Progess Report

TRIBHUVAN UNIVERSITY
INSTITUTE OF ENGINEERING
PASHCIMANCHAL CAMPUS
Lamachour, Pokhara
A MIDTERM REPORT
ON
“A STATUS QUO ANALYSIS OF TRANSIT SERVICE IN POKHARA ”
SUBMITTED BY:
SABIN ACHARYA (PAS075BCE098)
SAMIP REGMI (PAS075BCE103)
SEBIKA ALE (PAS075BCE119)
SHERJUNG THAPA (PAS075BCE121)
SIRJANA PACHHAIN (PAS075BCE127)
SUSHMITA MIDUN (PAS075BCE142)
SUBMITTED TO:
DEPARTMENT OF CIVIL ENGINEERING
PASHCHIMANCHAL CAMPUS
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FEBRUARY 5, 2023
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ACKNOWLEDGEMENT
This study on “A Status Quo Analysis of Transit Service in Pokhara” was conducted as a
partial fulfilment of the requirement of the Bachelor of Civil Engineering Curriculum. We
would like to express our deep gratitude to Paschimanchal Campus for providing us with the
opportunity to conduct the study.
We would like of express our special thanks of gratitude to our project supervisor Sandip
Duwadi for his immense support, constant guidance, and valuable suggestions throughout the
period. We are equally grateful to the Campus Chief Nirmal Parsad Baral, Assistant Campus
Chief Ishwor Kc and Suresh Timilsina for making all of the required provisions for our
project. We would like to convey our deep gratitude to the Head of Department of Civil
Engineering, Baburam Bhattarai.
Our special thanks go to Pokhara Yatayat Pvt.Ltd. for providing us with necessary data for
our study.
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TABLE OF CONTENTS
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ACKNOWLEDGEMENT........................................................................................................i
ABBREVIATION....................................................................................................................1
CHAPTER ONE: INTRODUCTION....................................................................................3
1.1 BACKGROUND..............................................................................................................3
1.2 STATEMENT OF PROBLEMS......................................................................................5
1.3 OBJECTIVES...................................................................................................................6
1.4 SCOPE OF STUDY.........................................................................................................6
1.5 LIMITATION...................................................................................................................6
1.6 STUDY AREA.................................................................................................................7
CHAPTER TWO: LITERATURE REVIEW.......................................................................8
2.1 ACCESIBILITY AND PLANNING................................................................................8
2.2 SERVICE QUALITY.......................................................................................................8
2.3 TYPES OF SPEED.........................................................................................................11
2.4 DELAY...........................................................................................................................11
2.5 DWELL TIME AND CLEARANCE TIME..................................................................12
2.6 FACTORS AFFECTING DWELL TIME AND CLEARANCE TIME........................13
2.7 LOADING AREA..........................................................................................................14
2.8 CORRIDOR CAPACITY..............................................................................................15
CHAPTER THREE: METHODOLOGY............................................................................17
3.1: FLOWCHART..............................................................................................................17
3.2 SCOPE OF METHODOLOGY.....................................................................................18
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3.3 SOURCES OF DATA....................................................................................................18
3.4 DATA ANALYSIS........................................................................................................18
CHAPTER FOUR: DATA ANALYSIS...............................................................................21
4.1 SECONDARY DATA....................................................................................................21
4.2 MAP OF STUDIED ROUTES EXTRACTED FROM ACR GIS.................................23
4.3 DATA SHEET................................................................................................................24
4.4 CALCULATIONS.........................................................................................................30
CHAPTER FIVE: CONCLUSION......................................................................................95
5.1 WORK COMPLETED...................................................................................................95
5.2 WORK REMAINING....................................................................................................96
5.3 WORK SCHEDULE......................................................................................................96
5.4. PROBLEMS ENCOUNTERED DURING SURVEY..................................................96
5.5 RESULT.........................................................................................................................97
REFRENCES..........................................................................................................................97
ANNEXES...............................................................................................................................99
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LIST OF FIGURES
Figure 1:Administrative Map of Pokhara Metropolitan Area....................................................7
Figure 2:Relationship between loading area, bus stop & bus facility......................................14
Figure 3:Flowchart of Methodology........................................................................................17
Figure 4: Distance and no. of buses in 6 routes.......................................................................22
Figure 5:Distance and no. of buses in 4 routes........................................................................22
Figure 6: Map of studied routes...............................................................................................23
Figure 7: Average no of passenger and standard deviation in 6 routes...................................31
Figure 8: Average no of passenger and standard deviation in 4 routes...................................31
Figure 9: Average passenger flow on different shifts of 6 routes............................................33
Figure 10:Average passenger flow on different shifts of 4 routes...........................................33
Figure 11: Average delay time on 6 routes..............................................................................39
Figure 12: Average delay time on 4 routes..............................................................................39
Figure 13:Average and standard deviation of travel time of 6 routes......................................42
Figure 14: Average and standard deviation of travel time of 4 routes.....................................42
Figure 15: Average journey and average running speed of 6 routes........................................45
Figure 16:Average journey speed and average running speed of 4 routes..............................45
Figure 17:Peak hour passenger distribution.............................................................................47
Figure 18:Average passenger distribution on non-peak hour..................................................48
Figure 19:Dwell time on major stations of Harichowk to Chorepatan and vice versa............75
Figure 20:Dwell time on major stations of Bagar to Chhorepatan and vice versa..................76
Figure 21:Dwell time on major stations of Lakeside to Bagar and vice versa........................77
Figure 22:Dwell time on major stations of Lakeside to gufa and vice versa...........................78
Figure 23:Dwell time on major stations of Housing to Khaltey Masina and vice versa.........79
Figure 24:Dwell time on major stations of Harichowk to Maheripatan and vice versa..........80
Figure 25:Dwell time on major stations of Lakeside to Chhorepatan and vice versa..............81
Figure 26:Dwell time on major stations of Belghari to Manipal and vice versa.....................82
Figure 27:Dwell time on major stations of Hallanchowk to Kaseri and vice versa.................83
Figure 28: Dwell time on major stations of Mahatgauda to Simpani and vice versa..............84
Figure 29: Person capacity of bus stop per hr of route Hallanchowk to Kaseri and vice versa.
..........................................................................................................................................86
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Figure 30: Person capacity of bus stop per hr of route Harichowk to chorepatan and vice
versa.................................................................................................................................87
Figure 31:Person capacity of bus stop per hr of route Khaltey Masina to Housing and vice
versa.................................................................................................................................88
Figure 32:Person capacity of bus stop per hr of route Harichowk to Majheripatan and vice
versa.................................................................................................................................89
Figure 33:Person capacity of bus stop per hr of route Lamachour to Chorepatan and vice
versa.................................................................................................................................90
Figure 34:Person capacity of bus stop per hr of route Manipal to Belghari and vice versa.. . .91
Figure 35:Person capacity of bus stop per hr of route Chorepatan and Bagar and vice versa.92
Figure 36:Person capacity of bus stop per hr of route Bagar to Fewa lake and vice versa......93
Figure 37:Person capacity of bus stop per hr of route Gufa to Fewa lake and vice versa.......94
Figure 38: Work schedule........................................................................................................96
LIST OF TABLES
Table 1:Secondary data obtained from Pokhara Yatayat Pvt.Ltd............................................21

Table 2: Passenger flow analysis on Hallanchowk to Kaseri in morning shift........................24
Table 3: Passenger flow analysis of Kaseri to Hallanchowk in moring shift..........................25
Table 4:Passenger flow analysis on Hallanchowk to Kaseri in day shift................................26
Table 5:Passenger flow analysis of Kaseri to Hallanchowk in day shift.................................27
Table 6:Passenger flow analysis on Hallanchowk to Kaseri in evening shift..........................28
Table 7:Passenger flow analysis of Kaseri to Hallanchowk in evening shift..........................29
Table 8: Average no. of passenger and standard deviation......................................................30
Table 9: Time and Speed analysis of studied routes................................................................34
Table 10: Travel time in each route.........................................................................................41
Table 11:Speed Analysis..........................................................................................................44
Table 12: Peak hour passenger distribution on different routes...............................................47
Table 13:Non Peak hour passenger distribution on different routes........................................48
Table 14: Calculation of PHF of different shifts of all routes..................................................50
Table 15:Calculation of Bbb, Bs & Ps of route Guffa to Fewa lake........................................53
Table 16: Calculation of Bbb, Bs & Ps of route Fewa lake to guffa........................................54
Table 17: Calculation of Bbb, Bs & Ps of route Bagar to Lakeside........................................55
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Table 18: Calculation of Bbb, Bs & Ps of route Lakeside to Bagar........................................56
Table 19: Calculation of Bbb, Bs & Ps of route Chorepatan to Bagar....................................57
Table 20:Calculation of Bbb, Bs & Ps of route Bagar to Chorepatan.....................................58
Table 21:Calculation of Bbb, Bs & Ps of route Simpani to Mahatgauda................................59
Table 22:Calculation of Bbb, Bs & Ps of route Mahatgauda to Simpani................................60
Table 23:Calculation of Bbb, Bs & Ps of route Hallanchowk to Kaseri..................................61
Table 24:Calculation of Bbb, Bs & Ps of route Kaseri to Hallanchowk..................................62
Table 25:Calculation of Bbb, Bs & Ps of route Harichowk to Chorepatan.............................63
Table 26:Calculation of Bbb, Bs & Ps of route Chorepatan to Harichowk.............................64
Table 27: Calculation of Bbb, Bs & Ps of route Housing to Khalteymasina...........................65
Table 28:Calculation of Bbb, Bs & Ps of route Khalteymasina to Housing............................66
Table 29:Calculation of Bbb, Bs & Ps of route Harichowk to Majheripatan..........................67
Table 30:Calculation of Bbb, Bs & Ps of route Majheripatan to Harichowk..........................68
Table 31:Calculation of Bbb, Bs & Ps of route Lamachour to Chorepatan.............................69
Table 32:Calculation of Bbb, Bs & Ps of route Chorepatan to Majheripatan..........................70
Table 33:Calculation of Bbb, Bs & Ps of route Belghari to Manipal......................................71
Table 34:Calculation of Bbb, Bs & Ps of route Manipal to Belghari......................................72
Table 35: Calculation of Corridor capacity..............................................................................73
Table 36: Calculation of Service frequency and Time Interval...............................................74
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ABBREVIATION
SD: Standard Deviation
CV: Coefficient of variation
tb: Dwell time
Pa: Alighting passengers per bus through the busiest door during the peak 15 minutes
Pb: Boarding passengers per bus through the busiest door during the peak 15 minutes
tb: Passenger boarding time
toc: Door opening and closing time
Bbb: Maximum number of buses per loading area per hour
g/C: Ratio of effective green time to total traffic signal cycle length
tc : Clearance time between successive buses
Za: One-tail normal variate corresponding to the probability that queues will not form behind
the bus stop
Cv: Coefficient of variation of dwell times
Bs: Maximum number of buses per bus stop per hour
Neb: Number of effective loading areas
Ps: Person capacity of a bus stop
Bs: Vehicle capacity of the bus stop
P15: Peak 15-minute passenger interchange per bus
P: Passenger volume
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PHF: Peak hour factor
Pphd: Persons per hour per direction
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CHAPTER ONE: INTRODUCTION
1.1 BACKGROUND
The history of transit service can be traced back to the early days of human civilization, when
people began to travel from one place to another for trade, work, and other purposes. The
earliest forms of transit were likely walking, horse-drawn vehicles, and boats. As cities and
civilizations developed, so did the need for more efficient and reliable forms of transit. In
ancient times, the Roman Empire built a network of roads and aqueducts that allowed for
easy travel and the movement of goods. In the Middle Ages, European cities developed a
system of horse-drawn carriages and coaches for transportation. In the 19th century, the
industrial revolution brought about significant changes in transportation. The invention of the
steam engine led to the development of the first trains, which greatly improved the speed and
efficiency of travel. The invention of the gasoline engine in the late 19th century also led to
the development of the first automobiles and buses. In the early 20th century, the first electric
streetcars and subways were introduced in major cities. This development greatly improved
the efficiency and reliability of public transit and led to the widespread adoption of electric
trolleybuses, streetcars, and subways. As the 20th century progressed, the use of automobiles
and buses continued to grow, and public transit systems began to shift towards the use of
diesel and natural gas-powered vehicles. In recent years, there has been a renewed interest in
electric and hybrid vehicles, as well as new technologies such as ride-sharing and
autonomous vehicles, which have the potential to revolutionize the transit industry. Overall,
the history of transit service has been one of constant evolution and adaptation to changing
technologies, social and economic conditions, and the needs of society.
Public transit service in Nepal has a long history, dating back to the late 19th century when
the first buses were introduced in Kathmandu. Nepal Transportation Service began a local
bus service between Kathmandu and Patan in September 1959, marking the beginning of
urban transportation in Nepal. The trolley bus system was opened in 1975 A.D. with Nrs 40
million grant from China for 22 standard trolley buses having 32 passengers’ capacity
adapted to left-handed operation. Ten newer model buses were donated in 1997. This bus
system serves the 13 km long route from Tripureswor to Surya Binayak. The line was
operated by the Nepal Trolley Bus Service, a branch of the Nepal Transportation Corporation
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(NTC). In 2001 the NTC was dissolved and the trolley bus operation was suspended, as it did
not turn any profit since 1990. The trolley bus service finally laid to rest in November 2008.
However, the development of public transit in Nepal has been limited due to the country's
rugged terrain and lack of infrastructure. In the early days, bus service was the main form of
public transportation in Nepal. However, in recent years, there has been a shift towards the
use of micro buses and minibuses, which are better suited to the country's narrow and
winding roads. Additionally, the use of shared taxis and rickshaws has also become
increasingly popular.
Public transportation known as public transit, is a system of transport for passengers by group
travel systems available for use by the general public unlike private transport, typically
managed on a schedule, operated on established routes, and that charge a posted fee for each
trip. The public transport mode includes buses, mini buses, micro-bus, train, taxi etc. Public
transport is the cheapest mode of transport which is affordable by the common people. One
major benefit of using public transport is that it reduces the number of vehicles running on
roads and gradually slowdown pollution. The use of mass transit modes reduces congestion
and air pollution due to which many countries are now opting for high occupancy vehicle. A
good public transport system makes efficient use of urban space, provide efficient and
affordable mobility, and access to work, school/colleges, social, recreation and economic
activities.
Pokhara has a privately maintained public transit system that runs throughout the city, as well
as to outlying townships and villages. The total number of routes in the Pokhara valley is 13,
serving a population of 5,18,452 people. Private companies that provide public bus
transportation in and around Pokhara Valley include Pokhara Mahanagar Bus Bebasaya
Samiti (green, brown, and blue buses), Mama Bhanja Transport (blue buses), Bindabashini
Samiti (blue buses), Phewa Bus Bebasaya Samiti (mini micros), and Lekhnath Bus Bebasaya
Samiti (green and white buses). Local and city buses, micros, micro-buses, and metered taxis
are the most common modes of public transportation.
The increase in population and derived demand for transportation has added the load in the
public transportation system in Pokhara. The present public transportation system prevalent
in the Pokhara is unsystematic, unreliable, polluting and uncomfortable. With evidence of
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more frequent traffic congestion problems in Pokhara, it has become a necessity to attract
more public towards public transport. A good regional level policy and good quality service
have become essential to improve public transportation sector in Pokhara. Beside congestion,
over crowdedness, long waiting time, long and inconsistent travel time, poor and unreliable
services have also become the part of public transportation system. promotion of public
transit is thus essential, whereas public transit accessibility is fundamental for an efficient
transport service. In most of the developing countries, access to public transport is poor with
longer access distance and longer travel time. For proper management of transportation
Passenger Flow Analysis is important.
Passenger flow is the predication of movement of people in public buses. The forecasting of
bus passenger flow is important to the bus transit system’s operation. This task aims to
predict the number of passengers getting on the bus and certain bus stops during the given
period. Stop during a given period generally can be applied for reducing time-consuming and
traveling and providing better transportation. Because of the complicated structure of the bus
operation system, it’s difficult to explain how passengers travel along different routes. We
can use methods like manual counting, questionnaire method, schedule method, transport
ticket method to collect passenger flow data. In the dataset, some of the parameters are
considered for prediction of people flow i.e., bus id, bus type, source, destination, passenger
count and slot number.
1.2 STATEMENT OF PROBLEMS
Traveling via public transportation in Nepal is a curse since they routinely break the capacity
rule by transporting as many passengers as possible. They are sometimes smothered and
overcrowded. Overcrowding puts public buses at risk of deadly accidents. Commuting by
public transportation to one's destination in Pokhara valley has become an unpleasant
experience for commuters due to the valley's expanding population. The public transportation
system continues to be plagued by issues such as a lack of a regular operating schedule and
bus stops, as well as unpleasant journeys and late services. In addition, the bus timetable does
not match to actual swings in consumer demand, resulting in increased operational costs and
time delays. Bus stops are not always in convenient or safe locations, and bus drivers are not
always loading and unloading passengers at marked bus stops. In the Pokhara Valley, route
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assignment planning and monitoring are insufficient. People prefer private vehicle for these
reasons, resulting in increasing traffic congestion, noise pollution, and greenhouse gas
emissions, which has become a big issue. As a result, the main issue is how to address and
manage the operation of routes so that the situation becomes convenient.
1.3 OBJECTIVES
The primary objective of this study is to examine the effective operation of transport
networks along various routes in the Pokhara Valley. The key objectives are:
 To conduct Inventory survey on public transportation

