bhd cost and service structure / Ahmad Khalib Saliya Ibrahim

As stated in the Commercial Vehicle Licensing Board Act (CVLB) 1987, public service vehicle are divided into the following classes : 1. Charter buses 2. Stage buses 3. School buses 4. Mini buses 5. Factory buses 6. Express buses 7. Excursion/Tour buses 8. Taxis 9. Hired cars However in this study, concentration will only be focused on the stage bus and charter bus service and their operational costs. Stage bus is defined in CVLB Act 1987 as a bus used for the carriage of passengers at separate fare which contain no fare stage of not more than 32 kilometers. Stage bus acts as a local distribution system and as such it must show its important position to areas where the demand for it is needed

Scaling Milton Keynes power requirements for electrical transportation

Milton Keynes is home to the UK’s first installation of a wirelessly charged passenger bus route. This Inductive Power Transfer (IPT) system enables a fleet of 8 electric buses to service a demanding 15-mile urban route. Opportunistic wireless charging of the batteries during the layover time at the routes allows reducing the size of the batteries, consequently improving cost and performance characteristics of the bus. This paper aims to analyze the effects of electric buses on the electricity distribution grid. In particular, the paper analyses scalability of the IPT solution to all urban routes in Milton Keynes and compares peak power requirements generated at different points in the network with typical industrial and commercial (I&C) loads

Dynamic Extra Buses Scheduling Strategy in Public Transport

This paper presents a dynamic extra buses scheduling strategy to improve the transit service of transit routes. In this strategy, in order to decide when to dispatch an extra bus, the service reliability of transit route is assessed firstly. A model aimed at maximizing the benefit of the extra buses scheduling strategy is constructed to determine how many stops extra buses need to skip from the terminal to accommodate passengers at the following stops. A heuristic algorithm is defined and implemented to estimate the service reliability of transit route and to optimize the initial stop of extra buses scheduling strategy. Finally, the strategy is tested on two examples: a simple and a real-life transit route in the Dalian city in China. The results show that the extra buses scheduling strategy based on terminal stops with a reasonable threshold can save 8.01% waiting time of passengers

Delay Tolerant Networking over the Metropolitan Public Transportation

We discuss MDTN: a delay tolerant application platform built on top of the Public Transportation System (PTS) and able to provide service access while exploiting opportunistic connectivity. Our solution adopts a carrier-based approach where buses act as data collectors for user requests requiring Internet access. Simulations based on real maps and PTS routes with state-of-the-art routing protocols demonstrate that MDTN represents a viable solution for elastic nonreal-time service delivery. Nevertheless, performance indexes of the considered routing policies show that there is no golden rule for optimal performance and a tailored routing strategy is required for each specific case

Does Rail Transit Save Energy or Reduce Greenhouse Gas Emissions?

Far from protecting the environment, most rail transit lines use more energy per passenger mile, and many generate more greenhouse gases, than the average passenger automobile. Rail transit provides no guarantee that a city will save energy or meet greenhouse gas targets. While most rail transit uses less energy than buses, rail transit does not operate in a vacuum: transit agencies supplement it with extensive feeder bus operations. Those feeder buses tend to have low ridership, so they have high energy costs and greenhouse gas emissions per passenger mile. The result is that, when new rail transit lines open, the transit systems as a whole can end up consuming more energy, per passenger mile, than they did before. Even where rail transit operations save a little energy, the construction of rail transit lines consumes huge amounts of energy and emits large volumes of greenhouse gases. In most cases, many decades of energy savings would be needed to repay the energy cost of construction. Rail transit attempts to improve the environment by changing people's behavior so that they drive less. Such behavioral efforts have been far less successful than technical solutions to toxic air pollution and other environmental problems associated with automobiles. Similarly, technical alternatives to rail transit can do far more to reduce energy use and CO2 outputs than rail transit, at a far lower cost. Such alternatives include the following: Powering buses with hybrid-electric motors, biofuels, and -- where it comes from nonfossil fuel sources -- electricity;Concentrating bus service on heavily used routes and using smaller buses during offpeak periods and in areas with low demand for transit service;Building new roads, using variable toll systems, and coordinating traffic signals to relieve the highway congestion that wastes nearly 3 billion gallons of fuel each year;Encouraging people to purchase more fuel-efficient cars. Getting 1 percent of commuters to switch to hybrid-electric cars will cost less and do more to save energy than getting 1 percent to switch to public transit. If oil is truly scarce, rising prices will lead people to buy more fuel-efficient cars. But states and locales that want to save even more energy and reduce greenhouse gas emissions will find the above alternatives far superior to rail transit

Queuing for an infinite bus line and aging branching process

We study a queueing system with Poisson arrivals on a bus line indexed by integers. The buses move at constant speed to the right and the time of service per customer getting on the bus is fixed. The customers arriving at station i wait for a bus if this latter is less than d\_i stations before, where d\_i is non-decreasing. We determine the asymptotic behavior of a single bus and when two buses eventually coalesce almost surely by coupling arguments. Three regimes appear, two of which leading to a.s. coalescing of the buses.The approach relies on a connection with aged structured branching processes with immigration and varying environment. We need to prove a Kesten Stigum type theorem, i.e. the a.s. convergence of the successive size of the branching process normalized by its mean. The technics developed combines a spine approach for multitype branching process in varying environment and geometric ergodicity along the spine to control the increments of the normalized process

Residents’ accessibility to public transportation services in Kota Kinabalu City, Sabah

Accessibility is the convenience of getting to a destination that uses multiple modes of transportation. One example of such mode is the public transportation. However, the public transportation is often associated with inefficiencies such as incomplete service routes. This study identifies factors that influence the accessibility of public transportation (public buses) services in Kota Kinabalu city. The study used primary data through direct observation of public buses services on several major routes to the city center. Several interview sessions were held with government agencies and bus operators and a set of survey forms were distributed to 274 respondents through the purposive sampling method. This study uses descriptive analysis such as frequency, percentage and mean values using the Statistical Packages for the Social Sciences (SPSS). The results show that there are several main roads to the city center, where there is no public buses service. The three factors contributing to the buses route services are the bus operators, the demand from resident’s factors and the Local Authority factors. The average mean score indicates that the bus operator factor is the highest factor for overall route services (average mean = 3.01) followed by resident’s factor (average mean = 2.90) and Local Authority factor (average mean = 2.83). These findings help the Local Authorities and some relevant agencies to design and planning a more comprehensive public buses service policy for residents in Kota Kinabalu city