 To analyse passengers’ flow.
 To study about the delay on public transportation, dwell time and corridor capacity.
1.4 SCOPE OF STUDY
 Inventory survey helps to know about the public transportation system in Pokhara.
 Passenger satisfaction/dissatisfaction over the journey time.
 Management of the scheduled time of transit service.
 Management of random stoppage.
1.5 LIMITATION
The study has the following limitations:
 The analysis neglects other vehicles (such as taxis and microbuses) that operate in
intercity public transit and primarily focuses on a few particular routes in Pokhara.
 Although other companies provide public transportation, only Pokhara Yatayat Pvt.
Ltd. is included in this analysis.
 The data were only collected on each route for a day (10 hours), which might not be
enough to gather the necessary amount of data for a detailed analysis of a few
particular factors.
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1.6 STUDY AREA
Figur.1:Administrative Map of Pokhara Metropolitan Area
(Source: https://pokharamun.gov.np/resource-maps )
The utilization of public transportation has reached its pinnacle due to population growth and
the nature of the works. Numerous aspects that have an impact on how well public
transportation serves its passengers have been grouped along the 10 routes in order to ensure
proper and effective service. Various public buses from various yatayat samiti have been
serving Pokhara city. The routes are chosen so that there is the greatest possible passenger
flow along that route. The principal problems, such as delays, an unfair fare system, traffic,
random station stops, etc., call into doubt the quality of the service offered by the system. We
made the decision to analyze the number of passengers along each of the municipality of
Lekhnath's 10 separate routes. The volume of the passengers is counted on both peak hours
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(8:30 am - 11:30 am & 3:00 pm to 5:30 pm) and off-peak hours (remaining hours between
peak hours).
CHAPTER TWO: LITERATURE REVIEW
2.1 ACCESIBILITY AND PLANNING
Studies have shown that public transport is one of the efficient modes of transportation that
transfer lager share of commuters to a long distance with less burden on the economy and
environment. It is often considered as sustainable modes of transportation. It can play an
essential role in reducing traffic congestion as well as air pollution, provided, it is accessible
to all and accommodates the desired level of service. The first prerequisite for public
transportation to become a possible alternative for the user is the existence of public transit in
a user’s neighbourhood. Promotion of public transit is thus essential, whereas public transit
accessibility is fundamental for an efficient transport service. In most of the developing
countries, access to public transport is poor with longer access distance and longer travel
time. A significant thought is the most suitable vehicle size to fulfil the need of traveller
transport along a passageway. Large transports and small vehicles are suitable in various
conditions and arranging should be completed to decide if a few small vehicles or an
enormous vehicle would meet the necessities of travelers and administrators all the more
productively. According to Tranter, a bus statics determines the comfort for planner where as
Odufuwa and Olufemi (2012) highlighted the need for gender safety for comfort ability along
with measuring public transport accessibility were highly focused. “We should focus on
creating new schemes and grant to transport owners to make it more attractive. This can help
raise the standard of public transport in the country.” “For this, the government can start by
waiving off some parts of customs tax and route permit fee. The government can also start
training drivers.” The government needs to take a scientific approach to solve this issue so
that people start ditching private vehicles and using public transport. Nepal’s public transport
is not just expensive; It is also unmanaged and disappointing. On top of that, it is not
accessible to all. In most routes, there is a monopoly of a few companies that bar others from
starting services.
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2.2 SERVICE QUALITY
According to Eboli and Mazzulla (2008), service quality can be on the basis of transit user
judgments. These judgments, which can be considered a subjective measure of service
quality, generally derive from the well-known Customer Satisfaction Surveys (CSS), which
help transit operators to identify which service quality factors are considered the most
important by their customers. Customer judgments can be expressed in terms of expectations,
which represent what customers expect of the service, and perceptions, which represent what
customers receive from the service. Service quality measurement based on customer opinions
allows the perceived performances of a given transit service to be analysed. The main
disadvantages of this type of measure are the strong subjectivity of transit users’ judgments
and the failure to take non-users’ perceptions into account.
For the evaluation of service quality, it is necessary to know the indicators for the evaluation
based on perception of users. There are many literatures available for the study of indicators
of service quality and Eboli and Mazzulla (2008) considers following indicators to be
relevant to measure the service quality.
1. Service Availability
The attributes belonging to this category of service aspects are represented by characteristics
of the route of the bus line in terms of path and coverage, number of bus stops, distance
between bus stops, location of the bus stops, and characteristics of the service, like service
frequency, span of service, travel time, need for transfers.
2. Service Reliability
Service reliability is one of the most investigated transit service aspects and it is considered
as a very important aspect for the transit users. Public transit agencies have developed
multiple indicators to measure service reliability, but the three most common measures are
on-time performance, headway regularity and running time adherence.
3. Comfort
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Comfort during the journey is important for transit users, both the physical comfort regarding
vehicles and comfort regarding ambient conditions on board or at stops. Comfort on board
means having soft and clean seats, comfortable temperature, not many people on board,
smoothness of the bus ride, low levels of noise and vibrations, not nasty odour.
4. Cleanliness
The indicators regarding cleanliness refer to the physical condition of vehicles and facilities,
and specifically the cleanliness of the bus interior and exterior, having buses and shelters
clean of graffiti, cleanliness of seating and windows, and so on. Every transit agency
performs the cleaning of bus interiors on a daily basis, even if only to remove coarse refuse
such as bottles and newspapers. As a consequence, transit agencies could perform periodic
detailed cleaning of the entire bus, which includes the interior. Depending on the agency,
detailed cleaning is performed monthly, quarterly, or annually; the level of detailed cleaning
depends on how much is daily done as part of the service line function.
5. Safety and security
The aspect linked to safety indicates the degree of safety from crime or accidents and the
feeling of security resulting from psychological factors; therefore, this aspect refers not only
to safety from crimes while riding or at bus stops and from accidents, but also to safety
related to the behaviour of other persons and to the bus operation. Generally, the term
“safety” is used to indicate the possibility of being involved in a road accident, while the term
“security” refers to the possibility of becoming the victim of a crime.
6. Fare
The service aspect regarding fare includes characteristics of the monetary cost of the journey
by bus, like the cost of a one-way ride, the cost of a transfer, the availability of discounted
fares (e.g for students), the availability of volume discounts (e.g. for monthly passes), the cost
of parking at bus stops.
7. Information
Another service aspect affecting transit service quality is linked to the availability of
information pertinent to the planning and execution of a journey. Passengers need to know
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how to use transit service, where the access is located, where to get off in the proximity of
their destination, whether any transfers are required, and when transit services are scheduled
to depart and arrive. Without this information, potential passengers will not be able to use
transit service.
8. Customer care
Customer care includes those elements needed to make easier and more pleasant the journey,
like courtesy and knowledge of drivers, courtesy and helpfulness of ticket agents, personnel
appearance, together with elements linked to the easiness of purchasing tickets or paying fare,
presence and condition of the ticket issuing and validation machines, and effectiveness of the
ticket selling network.
9. Environmental Impacts
The service aspect regarding the impacts of the bus systems on the environment includes
effects in terms of emissions, noise, visual pollution, vibration, dust and dirt, odour, waste,
but also effect of vibrations on road and natural resources consumption in terms of energy or
space. In the scientific literature, there is a considerable number of models and procedures
which allow the effects of the transport systems to be quantified, especially in terms of
pollution and noise. In order to obtain some indicators one can refers to the well-known
literature of the specific sector.
2.3 TYPES OF SPEED
Speed, Journey Time and Delay Survey Speed is the one of the most important characteristics
of traffic and its measurement is a frequent necessity in traffic engineering studies. Speed is
the rate of movement of traffic or of specified components of traffic and is commonly
expressed in kilo meter per hour. Spot speed is the instantaneous speed of traffic at a
specified location. Running speed is the average speed maintained by traffic over a given
course while the traffic is in motion. Journey speed, also known as overall travel speed, is the
effective speed of traffic between two points, and is the distance between two points divided
by the total time taken by the vehicle to complete the journey, including delay.
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2.4 DELAY
Delays are the time lost during the travel by the vehicle, which is divided into two categories
as explained below:
1.Fixed delay: Delays that occur mostly at road way intersections, traffic signals, stop signs,
railway crossing etc. that is as a result of some fixed roadway conditions and does not depend
upon the traffic density.
2.Operational delay: Operational delays are primarily a reflection of interacting effects of

traffic on a road. These delays can be caused by parking of vehicles, by pedestrians, crossing
and turning vehicles in uncontrolled intersections and vehicles stalling in the middle of traffic
stream. Internal friction caused within the traffic stream may be another reason for this type
of delay. E.g vehicle volume in excess of capacity will cause traffic congestion and result in
considerable delays in traffic. Uncontrolled intersections adjacent to each other and carrying
heavy turning movements can be cause of considerable amount of weaving with the stream as
vehicles attempts to enter and leave the main roadway. The time obtained by deducting
Delays from Total journey time is called Running Time of vehicle, which represents the
actual time the vehicle was in motion. Based on these times, the speeds are named
accordingly. The speed calculated by use of Total Journey time is called Journey Speed and
the speed calculated using Running time is called Running Speed. Running speed can be used
as the measure of Level of Service offered by the highway section over a long period of time,
and thus can be of use to a highway planner. But, the main interest of both driver and
passenger goes to Average journey speed. Speed and delay study can be obtained by various
methods, such as Registration number plate, Elevated observer method as well as floating car
method.
2.5 DWELL TIME AND CLEARANCE TIME
According to TRB 2000 a bus stop is an area where one or more buses load or unload
passengers. It consists of one or more loading areas and may be on-line or off-line. Dwell
time in transit service refers to the amount of time a transit vehicle stops at a station or stop to
allow passengers to board and disembark. It is a crucial performance indicator of transit
service quality, as it affects the overall speed and reliability of the service. Factors that can
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impact dwell time include passenger behaviour, vehicle design, station design, scheduling
and routing, fare payment systems, and weather conditions. A long dwell time can result in
increased transit service delays, reduced reliability, and decreased passenger satisfaction.
Dwell time can also be affected by the time required for wheelchair loading and securement
and for bicyclists to use bus-mounted bicycle racks. However, unless these activities occur
regularly at a given stop, they can be treated as random events that are addressed by dwell
time variability (i.e., a wheelchair loading will result in a longer-than-average dwell time
when it occurs, but these events happen rarely).
Once a bus closes its doors and prepares to depart a stop, there is an additional time called the
clearance time, when the loading area is not yet available for the use by next bus. Part of this
time is fixed, consisting of the time for a bus to start up and travel its own length, clearing the
stop (Mushule, 2012). In case of off-line bus bay bus stop, there is an additional component
to clearance time- the time required for a suitable gap in traffic to allow the bus to re-enter the
street. This re-entry delay depends on traffic volume in the curb lane and upstream traffic
signal (Mushule, 2012). Clearance time refers to the amount of time required for a transit
vehicle to clear a station or stop after passengers have boarded and disembarked. This
includes the time required to move away from the platform, and re-accelerate to full speed.
Various studies have examined the components of clearance time, with total clearance times
ranging from 9 to 20 seconds. Clearance time is also a critical performance indicator, as long
clearance times can result in transit service delays and decreased efficiency. Factors that can
impact clearance time include vehicle design, station design, scheduling and routing, traffic
conditions, real-time information and communication systems, equipment malfunctions, and
weather conditions.
2.6 FACTORS AFFECTING DWELL TIME AND CLEARANCE TIME
There are several factors that can impact dwell time and clearance time in transit service,
including:
1. Passenger behaviour: Factors such as passenger flow, boarding and disembarking speeds,
and passenger congestion can impact dwell time.
xx
2. Vehicle design: Features such as door design, floor height, and vehicle layout can impact
both dwell and clearance time.
3. Station design: Station layout, platform design, and the availability of amenities such as
fare payment systems can impact dwell time.
4. Scheduling and routing: The timing and frequency of transit service and the routing of
transit vehicles can impact dwell and clearance time.
5. Traffic conditions: Congestion on the roadways and at intersections can impact clearance
time.
6. Fare payment systems: The implementation of fare payment systems can impact dwell
time, particularly if they require passengers to queue or take additional time to pay.
7. Real-time information and communication systems: The availability of real-time

information and communication systems, such as passenger information displays and
onboard communication systems, can impact dwell time and clearance time.
8. Equipment malfunctions: Equipment failures or malfunctions, such as door malfunctions,

can impact dwell and clearance time.
9. Weather conditions: Adverse weather conditions, such as snow or heavy rain, can impact
dwell and clearance time.
xxi
2.7 LOADING AREA
Figure 2:Relationship between loading area, bus stop & bus facility
A loading area in transit service refers to a designated space where passengers board or exit
vehicles such as buses, trains, or trams. It is usually located at a transit stop or station and is
designed to facilitate the efficient and safe movement of passengers. A loading area may
include platforms, shelters, signs, and other amenities to improve the passenger experience.
The size and design of a loading area may vary based on the volume of passengers and the
type of transit service being provided. In transit systems with high passenger volumes,
loading areas may have multiple bays or doors to minimize delays and ensure an efficient
flow of passengers.
The bus capacity of a loading area is dependent on the following factors:
• Dwell time
• Clearance time
• Dwell time variability-The consistency (or lack thereof) of dwell times among buses using
the loading area; (Dwell time variability and failure rate account for longer than-average
dwells so that one bus typically does not delay the one behind it.)
• Failure rate-The probability that one bus will arrive at a loading area, only to find another
bus already occupying it. The combination of dwell time and clearance time gives the
average amount of time an individual bus occupies the loading area. The combination of
xxii
dwell time variability and a design failure rate provide an additional margin of time to ensure
that most buses will be able to immediately use the loading area upon arriving. Adding these
two combinations together produces the minimum headway between buses required to avoid
interference between buses. Dividing this headway into the number of seconds in an hour
gives the number of buses per hour that can use the stop—the loading area capacity.
2.8 CORRIDOR CAPACITY
Corridor capacity in transit refers to the maximum number of passengers or vehicles that can
be accommodated within a specific time period on a transit route, such as a train line, bus
route, or other mode of transportation. It is a crucial measure of the efficiency and
effectiveness of a transit system, as it determines how many passengers can be transported
and the potential impact of service disruptions or delays. The provision of high capacities
without creating undue saturation is a principal design consideration of most BRT systems.
Once the bottleneck of the system is the station, the capacity of a BRT corridor is given by
the capacity of its busiest station section, which is basically dependent on the vehicle size,
load factor, and sum of service frequencies dwelling at each sub-stop with those who “jump”
the station (direct services). The equation below shows this.
Corridor capacity at the station:
N ¿−stops Freqi
Corridor Capacity at station= VSize∗ Load Factor ∗ ( Freq direct + ∑ ❑)
i=1
Where: Corridor Capacity at station: Number of people the corridor can transport through a
given station section, in passengers per hour per direction (pphpd);
VSize: Maximum vehicle capacity;
Load Factor: Average occupancy of the vehicles at the station, expressed as a proportion of
the maximum vehicle capacity;
Freq direct : Frequency of limited-stop services that skip the station under analysis;
Freq i Vehicle frequency at sub-stop i is the number of vehicles that dwells at all docking bays
of sub-stop i during the evaluated interval (usually an hour);
xxiii
N ¿ stops : Number of independent sub-stops in each station.
xxiv
CHAPTER THREE: METHODOLOGY
3.1: FLOWCHART
Secondary data (information from

Literature review
service provider)
Inventory survey on
peak/off peak hours and Journey/
tracing routes using Gps delay time
Route
mapping
Dwell
Time
Evaluation and
Mapping analysis Data analysis
Corridor
capacity
Station
mapping
PHF
Result and
discussion
Conclusion
Figure 3:Flowchart of Methodology
xxv
3.2 SCOPE OF METHODOLOGY
Here, peak hour factor, corridor capacity, dwell time and various other performance measures
are addressed. To determine a vehicle's performance, the journey time and delay time for
each route are calculated. The number of passengers dispersed among each route and the
regularity with which the bus departs from the station are taken into consideration throughout
the analysis. Each route typically has six data points collected over the course of one day,
during peak and off-peak hours.
3.3 SOURCES OF DATA
Secondary sources of data which include the data collected from the Pokhara Yatayat Ltd. All
the required information including number of buses, fare, and the operational routine of
public buses of Pokhara Yatayat is collected. Primary data is collected which include the
volume flow of passengers in each route and the no. of vehicle count at certain section.
3.4 DATA ANALYSIS
All the factors that influence the serviceability of the public transit service including the
passenger volume count, journey time, is calculated. Other possible factors are also noted for
the analysis.
Peak hour factor (PHF) is a metric used in transportation engineering to quantify the level of
congestion experienced during the busiest hour of operation on a transportation system, such
as a road, bridge, or public transit line. It is calculated as the ratio of the total volume of
vehicles or passengers during the peak hour to the maximum possible volume that the system
can handle under ideal conditions. Peak hour factors range from 0.25 (all passenger demand
occurs during a single 15-minute period in an hour) to 1.00 (demand is constant throughout
the hour).
PHF is used to identify bottlenecks and prioritize investments in transportation

infrastructure.
Ph
PHF= … … … .Equation 1
4 P 15
xxvi
where:
PHF = peak hour factor;
P H = passenger volume during the peak hour (p); and
P15= passenger volume during the peak 15 minutes (p).
The corridor capacity is defined as the number of passengers traveling in fixed direction in
one hour in same system of Public Transportation system. Its unit is pphpd (passenger per
hour per direction). The factors affecting the corridor capacity are:
 Vehicle capacity (Passenger per vehicle)
 Load Factor
 Service Frequency (vehicle per hour)
 No. of Stopping Bays
Mathematically,
Corridor capacity = Vehicle capacity*Load factor*Service frequency*No. of stopping Bays

Equation 2
The dwell time is the time required to serve passengers at the busiest door, plus the time
required to open and close the doors. A value of 2 to 5 seconds for door opening and closing
is reasonable for normal operations.
t d = Pa t a+ Pb t b+t oc .......... Equation 3
where:
t d = average dwell time (s);
Pa = alighting passengers per bus through the busiest door (p);
t a = alighting passenger service time (s/p);
xxvii
Pb = boarding passengers per bus through the busiest door (p);
t b= boarding passenger service time (s/p); and
t oc= door opening and closing time (s)
g
3600( )
C
Max. no. of buses per loading area per hour (Bbb) = ……… Equation 4
( )
tc +
g
t +Z c t
C d a v d
Person capacity of bus stop (Ps)= Bs × P15……….. Equation 5
Vehicle capacity of a bus per hour (Bs) = N eb × Bbb … … …Equation 6
xxviii
CHAPTER FOUR: DATA ANALYSIS
4.1 SECONDARY DATA
Table 1:Secondary data obtained from Pokhara Yatayat Pvt.Ltd
S.NO ROUTES NO. OF BUSES
1 Lamchour-Chhorepatan 24
2 Gufa-Lake-Chhorepatan 20
3 Simpani-Mahatgauda 14
4 Harichowk-Majheripatan 16
5 Hallanchowk-Kaseri 21
6 Deep Housing-Khaltey Masina 24
7 Sedi-Chipledhunga 14
8 Bagar-Chhorepatan 33
9 Manipal-Belghari 21
10 Jogimadi-Chhorepatan 12
11 Fulbari-Chipledhunga 12
12 Harichowk-Chhorepatan 14
13 Fewa Lake-Begans Lake 4
xxix
DISTANCE AND NO. OF BUSES IN EACH ROUTE
Khaltemasina-Deep housing
Kaseri-Harichowk
Simpani-Mahatgauda
Gufa-Fewa lake
Majeripatan-Harichowk
Lamachour-Chhorepatan
0 5 10 15 20 25 30
Figure 4: Distance and no. of buses in 6 routes
Figure 5:Distance and no. of buses in 4 routes
The no. of buses was distributed on the basis of passenger flow instead of distance of the
route.
xxx
4.2 MAP OF STUDIED ROUTES EXTRACTED FROM ACR GIS
Figure 6: Map of studied routes
xxxi
4.3 DATA SHEET
Table 2: Passenger flow analysis on Hallanchowk to Kaseri in morning shift.
PASSENGER FLOW ANALYSIS

BUS NO:
BUS COMPANY: POKHARA DIMENSION:
GA 1 KHA CAPACITY OF BUS: 26
YATAYAT PVT.LTD 19.5X6.75ft
4032
STARTING POINT: DISTANCE OF ENDING POINT:
WEATHER STATUS: CLOUDY
HALLANCHOWK ROUTE: 11km KASERI
DATE:2079/04/10 DAY: TUESDAY SHIFT: MORNING
STATION NO OF PASSENGER
STATION NAME TIME REMARKS DWELL TIME
NO IN OUT
1 HALLANCHOWK 5 09:05 BUS STOP 18
2 DIKOPATAN 3 09:08 09:09 BUS STOP 10.8
3 NARESWOR 1 09:11 09:13 BUS STOP 3.6
4 JAREBAR 4 09:14 09:16 BUS STOP 14.4
5 BULADI 1 09:16 3.6
6 NUWARTHOK 1 09:17 3.6
7 SANTINAGAR 3 09:18 10.8
8 ZERO K.M. 3 09:19 BUS STOP 10.8
ZERO K.M. 1 09:19 3.6
9 STRIJANACHOWK 1 09:20 3.6
1 1 BUS STOP 6
10 SABHAGRIHA 3 9 09:23 BUS STOP 32.4
1 1 09:24 6
1 09:24 2.4
11 NAGARPALIKA 2 1 09:25 BUS STOP 9.6
12 BHATBHATENI 1 09:27 2.4
13 CHIPLEDHUNGA 3 09:28 BUS STOP 7.2
14 MAHENDRAPOOL 1 09:30 2.4
15 RANIPOUWA 5 1 09:30 09:39 BUS STOP 20.4
16 NEPAL TELECOM 1 09:40 BUS STOP 2.4
17 PURANODHARA 2 1 09:43 9.6
18 SITALDEVI 1 09:45 2.4
19 GAUDAMUKH 1 1 09:47 6
20 BHADRAKALI SCHOOL 1 09:48 2.4
21 BAJAPATAN 1 09:49 2.4
3 09:50 7.2
22 KAUHKHOLA 1 2 09:51 8.4
1 2 09:52 8.4
23 SAJHA 3 09:55 7.2
2 09:57 4.8
24 KASERI 3 09:59 BUS STOP 7.2
40 40 P15=31
xxxii
Table 3: Passenger flow analysis of Kaseri to Hallanchowk in moring shift.

BUS NO:
3514
KASERI ROUTE: 11km HALLANCHOWK
NO IN OUT
2 SAJHA 4 10:10 14.4
1 10:11 3.6
3 PATAN BESI 2 10:12 7.2
2 7.2
1 10:13 2.4
2 7.2
4 KAUHKHOLA 5 4 10:16 10:26 BUS STOP 27.6
5 BAJAPATAN 1 10:27 3.6
3 10:29 10.8
2 10:30 7.2
2 1 10:31 9.6
6 BHADRAKALI 8 1 10:33 BUS STOP 31.2
7 MAHENDRAPOOL 1 10:34 3.6
8 POKHARA UNITED 1 10:35 3.6
9 HOSPITAL CHOWK 2 6 10:37 BUS STOP 21.6
10 NOBEL 5 1 10:39 20.4
11 RANIPOUWA 1 10:41 3.6
12 TELECOM 1 10:42 2.4
13 MAHENDRAPOOL 1 20 10:43 51.6
14 NAYABAZAR 3 10:48 7.2
15 PRITHIVICHOWK 5 10:49 BUS STOP 12
16 STRIJANA CHOWK 6 10:52 14.4
17 ZERO KM 8 10:53 28.8
18 HALLANCHOWK 8 11:00 BUS STOP 19.2
57 57 P15=45
xxxiii
Table 4:Passenger flow analysis on Hallanchowk to Kaseri in day shift.

BUS NO:
3421
WEATHER STATUS: SUNNY
HALLANCHOWK ROUTE: 11km KASERI
DATE:2079/04/10 DAY: TUESDAY SHIFT: DAY
NO IN OUT
2 DHIKOPATAN 1 12:37 BUS STOP 3.6
3 JAREBAR 2 12:39 7.2
4 SANTINAGAR 4 12:43 14.4
5 ZERO K.M. 2 12:44 7.2
6 SRIJANACHOWK 1 12:46 BUS STOP 2.4
3 12:47 10.8
7 SABHAGRIHA 3 6 12:48 12:49 BUS STOP 25.2
8 BHATBHATENI 1 12:53 3.6
9 CHIPLEDHUNGA 4 12:55 9.6
10 RANIPAUWA 11 5 01:00 01:10 BUS STOP 51.6
11 SITALDEVI 1 01:15 2.4
12 BG HOSPITAL 5 12
13 BAJAPATAN 2 01:20 4.8
1 2.4
2 01:21 4.8
14 KAUHKHOLA 1 1 01:22 6
1 01:24 3.6
15 SAJHA 1 01:27 2.4
1 01:28 3.6
16 DHAWA 1 01:29 2.4
34 34 P15=26
xxxiv
Table 5:Passenger flow analysis of Kaseri to Hallanchowk in day shift.

BUS NO:
3514
NO IN OUT
2 JIMREY DIL 1 01:50 3.6
3 SAJHA 1 01:51 3.6
4 PATAN BESI 1 01:53 2.4
1 01:54 2.4
5 KAUKHKHOLA 1 01:55 2.4
6 KAUKHKHOLA STATION 9 01:56 02:05 BUS STOP 32.4
7 BAJAPATAN 1 1 02:07 6
1 3.6
8 BHADRAKALI SCHOOL 4 02:11 14.4
9 GAUDHA MUKH 2 02:12 BUS STOP 4.8
10 POKHARA UNITED 1 02:17 2.4
1 02:17 2.4
11 BHADRAKALI MARGA 1 02:17 2.4
12 HOSPITAL CHOWK 2 02:19 7.2
13 MAHENDRAOOL 1 6 02:25 18
14 NAYABAZAR 1 02:26 3.6
15 HONDA SHOWRAM 2 02:27 7.2
1 02:28 2.4
16 PRITHIVICHOWK 2 1 02:30 9.6
17 SRIJANACHOWK 2 4 02:34 02:36 16.8
18 SANTINAGAR 3 2 02:40 15.6
1 02:41 2.4
19 NARESHWOR 2 BUS STOP 4.8
20 HALLANCHOWK 5 02:44 BUS STOP 12
31 31 P15=19
xxxv
Table 6:Passenger flow analysis on Hallanchowk to Kaseri in evening shift.
PASSENGE+B192:J221R FLOW ANALYSIS

BUS NO:
3421
WEATHER STATUS: RAINY
HALLANCHOWK ROUTE: 11km KESARI
DATE:2079/04/10 DAY: TUESDAY SHIFT: EVENING
STATION NAME TIME REMARKS DWELL TIM E
NO IN OUT
1 HALLANCOWK 8 04:00 BUS STOP 28.8
2 DIKOPATAN 04:01 04:03 BUS STOP 0
3 NARESHWOR 2 04:05 BUS STOP 7.2
4 SRIJANACHOWK 2 04:11 4.8
5 SABHAGRIHA 1 3 04:12 BUS STOP 10.8
6 NEWROAD 1 04:13 3.6
1 2.4
8 MAHENDRAPOOL 5 04:20 12
9 RANIPUWA 23 1 04:20 04:30 BUS STOP 85.2
10 1 04:33 3.6
11 SITALDEVI 4 04:35 14.4
1 1 04:36 6
12 MATEPANI 1 2.4
13 GAIDA MUKH 1 04:38 2.4
1 04:38 2.4
14 BHADRAKALI MANDIR 3 04:39 7.2
1 3.6
15 BAJAPATAN 2 04:40 4.8
1 04:40 2.4
3 04:42 7.2
16 KAUHKHOLA 3 04:43 7.2
2 4.8
17 PATANBESI 2 04:45 4.8
1 2 04:46 8.4
2 04:46 4.8
18 SAJHA 2 4.8
1 3 04:48 10.8
1 2 8.4
46 46 P15=30
xxxvi
Table 7:Passenger flow analysis of Kaseri to Hallanchowk in evening shift.

BUS NO:
3514
NO IN OUT
1 KASERI 5 05:10 BUS STOP 18
2 SAJHA 2 05:16 7.2
3 PATANBESI 1 05:17 3.6
1 05:18 3.6
1 05:19 3.6
4 KAUHKHOLA 10 2 05:20 05:31 BUS STOP 40.8
5 BAJAPATAN 1 05:33 3.6
1 05:35 3.6
2 7.2
6 GAUDAMUKH 1 05:38 2.4
05:39 0
7 PURANODHARA 1 2 05:42 8.4
8 RANIPAUWA 2 05:43 4.8
9 MAHENDRAPOOL 10 05:45 24
10 NAYABAZAR 3 1 13.2
11 HERO SHOWROOM 2 05:48 7.2
12 PRITHIVICHOWK 2 5 05:51 19.2
13 SRIJANA CHOWK 9 5 05:54 44.4
14 JAREBAR 4 06:01 9.6
3 06:01 7.2
15 NARESHWOR 2 06:03 4.8
41 41 P15=42
xxxvii
4.4 CALCULATIONS
NO. OF PASSENGERS ON EACH ROUTES
SHIFT AVG. SD
ROUTES MORNIN DAY EVENING
G
1 2 1 2 1 2
Lamachour- 74 49 66 41 63 45 56 13
Chhorepatan
Harichowk- 39 57 49 48 57 45 49 7
Majeripatan
Gufa-Fewa lake 28 62 42 44 42 62 47 13
Simpani- 41 40 23 52 39 12
Mahatgauda
Kaseri-Hallanhowk 40 57 34 31 46 41 42 9
Khaltemasina-Deep 57 52 33 29 64 38 46 14
housing
1=Observation 1, 2=Observation 2
Table 8: Average no. of passenger and standard deviation
NO. OF PASSENGERS ON EACH ROUTES

SHIFT
ROUTES
MORNING DAY EVENING AVG. SD
1 2 1 2 1 2
Belghari-
Manipal 53 63 47 29 62 54 52 12
Bagar-
Phewalake 24 28 49 50 72 73 50 20
Chhorepatan-
Bagar 32 50 72 55 68 50 55 14
Harichowk-
Chhorepatan 49 26 71 40 24 37 41 16
xxxviii
NO. OF PASSENGERS IN EACH ROUTES
Kaseri-Hallanhowk
Simpani-Mahatgauda
Gufa-Fewa lake
Harichowk-Majeripatan
0 10 20 30 40 50 60 70 80
Figure 7: Average no of passenger and standard deviation in 6 routes
NO. OF PASSENGERS IN EACH ROUTES
Harichowk-Chhorepatan
Chhorepatan-Bagar
Bagar-Phewalake
Belghari-Manipal
0 10 20 30 40 50 60 70 80
Figure 8: Average no of passenger and standard deviation in 4 routes
xxxix
This graph depicts the average number of passengers and their standard deviation. It
demonstrates that the average number of passengers on the Lamachour-Chhorepatan route is
high. The standard deviation is high in Bagar-Phewlake, indicating that the number of
passengers is more spread out, implying that the number of passengers fluctuates over time.
Similarly, the standard deviation is low on Harichowk-Majherpatan, indicating that the
number of passengers is clustered, which symbolized that similar number of people travels
during morning, afternoon and evening time.
xl
AVERAGE PASSENGER FLOW ON 3 SHIFTS
70
60
50
NO. OF PASSENGERS
40
30
20
10
0
k
da
n
n
g
ak
w
ata
ata
in
au
ho
al
us
rip
ep
atg
an
ho
w
or
aje
Fe
ah
all
hh
p
M
ee
a-
-M
i-H
-C
k-
uf
D
ni
ur
er
ow
a-
G
pa
as
ho
in
ich
as
ac
Si
m
ar
m
lte
H
La
ha
K
Figure 9: Average passenger flow on different shifts of 6 routes.
AVERAGE PASSENGER FLOW ON 3 SHIFTS

80
NO OF PASSENGERS
70
60
50
40
30
20
10
0
Belghari-Manipal Bagar-Phewalake Chhorepatan-Bagar Harichowk-Chhorepatan
Figure 10:Average passenger flow on different shifts of 4 routes.
The chart above depicts the typical traffic flow on different routes at various times of the day.
The data above demonstrates that the Harichowk-Majheripatan route has less fluctuation in
passenger flow during peak and off-peak hours than other does. This helps in the scheduling
of buses in routes.
xli
Table 9: Time and Speed analysis of studied routes
Routes Housing - Khalteymasina Harichowk-Majheripatan
Shifts Morning Day Evening Morning Day Evening
Journey
time(min) 81.00 67.00 68.00 62.00 80.00 57.00 54.00 53.00 71.00 62.00 66.00 61.00
Delay time(min) 20.00 7.00 10.00 3.00 14.00 1.00 9.00 3.00 10.00 6.00 19.00 3.00
Running
time(min) 61.00 60.00 58.00 59.00 66.00 56.00 45.00 50.00 61.00 56.00 47.00 58.00
Journey
speed(kmph) 8.89 10.75 10.59 11.61 9.00 12.63 12.22 12.45 9.30 10.65 10.00 10.82
Running
speed(kmph) 11.80 12.00 12.41 12.20 10.91 12.86 14.67 13.20 10.82 11.79 14.04 11.38
Routes Gufa-Fewa lake Simpani-Mahatgouda
Shifts Morning Day Evening Morning Day
Journey
time(min) 40.00 63.00 46.00 65.00 50.00 66.00 63.00 68.00 58.00 62.00
Delay time(min) 4.00 16.00 5.00 8.00 6.00 14.00 19.00 29.00 14.00 37.00
Running
time(min) 36.00 47.00 41.00 57.00 44.00 52.00 44.00 39.00 44.00 25.00
Journey
speed(kmph) 17.70 11.24 15.39 10.89 14.16 10.73 10.29 10.59 12.41 11.61
Running
speed(kmph) 19.67 15.06 17.27 12.42 16.09 13.62 14.73 18.46 16.36 28.80
Routes Lamachour Chhorepatan Hallanchowk -Kasari
Journey
time(min) 62.00 76.00 56.00 57.00 54.00 61.00 54.00 55.00 58.00 59.00 60.00 54.00
Delay
time(min) 6.00 34.00 17.00 20.00 6.00 14.00 14.00 10.00 11.00 11.00 12.00 11.00
Running
time(min) 56.00 42.00 39.00 37.00 48.00 47.00 40.00 45.00 47.00 48.00 48.00 43.00
Journey
speed(kmph) 11.42 9.32 12.64 12.42 13.11 11.61 12.22 12.00 11.38 11.19 11.00 12.22
Running
speed(kmph) 12.64 16.86 18.15 19.14 14.75 15.06 16.50 14.67 14.04 13.75 13.75 15.35
Routes Belghari-Manipal Bagar-Phewalake

Journey
time(Min) 70 76 70 70 61 65 43 55 41 53 40 54
Delay time(min) 18 31 15 28 13 24 10 11 5 5 12 20
Running
time(min) 52 45 55 42 48 41 43 44 36 48 28 34
Journey
speed(kmph) 7.11 6.55 7.11 7.11 8.16 7.66 13.53 10.58 14.2 10.98 14.55 10.77
Running
speed(kmph) 9.57 11.06 9.05 11.85 10.37 12.14 13.53 13.22 16.16 12.12 20.78 17.11
ROUTES Chhorepatan-Bagar Harichowk-Chhorepatan
SHIFTS Morning Day Evening Morning Day Evening

Journey
time(min) 56 53 55 60 63 53 54 46 60 49 48 47
Delay time(min) 17 16 14 15 11 2 10 4 12 9 6 9
Running
time(min) 39 37 41 45 52 51 44 42 48 40 42 38
Journey
speed(kmph) 9.32 9.85 9.49 8.7 8.28 9.85 9.44 11.08 8.5 10.4 10.62 10.85
Running
speed(kmph) 13.38 14.1 12.73 11.6 10.03 10.23 11.6 12.14 10.62 12.75 12.14 13.42
DELAY TIME ON ROUTES
30
25
20
AVERAGE DELAY TIME(MIN)
15
10
5
0
e
ri
ni
ak
n
na
k
ase
ata
pa
ow
al
asi
im
k-k
rep
few
ch
ym
-S
ari
ow
ho
fa-
lte
da
-H
r-C
ch
ha
Gu
ou
tan
lan
ou
-K
atg
pa
ch
Ha
ah
ing
eri
ma
M
ajh
us
La
Ho
M
Figure 11: Average delay time on 6 routes.
DELAY TIME ON ROUTES

25
AVERAGE DELAY TIME(MIN)
20
15
10
0
Figure 12: Average delay time on 4 routes.

Above graph 11 & 12 show the delay time on different routes of peak and non-peak hours
while going and returning. Delay time indicates the overall passenger experience and increase
system capacity. It is known from graph that the maximum delay is in Simpani-Mahatgauda
route during both peak and non-peak hour. This indicates that the passenger must wait for
more than 25 minutes in both peak and non-peak which is very inconvenient.
Table 10: Travel time in each route.
MORNING DAY EVENING AVG. STANDARD

SNO ROUTES
TIME DEVIATION
1 2 1 2 1 2
Lamachour
1
Chhorepatan 62 76 56 57 54 61 61.00 7.95
Majeripatan
2
Harichowk 54 53 71 62 66 61 61.17 6.91
Gufa
3
Phewalake 40 63 46 65 50 66 55.00 11.10
Simpani
4
Mahatgauda 63 68 58 62 62.75 4.11
Kaseri
5
Hallanhowk 54 55 58 59 60 54 56.67 2.66
Khaltemasina
6
Deep housing 81 67 68 62 80 57 69.17 9.62
AVG STANDARD
MORNING DAY EVENING
SNO ROUTES TIME DEVIATION
1 2 1 2 1 2
Belghari
1 70 76 70 70 61 65 68.67 0.17
Manipal
Bagar
2 43 55 41 53 40 54 47.03 6.91
Phewalake
Chhorepatan
3 56 53 55 60 63 53 56.67 4.033
Bagar
Harichowk
4 54 46 60 49 48 47 50.67 5.35
Chhorepatan
AVERAGE AND STANDARD DEVIATION OF TRAVEL TIME
Kaseri-HallanChowk
Simpani-Mahatgauda
Gufa-Fewa lake
Majeripatan-Harichowk
0 10 20 30 40 50 60 70 80 90
Figure 13:Average and standard deviation of travel time of 6 routes.
AVERAGE AND STANDARD DEVIATION OF TRAVEL TIME
Harichowk-Chhorepatan
Chhorepatan-Bagar
Bagar-Phewalake
Belghari-Manipal
0 10 20 30 40 50 60 70 80
Figure 14: Average and standard deviation of travel time of 4 routes.
The above bar chart depicts the average travel time of the various routes. According to the
graph, the average travel time for Khalteymasina-Housing is long, while it is short for Bagar
Phewalake. Similarly, the standard deviation is greater for Gufa-Phewlake, indicating that bus
travel times vary over a shift, and lower for Belaghari-Manipal, indicating that bus travel
times are consistent throughout the day. This indicates that the overall efficiency and
reliability of the bus service on the Belghari Manipal route is good, which leads to passenger
satisfaction in public transportation.
Table 11:Speed Analysis
AVERAGE AVERAGE
DISTANCE
ROUTE JOURNEY RUNNING
(KM)
SPEED(KMPH) SPEED(KMPH)
Gufa-Fewa Lake 11.8 13.51 15.69
Simpani-
10.8 11.22 19.58
Mahatgauda
Harichowk-
11 10.9 12.65
Majheripatan
Lamchour-
11.8 11.75 16.1
Chhorepatan
Housing-
12 10.57 12.03
Khalteymasina
Kaseri-
11 11.67 14.68
Hallanchowk
AVERAGE AVERAGE
DISTANCE
ROUTES JOURNEY RUNNING
(KM)
SPEED(KMPH) SPEED(KMPH)
Belghari-Manipal 8.3 7.28 12.94
Bagar-Phewalake 9.7 12.43 15.48
Chhorepatan-Bagar 8.7 9.25 12.16
Harichowk-
8.5 10.14 12.11
Chhorepatan
25
20
15
10
0
Gufa-...
Simp...
Haric...
Lamac...
Housi...
Kaser...
Figure 15: Average journey and average running speed of 6 routes.
18
16
14
12
10
0
Figure 16:Average journey speed and average running speed of 4 routes.
Above figure represents the average journey speed, running speed and distance of the various
routes. It was discovered that the route's distance and travel time were practically
proportionate. The Simpani-Mahatgauda route experienced more delays than other routes,
which reduced running time and increased travel speed. The difference of average journey
speed and running speed is low for Housing-Khalteymasina which indicates low delay and
increases the overall efficiency of bus services. The time will be minimal for mobility on
various routes if there are no delays, such as those caused by waiting at stations.
Table 12: Peak hour passenger distribution on different routes.
ROUTE AVERAGE PASSENGER NO.

Gufa-Lake 49
Simpani-Mahatgauda 41
Harichowk-Majheripatan 50
Lamachour-Chhorepatan 58
Housing-Khaltey Masina 53
Kaseri-Hallanchowk 46
Belghari-Manipal 52
Bagar-Phewalake 50
Chhorepatan-Bagar 55
Harichowk-Chhorepatan 41
PEAK HOUR PASSENGER DISTRIBUTION ON DIFFERENT

ROUTES
HARICHOWK-CHHOREPATAN GUFA-LAKE
CHHOREPATAN- SIMPANI-MA-
8% 10%
BAGAR HATGAUDA
11%
BAGAR- 8%
PHE- HARICHOWK-
WALAKE MAJHERIPATAN
10% 10%
BELGHARI-MA- LAMACHOUR-
NIPAL CHHOREPATAN
11% 12%
KASERI-HALLANCHOWK HOUSING-KHALTEY MASINA
9% 11%
Figure 17:Peak hour passenger distribution

Table 13:Non Peak hour passenger distribution on different routes.
ROUTE AVERAGE PASSENGER NO.

Gufa-Lake 43
Simpani-Mahatgauda 38
Harichowk-Majheripatan 49
Lamachour-Chhorepatan 54
Housing-Khaltey Masina 31
Kaseri-Hallanchowk 33
Belghari-Manipal 38
Bagar-Phewalake 50
Chhorepatan-Bagar 64
Harichowk-Chhorepatan 56
NON PEAK HOUR PASSENGER DISTRIBUTION ON DIF-

FERENT ROUTES
HARICHOWK-CHHOREPATAN GUFA-LAKE
SIMPANI-MA-
12% 9% HATGAUDA
CHHOREPATAN-
8%HARICHOWK-
BAGAR MAJHERIPATAN
14% 11%
BAGAR-
PHE- LAMACHOUR-
WALAKE CHHOREPATAN
BELGHARI-MA-
11% 12%MASINA
HOUSING-KHALTEY
NIPAL KASERI-HALLANCHOWK
7%
8% 7%
Figure 18:Average passenger distribution on non-peak hour
The comparison of passenger volume percentages is shown in the pie chart. (Passengers on
each route/Total Passengers) *100 is used to compute the proportion of passengers on each
route. And (percent of passengers/100) *360 is used to compute the angle of each slice on the
chart.
The pie chart above shows that during peak hour, the number of passengers is highest on the
Lamachour-Chorepatan route and lowest on the Harichowk-Chhorepatan and Simpani-
Mahatgauda routes. Similarly, during non-peak hours, passenger flow is high on the Bagar-
Chhorepatan route and low on the Housing-Khalteymasina route.
Table 14: Calculation of PHF of different shifts of all routes
ROUTES SHIFT P15 P PHF

MORNING 29 28 0.241
GUFA TO LAKE DAY 38 42 0.276
EVENING 33 42 0.318
MORNING 38 62 0.408
LAKE TO GUFA DAY 33 44 0.333
EVENING 42 62 0.369

MORNING 19 24 0.316
BAGAR TO LAKE DAY 55 49 0.223
EVENING 54 72 0.333
MORNING 22 28 0.318
LAKE TO BAGAR DAY 34 50 0.368
EVENING 49 73 0.372

MORNING 32 24 0.188
CHOREPARTAN TO
DAY 72 49 0.170
BAGAR
EVENING 68 72 0.265
MORNING 50 28 0.140
BAGAR TO
DAY 55 50 0.227
CHOREPARTAN
EVENING 50 73 0.365

MORNING 28 41 0.366
SIMPANI TO MAHATGAUDA DAY 18 23 0.319
EVENING - - -
MORNING 22 40 0.455
MAMHATGAUDA TO
DAY 28 52 0.464
SIMPANI
EVENING - - -
MORNING 28 41 0.366
SIMPANI TO MAHATGAUDA DAY 18 23 0.319
EVENING - - -
MORNING 22 40 0.455
MAMHATGAUDA TO
DAY 28 52 0.464
SIMPANI
EVENING - - -

MORNING 45 74 0.411
LAMACHAUR TO
DAY 47 66 0.351
CHHOREPATAN
EVENING 40 63 0.394
MORNING 26 49 0.471
CHHOREPATAN TO
DAY 23 41 0.446
LAMACHAUR
EVENING 35 45 0.321
ROUTE SHIFT P P15 PHF

MORNING 53 45 0.294
MANIPAL TO BELGHARI DAY 47 29 0.405
EVENING 62 30 0.517
MORNING 53 30 0.442
BELGHARI TO MANIPAL DAY 29 19 0.382
EVENING 54 27 0.500

MORNING 31 40 0.323
KASERI TO HALLANCHOWK DAY 26 34 0.327
EVENING 30 46 0.38
MORNING 45 57 0.32
HALLANCHOWK TO KASERI DAY 19 31 0.41
EVENING 42 41 0.24
MORNING 30 49 0.41
HARICHOWK TO
DAY 42 71 0.42
CHHOREPATAN
EVENING 17 24 0.35
CHHOREPATAN TO MORNING 22 26 0.30
HARICHOWK DAY 40 40 0.25
EVENING 28 37 0.33
ROUTES SHIFTS P15 P PHF

MORNING 29 57 0.491
HOUSING TO KHALTEY
DAY 27 33 0.306
MASINA
EVENING 34 64 0.471
MORNING 33 52 0.394
KHALTEY MASINA TO
DAY 24 29 0.302
HOUSING
EVENING 34 38 0.279
Table 15:Calculation of Bbb, Bs & Ps of route Guffa to Fewa lake.
AVG.
DWELL
SNO MAIN STATION DWELL SD CV Bbb Bs P15 Ps AVG. PS
TIME
TIME
28.8 29 5764.45
1 GUFFA 7.2 16.80 8.98 0.53 81.13 198.77 38 7553.42 6625.80
14.4 33 6559.55
12.0 29 9453.92
CHIPLE-
2 8.4 9.20 2.04 0.22 133.06 326.00 38 12387.89 10866.57
DHUNGA
7.2 33 10757.91
4.8 29 9490.29
3 FEWA LAKE 4.8 7.20 3.39 0.47 133.57 327.25 38 12435.55 10908.38
12.0 33 10799.30
Table 16: Calculation of Bbb, Bs & Ps of route Fewa lake to guffa.
AVG.
MAIN DWELL
SNO DWELL SD CV Bbb Bs P15 Ps AVG. PS
STATION TIME
TIME
7.2 37 3617.88
1 FEWA LAKE 10.8 31.20 31.43 1.01 39.91 97.78 28 2737.86 3487.51
75.6 42 4106.79
25.2 37 6686.02
2 BIRAUTA 28.0 19.33 10.34 0.53 73.76 180.70 28 5059.69 6445.08
4.8 42 7589.53
18.0 37 6344.42
3 SABHA GRIYA 10.8 21.60 10.60 0.49 69.99 171.47 28 4801.18 6115.79
36.0 42 7201.77
85.2 37 3090.70
4 BAGAR 31.2 59.60 22.13 0.37 34.09 83.53 28 2338.91 2979.32
62.4 42 3508.36
14.4 37 11112.16
5 GUFA 9.6 11.20 2.26 0.20 122.58 300.33 28 8409.20 10711.72
9.6 42 12613.80
Table 17: Calculation of Bbb, Bs & Ps of route Bagar to Lakeside.
AVG.
DWELL
TIME
TIME
14.4 19 2567.71
1 BAGAR 18 27.60 16.19 0.59 55.16 135.14 55 7432.84 5766.08
50.4 54 7297.70
43.2 19 1625.52
PRITHIVI
2 30 53.60 24.64 0.46 34.92 85.55 55 4705.44 3650.28
CHOWK
87.6 54 4619.89
26.4 19 3083.92
3 BIRAUTA 13.2 25.60 9.81 0.38 66.25 162.31 55 8927.13 6925.29
37.2 54 8764.82
21.6 19 2664.75
4 LAKESIDE 24 31.20 11.92 0.38 57.24 140.25 55 7713.76 5984.01
48 54 7573.51
Table 18: Calculation of Bbb, Bs & Ps of route Lakeside to Bagar.
AVG.
MAIN DWELL
STATION TIME
TIME
14.4 22 2432.82
1 FEWA LAKE 33.60 22.26 0.66 45.14 110.58 3870.39
21.6 34 3759.81
64.8 49 5418.55
25.2 22 2689.58
2 BIRAUTA 6 28.80 20.25 0.70 49.90 122.25 34 4156.62 4278.88
55.2 49 5990.43
4 22 4236.34
SABHAGRIYA
3 13.2 15.73 10.76 0.68 78.60 192.56 34 6547.07 6739.63
CHOWK
30 49 9435.48
19.2 22 2130.62
MAHENDRA
4 60 47.73 20.24 0.42 39.53 96.85 34 3292.77 3389.62
POOL
64 49 4745.46
14.4 22 2870.80
5 BAGAR 31.2 32.00 14.71 0.46 53.26 130.49 34 4436.69 4567.18
50.4 49 6394.05
Table 19: Calculation of Bbb, Bs & Ps of route Chorepatan to Bagar.
AVG.
MAIN DWELL
STATION TIME
TIME
21.6 23 4636.61
CHORE-
1 21.6 24.00 3.39 0.14 82.28 201.59 48 9676.41 8063.68
PATAN
28.8 49 9878.00
50.4 23 2322.45
2 GMC 69.6 50.40 15.68 0.31 41.21 100.98 48 4846.85 4039.04
31.2 49 4947.83
25.2 23 2055.60
MAHENDRA 54 48 4289.95
3 52.80 22.06 0.42 36.48 89.37 3574.96
POOL
79.2 49 4379.33
12 23 2491.62
4 BAGAR 38.4 37.60 20.58 0.55 44.22 108.33 48 5199.90 4333.25
62.4 49 5308.24
Table 20:Calculation of Bbb, Bs & Ps of route Bagar to Chorepatan
AVG.
DWELL
TIME
TIME
36.00 30 3034.44
1 BAGAR 68.40 37.20 25.00 0.67 41.28 101.15 34 3439.03 3607.62
7.20 43 4349.37
49.20 30 4052.35
MAHENDRA
2 31.20 40.00 7.35 0.18 55.13 135.08 34 4592.66 4817.79
POOL
39.60 43 5808.37
18.00 30 5227.30
SABHA 32.40 34 5924.27
3 26.80 6.30 0.24 71.12 174.24 6214.68
GRIYA
30.00 43 7492.46
14.40 30 7129.17
4 SIRJANA CHOWK 18.00 18.00 2.94 0.16 97.00 237.64 34 8079.72 8475.79
21.60 43 10218.47
12.00 30 5739.26
CHORE
4 26.40 21.60 6.79 0.31 78.09 191.31 34 6504.49 6823.34
PARTAN
26.40 43 8226.27
Table 21:Calculation of Bbb, Bs & Ps of route Simpani to Mahatgauda.
AVG.
MAIN DWELL
STATION TIME
TIME
28 8007.78
7.2
1 SIMPANI 10.80 3.60 0.33 116.73 285.99 6577.82
18 5147.86
14.4
PRITHIVI 28 2031.59
2 CHOWK 96 69.60 26.40 0.38 29.62 72.56 1668.81
BUSPARK 18 1306.02
43.2
28 2823.05
AKHA 62.4
3 37.20 25.20 0.68 41.15 100.82 2318.93
HOSPITAL
18 1814.81
12
Table 22:Calculation of Bbb, Bs & Ps of route Mahatgauda to Simpani.
AVG.
MAIN DWELL
STATION TIME
TIME
MAHAT 18 22 4345.20
1 16.20 1.80 0.11 106.76 197.51 4937.72
GAUDA 14.4 28 5530.25
AKHA 63.6 22 2086.45
2 69.60 6.00 0.09 38.71 94.84 2370.97
HOSPITAL 75.6 28 2655.48
PRITHIVI 33.6 22 3484.91
3 CHOWK 36.55 2.95 0.08 64.66 158.41 3960.13
BUSPARK 39.5 28 4435.34
SABHA 16.8 22 5837.55

1 17.40 0.60 0.03 108.30 265.34 6633.57
GRIYA 18 28 7429.60
CHIPLLE 22.8 22 2792.75
1 36.00 13.20 0.37 51.81 126.94 3173.58
DHUNGA 49.2 28 3554.40
9.6 22 7736.84
1 SIMPANI 8.40 1.20 0.14 143.54 351.67 8791.87
7.2 28 9846.89
Table 23:Calculation of Bbb, Bs & Ps of route Hallanchowk to Kaseri..
AVG
MAIN DWELL
SNO DWELL SD CV Bbb Bs P15 Ps AVG Ps
STATION TIME
TIME
18 31 6218.85
HALLAN
1 14.4 20.40 6.12 0.30 81.88 200.61 26 5215.81 5817.63
CHOWK
28.8 30 6018.24
10.8 31 10481.49
2 DIKO PATAN 3.6 4.80 4.49 0.94 138.01 338.11 26 8790.93 9805.27
0 30 10143.38
32.4 31 5428.02
SABHA
3 25.2 22.80 8.98 0.39 71.47 175.10 26 4552.53 5077.82
GIRIHA
10.8 30 5252.92
20.4 31 2617.84
4 RANI PAUWA 51.6 52.40 26.46 0.50 34.47 84.45 26 2195.61 2448.95
85.2 30 2533.40
7.2 31 11121.90
5 KASERI 9.6 8.00 1.13 0.14 146.44 358.77 26 9328.05 10404.36
7.2 30 10763.13
Table 24:Calculation of Bbb, Bs & Ps of route Kaseri to Hallanchowk
AVG
MAIN DWELL
STATION TIME
TIME
21.6 45 9851.66
1 KASERI 3.6 14.40 7.78 0.54 89.36 218.93 19 4159.59 7735.37
18 42 9194.88
27.6 45 7057.58
2 KAHU KHOLA 32.4 33.60 5.46 0.16 64.01 156.84 19 2979.87 5541.51
40.8 42 6587.08
14.4 45 6698.00
SRIJANA
3 16.8 25.20 13.61 0.54 60.75 148.84 19 2828.05 5259.17
CHOWK
44.4 42 6251.47
19.2 45 11567.75
HALLAN
4 12 13.60 4.08 0.30 104.92 257.06 19 4884.16 9082.83
CHOWK
9.6 42 10796.57
Table 25:Calculation of Bbb, Bs & Ps of route Harichowk to Chorepatan.
AVG
MAIN DWELL
STATION TIME
TIME
0 30 2666.16
1 HARI CHOWK 68.4 37.8 33.17 0.88 36.27 88.87 42 3732.63 2636.54
7.2 17 1510.83
48 30 4168.53
CHIPLE
2 20.4 26.4 15.77 0.60 56.71 138.95 42 5835.94 4122.21
DHUNGA
10.8 17 2362.17
7.2 30 4061.24
SABHA
3 50.4 22.4 19.82 0.88 55.25 135.37 42 5685.74 4016.12
GRIYA
9.6 17 2301.37
0 30 5952.09
SRIJANA
4 14.4 16.2 9.47 0.58 80.98 198.40 42 8332.93 5885.96
CHOWK
18 17 3372.85
7.2 30 5307.29
5 BIRAUTA 34.8 18 12.04 0.67 72.21 176.91 42 7430.21 5248.32
12 17 3007.47
7.2 30 8724.95
CHORE
6 9.6 8.4 4.95 0.59 118.71 290.83 42 12214.93 8628.01
PATAN
0 17 4944.14
Table 26:Calculation of Bbb, Bs & Ps of route Chorepatan to Harichowk.
AVG
MAIN DWELL
STATION TIME
TIME
0 22 5901.57
CHORE
1 18 6 8.49 1.41 109.49 268.25 40 10730.12 8047.59
PATAN
0 28 7511.09
33.6 22 3836.20
2 BIRAUTA 19.2 27.2 5.99 0.22 71.17 174.37 40 6974.91 5231.18
28.8 28 4882.44
4.8 22 5303.60
3 SABHA GRIYA 21.6 11.2 7.42 0.66 98.40 241.07 40 9642.91 7232.19
7.2 28 6750.04
15.6 22 1995.46
CHIPLE
4 60 48.8 23.89 0.49 37.02 90.70 40 3628.10 2721.08
DHUNGA
70.8 28 2539.67
2.4 22 4848.36
5 HARI CHOWK 21.6 13.6 8.16 0.60 89.95 220.38 40 8815.19 6611.40
16.8 28 6170.64
Table 27: Calculation of Bbb, Bs & Ps of route Housing to Khalteymasina.
AVG
MAIN DWELL
STATION TIME
TIME
0 29 12933.94
1 HOUSING 3.6 2.4 1.70 0.71 182.04 446.00 27 12041.94 13379.94
3.6 34 15163.93
21.6 29 5227.18
2 PN CAMPUS 0 16.8 12.24 0.73 73.57 180.25 27 4866.68 5407.43
28.8 34 6128.42
44.4 29 4292.09
CHIPLE
3 22.8 28 11.85 0.42 60.41 148.00 27 3996.08 4440.09
DHUNGA
16.8 34 5032.10
45.6 29 3730.04
PRITHIVI
4 12 32.8 14.84 0.45 52.50 128.62 27 3472.80 3858.67
CHOWK
40.8 34 4373.16
32.4 29 4644.95
AMAR SINGH
5 16.8 28.4 8.33 0.29 65.38 160.17 27 4324.61 4805.12
CHOWK
36 34 5445.80
9.6 29 10317.60
KHALTEY
6 2.4 5.6 2.99 0.53 145.22 355.78 27 9606.04 10673.38
MASINA
4.8 34 12096.49
Table 28:Calculation of Bbb, Bs & Ps of route Khalteymasina to Housing.
AVG
MAIN DWELL
STATION TIME
TIME
3.6 33 15668.71
KHALTEY
1 0 1.2 1.70 1.41 193.80 474.81 24 11395.42 14402.55
MASINA
0 34 16143.52
0 33 10438.82
SRIJANA
2 8.4 6.4 4.63 0.72 129.11 316.33 24 7591.87 9595.28
CHOWK
10.8 34 10755.15
14.4 33 6713.44
AMAR SINGH
3 27.6 20.8 5.40 0.26 83.04 203.44 24 4882.50 6170.94
CHOWK
20.4 34 6916.88
0 33 0.00
4 HOUSING 0 0 0.00 0.00 0.00 0.00 24 0.00 0.00
0 34 0.00
Table 29:Calculation of Bbb, Bs & Ps of route Harichowk to Majheripatan.
AVG.
MAIN DWELL
STATION TIME
TIME
39.6 45 7076.63
1 HARI CHOWK 36 34.8 4.49 0.13 64.19 157.26 47 7391.15 6919.38
28.8 40 6290.34
34.8 45 4924.11
CHIPLE
2 25.2 41.73 17.05 0.41 44.66 109.42 47 5142.96 4997.06
DHUNGA
65.2 40 4924.11
31.2 45 3819.72
3 BUSPARK 86.4 57.2 22.65 0.40 34.65 84.88 47 3989.49 3734.84
54 40 3395.31
10.8 45 5791.71
AMAR SINGH
4 22.8 28.8 17.66 0.61 52.53 128.70 47 6049.12 5663.01
CHOWK
52.8 40 5148.19
Table 30:Calculation of Bbb, Bs & Ps of route Majheripatan to Harichowk.
AVG.
MAIN DWELL
STATION TIME
TIME
33.6 52 9454.19
1 CHAUTHE 2.4 14 13.94 1.00 74.21 181.81 53 9636.01 8423.93
6 34 6181.59
33.6 52 8882.73
2 BUSPARK 9.6 22.73 9.93 0.44 69.72 170.82 53 9053.55 8939.67
25 34 8882.73
25.2 52 5059.96
3 SABHA GRIHA 75.6 38.8 26.32 0.68 39.72 97.31 53 5157.27 4508.55
15.6 34 3308.44
21.6 52 7336.21
MAJHERI
4 10.8 26.4 15.08 0.57 57.58 141.08 53 7477.29 6536.75
PATAN
46.8 34 4796.75
Table 31:Calculation of Bbb, Bs & Ps of route Lamachour to Chorepatan.
AVG.
MAIN DWELL
STATION TIME
TIME
28.8 45 4215.19
1 LAMACHOUR 79.2 48 22.26 0.46 38.23 93.67 47 4402.54
36 40 3746.84 4121.52
87.6 45 3758.50
2 PN CAMPUS 36 42.8 34.14 0.80 34.09 83.52 47 3925.55
4.8 40 3758.50 3814.19
33.6 45 7247.15
3 CHIPLE DHUNGA 22.8 31.2 6.12 0.20 65.73 161.05 47 7569.25
37.2 40 6441.91 7086.10

Table 32:Calculation of Bbb, Bs & Ps of route Chorepatan to Majheripatan.
AVG.
MAIN DWELL
STATION TIME
TIME
72 26 2650.56
1 BIRAUTA 0 24 33.94 1.41 41.61 101.94 23 2344.73
0 35 3568.06 3437.51
31.2 26 4399.75
2 CHIPLE DHUNGA 8.4 22.8 10.23 0.45 69.07 169.22 23 3892.09
28.8 35 5922.74 4051.48
10.8 26 2339.61
3 BAGAR 82.8 39.2 31.30 0.80 36.73 89.99 23 2069.66
24 35 3149.48 1739.71
Table 33:Calculation of Bbb, Bs & Ps of route Belghari to Manipal.
AVG.
DWELL
TIME
TIME
21.6 30 4200.40
1 BIRAUTA 16.8 28.8 13.71 0.48 57.15 140.01 19 2660.25 3547.00
48 27 3780.36
27.6 30 6016.95
2 SRIJANA CHOWK 15.4 15.933 9.32 0.58 81.86 200.57 19 3810.74 5080.98
4.8 27 5415.26
28.8 30 4136.53
3 AMARSINGH 14.2 30.067 13.50 0.45 56.28 137.88 19 2619.80 3493.07
47.2 27 3722.88
44.4 30 2574.95
GANDAKI
4 13.2 47.2 28.97 0.61 35.03 85.83 19 1630.80 2174.40
HOSPITAL
84 27 2317.45
32.4 30 4491.14
5 MAHENDRA POOL 16.8 30 9.94 0.33 61.10 149.70 19 2844.39 3792.52
40.8 27 4042.03
Table 34:Calculation of Bbb, Bs & Ps of route Manipal to Belghari.
AVG.
DWELL
TIME
TIME
21.6 45 9507.95
MAHENDRA
1 26.4 24 1.96 0.08 86.24 211.29 29 6127.35 7324.65
POOL
24 30 6338.64
28.8 45 8135.53
GANDAKI
2 26.4 29.6 2.99 0.10 73.79 180.79 29 5242.90 6267.37
HOSPITAL
33.6 30 5423.69
39.6 45 6014.73
3 AMARSINGH 44.4 44.8 4.42 0.10 54.56 133.66 29 3876.16 4633.57
50.4 30 4009.82
22.8 45 10521.15
4 BUSPARK 10.8 14.8 5.66 0.38 95.43 233.80 29 6780.30 8105.19
10.8 30 7014.10
Table 35: Calculation of Corridor capacity.
CORRIDOR
NO. OF
CAPACITY
NO. PASSENGERS TOTAL NO.
SN (pphpd)
ROUTE OF OF
O PASSENGER
BUS OFF PEAK OFF
PEAK PEAK HOU PEAK
HOUR HOUR R HOUR
LAMACHAU
1 CHHOREPATAN 12 58 54 696 648 6768
HARICHOWK
2 MAJHERIPATAN 4 52 49 208 196 2032
MANIPAL
3 BELGHARI 4 58 38 232 152 2000
HARICHOWK
4 CHHOREPATAN 6 34 56 204 336 2568
GUFA PHEWA
8 49 43 392 344
5 LAKE 3728
BAGAR PHEWA
8 50 50 400 400
6 LAKE 4000
CHHOREPATAN
8 50 62 400 496
7 BAGAR 4384
SIMPANI
8 41 38 328 304
8 MAHATGAUDA 3184
HOUSING
KHALTEY 318 186
9 MASINA 6 53 31 2652
HALLANCHOWK
276 198
10 KASERI 6 46 33 2448
Table 36: Calculation of Service frequency and Time Interval.
CORRIDOR SERVICE
CAPACITY FREQUENCY
LOAD NO. OF TIME INTERVAL
(pphpd) VEHICLE (VECH/HR)
S.NO. ROUTE FACTO STOPPING (MIN)
CAPACITY
R BAYS OFF OFF OFF
PEAK PEAK
PEAK PEAK PEAK PEAK
HOUR HOUR
HOUR HOUR HOUR HOUR
Lamachour
3.987
1 Chhorepatan 0.8 1 696 648 37 15.05 14.011 4.282
Harichowk
12.620
2 Majheripatan 0.8 1 208 196 35 4.754 4.480 13.393
3 Manipal Belghari 0.8 1 232 152 31 5.99 3.923 10.022 15.296
Harichowk
13.235
4 Chhorepatan 0.8 1 204 336 36 4.53 7.467 8.036
5 Gufa Fewa Lake 0.8 1 392 344 33 9.50 8.339 6.314 7.195
6 Bagar Fewa Lake 0.8 1 400 400 30 10.68 10.667 5.625 5.625
7 Chhorepatan Bagar 0.8 1 400 496 30 10.67 13.227 5.625 4.536
8 Simpani Mahatgauda 0.8 1 328 304 30 8.75 8.107 6.860 7.401
Housing Khaltey
318 186 6.840
9 Masina 0.8 1 29 8.77 5.131 11.694
10 Hallanchowk Kaseri 0.8 1 276 198 26 8.49 6.092 7.065 9.848
DWELL TIME OF HARICHOWK TO CHHOREPATAN
80
70
60
50
40
30
20
10
0
HARICHOWK CHIPLEDHUNGA SABHAGRIHASRIJANA CHOWK BIRAUTA CHHOREPATAN
DWELL TIME OF CHHOREPATAN TO HARICHOWK

80
70
60
50
40
30
20
10
0
CHHOREPATAN BIRAUTA SABHAGRIHA CHIPLEDHUNGA HARICHOWK
Figure 19:Dwell time on major stations of Harichowk to Chorepatan and vice versa.
DWELL TIME OF BAGAR TO CHHOREPATAN
80
70
60
50
40
30
20
10
0
N
L
R
OO
OW
OW
TA
GA
PA
AP
BA
CH
CH
DR
RE
HA
NA
HO
EN
RI
IJA
AH
CH
AG
SR
M
BH
SA
DWELL TIME OF CHHOREPATAN TO BAGAR

90
80
70
60
50
40
30
20
10
0
CHHOREPATAN GMC MAHENDRAPOOL BAGAR
Figure 20:Dwell time on major stations of Bagar to Chhorepatan and vice versa.
DWELL TIME OF LAKESIDE TO BAGAR
70
60
50
40
30
20
10
0
PHEWA LAKE BIRAUTA SHBHAGRIHA MAHENDRAPOOL BAGAR
CHOWK
DWELL TIME OF BAGAR TO LAKESIDE

100
90
80
70
60
50
40
30
20
10
0
BAGAR PRITHIVI CHOWK BIRAUTA LAKESIDE
Figure 21:Dwell time on major stations of Lakeside to Bagar and vice versa.
DWELL TIME OF PHEWA LAKE TO GUFA
90
80
70
60
50
40
30
20
10
0
PHEWA LAKE BIRAUTA SABHAGRIHA BAGAR GUFA
DWELL TIME OF GUFA TO PHEWA LAKE

35
30
25
20
15
10
0
GUFA CHIPLEDHUNGA PHEWA LAKE
Figure 22:Dwell time on major stations of Lakeside to gufa and vice versa.
DWELL TIME OF HOUSING TO KHELTEY MASINA
50
45
40
35
30
25
20
15
10
5
0
HOUSING PN CAMPUS CHIPLEDHUNGA PRITHVI CHOWK AMARSINGH KHALTEY MASINA
CHOWK
DWELL TIME OF KHALTEYMASINA TO HOUSING

30
25
20
15
10
0
KHALTEY MASINA SRIJANA CHOWK AMARSINGH
Figure 23:Dwell time on major stations of Housing to Khaltey Masina and vice versa.
DWELL TIME OF HARICHOWK TO MAJHERIPATAN
100
90
80
70
60
50
40
30
20
10
0
HARICHOWK CHIPLEDHUNGA BUSPARK AMARSINGH
DWELL TIME OF MAJHERIPATAN TO HARICHOWK

80
70
60
50
40
30
20
10
0
CHAUTHE BUSPARK SABHAGRIHA MAJHERIPATAN
Figure 24:Dwell time on major stations of Harichowk to Maheripatan and vice versa.
DWELL TIME OF LAMACHAUR TO CHHOREPATAN
100
90
80
70
60
50
40
30
20
10
0
LAMACHAUR PN CAMPUS CHIPHEDHUNGA
DWELL TIME OF CHHOREPATAN TO LAMACHAUR

90
80
70
60
50
40
30
20
10
0
BIRAUTA CHIPLEDHUNGA BAGAR
Figure 25:Dwell time on major stations of Lakeside to Chhorepatan and vice versa.
DWELL TIME OF BELGHARI TO MANIPAL
90
80
70
60
50
40
30
20
10
0
BIRAUTA SRIJANA CHOWK AMARSINGH GANDAKI HOSPITAL MAHENDRAPOOL
DWELL TIME OF MANIPAL TO MAJHERIPATAN

60
50
40
30
20
10
0
MAHENDRAPOOL GANDAKI HOSPITAL AMARSINGH BUSPARK
Figure 26:Dwell time on major stations of Belghari to Manipal and vice versa.
DWELL TIME OF HALLANCHOWK TO KASERI
90
80
70
60
50
40
30
20
10
0
HALLANCHOWK DIKOPATAN SABHAGRIHA RANIPAUWA KASERI
DWELL TIME OF KASERI TO HALLANCHOWK

50
45
40
35
30
25
20
15
10
0
KASERI KAHUKHOLA SRIJANACHOWK HALLANCHOWK
Figure 27:Dwell time on major stations of Hallanchowk to Kaseri and vice versa.
DWELL TIME OF SIMPANI TO MAHATGAUDA
120
100
80
60
40
20
0
SIMPANI PRITHIVICHOWK MAHATGAUDA
DWELL TIME OF MAHATGAUDA TO SIMPANI

80
70
60
50
40
30
20
10
0
I
...
A
A
K
N
W
G
SP
D
PA
RI
U
N
O
O
A
M
H
G
H
TG
H
IC
SI
A
D
BH
IV
A
LE
H
SA
IP
A
IT
M
CH
A
PR
Figure 28: Dwell time on major stations of Mahatgauda to Simpani and vice versa.
The above graphs depict the dwell time of various routes. Our survey found that the dwell
time was longer at some of the busiest and most common stations. Currently, buses stop on
the lane, which may cause major traffic problems in the future due to the rapid increase in
vehicle population. Stations such as Bagar, Chipledhunga, Mahendra pool, Prithvi Chowk,
Himalayan Eye Hospital, Bus park, Gandaki Hospital, Amar Singh, Chhorepatan, Harichowk,
and others, as shown in the graph, require a loading area. It will be useful in future urban
planning and road design.
Based on the inventory survey, we can design bus stops and shelters at the New Airport,
Pokhara Stadium, and Majheripatan.
PERSON CAPACITY OF BUS STOP PER HOUR(Ps)
12000.00
10000.00
8000.00
6000.00
4000.00
2000.00
0.00
HALLANCHOWK DIKOPATAN SABHAGHIRIHA RANIPAUWA KASERI

14000.00
12000.00
10000.00
8000.00
6000.00
4000.00
2000.00
0.00
KASERI KAHUKHOLA SRIJANACHOWK HALLANCHOWK
Figure 29: Person capacity of bus stop per hr of route Hallanchowk to Kaseri and vice versa.
14000.00
12000.00
10000.00
8000.00
6000.00
4000.00
2000.00
0.00
A
N
K
TA
W
W
G
IH
TA
U
N
O
O
IR
RA
PA
U
CH
CH
G
H
RE
BI
A
D
RI
A
BH
LE
O
A
H
H
A
IP
SA
CH
IJ
CH
SR

12000.00
10000.00
8000.00
6000.00
4000.00
2000.00
0.00
TA
..
..
..
...
C.
.
.
EP
ED
GI
RU
RI
OR
PL
HA
BI
BH
I
CH
CH
SA
Figure 30: Person capacity of bus stop per hr of route Harichowk to chorepatan and vice versa.
16000.0
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
G
S
IN
PU
GA
A
K
W
IN
US
OW
UN
HO
S
CA
HO
MA
H
CH
IC
ED
PN
Y
IV
TE
IPL
NG
TH
AL
CH
SI
I
PR
KH
AR
AM

18000.0
16000.0
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
KHALTEY MASINA SRIJANACHOWK AMARSINGH CHOWK HOUSING
Figure 31:Person capacity of bus stop per hr of route Khaltey Masina to Housing and vice versa.
8000.0
7000.0
6000.0
5000.0
4000.0
3000.0
2000.0
1000.0
0.0
HARICHOWK CHIPLEDHUNGA BUSPARK AMARSINGH CHOWK

12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
MAJHERIPATAN CHAUTHE BUSPARK SABHAGRIHACHOWK
Figure 32:Person capacity of bus stop per hr of route Harichowk to Majheripatan and vice versa.
5000.0
4500.0
4000.0
3500.0
3000.0
2500.0
2000.0
1500.0
1000.0
500.0
0.0
LAMACHOUR PN CAMPUS CHIPLEDHUNGA

7000.0
6000.0
5000.0
4000.0
3000.0
2000.0
1000.0
0.0
BIRAUTA CHIPLEDHUNGA BAGAR
Figure 33:Person capacity of bus stop per hr of route Lamachour to Chorepatan and vice versa.
7000.0
6000.0
5000.0
4000.0
3000.0
2000.0
1000.0
0.0
BIRAUTA SRIJANACHOWK AMARSINGH GANDAKI MAHENDRAPOOL
HOSPITAL

12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
MAHENDRAPOOL GANDAKI HOSPITAL AMARSINGH BUSPARK
Figure 34:Person capacity of bus stop per hr of route Manipal to Belghari and vice versa.
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
CHOREPATAN GMC MAHENDRAPOOL BAGAR

12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
BAGAR MAHERAPOOL SABHAGRIYA SRIJANCHOWK CHOREPATAN
Figure 35:Person capacity of bus stop per hr of route Chorepatan and Bagar and vice versa.
10000.0
9000.0
8000.0
7000.0
6000.0
5000.0
4000.0
3000.0
2000.0
1000.0
0.0
BAGAR PRITHIVI CHOWK BIRAUTA FEWA LAKE

10000.0
9000.0
8000.0
7000.0
6000.0
5000.0
4000.0
3000.0
2000.0
1000.0
0.0
FEWA LAKE BIRAUTA SABHAGRIYA MAHENDRAPOOL BAGAR
Figure 36:Person capacity of bus stop per hr of route Bagar to Fewa lake and vice versa.
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
GUFA CHIPLEDUNGA FEWA LAKE
14000.0
12000.0
10000.0
8000.0
6000.0
4000.0
2000.0
0.0
FEWA LAKE BIRAUTA SABHAGRIYA BAGAR GUFA
Figure 37:Person capacity of bus stop per hr of route Gufa to Fewa lake and vice versa.
CHAPTER FIVE: CONCLUSION
5.1 WORK COMPLETED
1. Preliminary research
• Discussion on the primary objective and goal.
• Discussion of potential problems and solutions.
• Methodology consultation with project supervisor.
2. Data collection
• Secondary data has been collected from Pokhara Yatayat Pvt. Ltd.
• On six of the study routes, manual surveying has been used to gather primary data.
4.Data Analysis
 Nature of data collected
• Number of routes
• Length of routes
• Number of boarding and alighting passenger
• Number of buses in route
 By means of MS-Excel, average and standard deviation are calculated for the
passengers and travel time.
 Journey speed and running speed were also calculated.
 Using graphs, comparisons were made between various factors. Each station's delay
and dwell duration were computed.
 Analysis of data using ARC GIS & extraction of way points from OSM tracker.
 Max. no. of buses per loading area per hour, max. no. of buses per stop per hour &
Person capacity of stop per hour were calculated.
 Corridor capacity along with service frequency and time interval were computed.
5.2 WORK REMAINING
• Data analysis
• Station mapping
5.3 WORK SCHEDULE
Figure 38: Work schedule
5.4. PROBLEMS ENCOUNTERED DURING SURVEY
1. Unprofessional and improper system of local authorities and officers requiring to visit the
office on regular basis but little assistance provided.
2. Unavailability of public transit in the evening on some routes.
3. GPS data is inaccurate due to various errors, most notably multipath error.
5.5 RESULT
In conclusion, the transit service in Pokhara, was limited and not well-developed. Despite
being a popular tourist destination and a rapidly growing city, the public transportation
options available in Pokhara were overcrowded and suffered from traffic congestion.
Improving transportation infrastructure and services in the city is a priority for the country's
development, but progress in this area has been slow due to various challenges such as a lack
of investment and political instability. The public transit system in Nepal was facing several
challenges including limited infrastructure, high costs, and a lack of reliable and efficient
services. Despite efforts by the government and private organizations to improve the transit
system, the status quo of transit services in Nepal remained that of limited availability, low
quality, and a high degree of inconvenience for the average passenger.
Customers were charged an unusual fare instead of the fixed rate set by Pokhara Yatayat Pvt.
Ltd. The local government and traffic laws are unconcerned about the unusual amount of fare
collected from customers. The operational delay is increased by random stoppages along the
routes. "There should be a station every 200m-400m where there is a higher flow of
passengers," according to NRS. The bus drivers are more concerned with the flow of
passengers in their buses than with the satisfaction of the passengers. They must focus on
both the flow and the satisfaction of passengers. Buses stop in random paths of roads, adding
to the traffic congestion. In addition, unusual bus races increase the likelihood of an accident.
The most common destination is chhorepatan from mostly places of Pokhara valley the buses
arrived.
REFRENCES
[1] Duwadi, S. Marsani, A. & Tiwari, H. (2019). Passengers’ satisfaction and operational
performance analysis of public transportation service in Lamachour Chhorepatan route of
Pokhara. Proceedings od IOE Graduate Conference 2019, 6(5),197-203.
[2] Thapa, R., & Shrestha, J. K. (2019). Optimal Route Computation for Public Transport
with Minimum Travelling Time & Travel Cost: A Case Study of Pokhara City. Technical
Journal, 1(1), 79–86. https://doi.org/10.3126/tj.v1i1.27595
[3] Nagaraj, N., Gururaj, H.L., Swathi, B.H. et al. Passenger flow prediction in bus
transportation system using deep learning. Multimed Tools Appl 81, 12519–12542 (2022).
https://doi.org/10.1007/s11042-022-12306-3
[4] Mishra, Anjay Kumar Sah., Ram Chandra, &Aithal, P.S. (2020). Operation Assessment of
Public Transport: A Case of Kathmandu, Nepal, International Journal of Case Studied in
Business, IT and Education (IJCSBE), 4(2),132-152.
http://doi.org/10.5281/zenodo.4033197
[5] Hemant Tiwari, Amrit Kafle, Anup Dhakal, Hari Parsad Sapkota, Dharma Ranta
Chitakar, Jagadish KC, Anil Marsani: Bus Rapid Transit (BRT) in Kathmandu Ring Road: A
case study Authors
[6] Jinzi Zheng: Research on Passenger Flow Assignment of High-Speed Trains Based on
Personalized Itinerary Choice
[7] Sheikh, H.B. (2018). A Study of Inventory Management System Case Study. Journal of
Avd. Research in Dynamic & Control Systems, 10(10).
[8] D. Teodorović and M. Janić, "Public Transportation Systems," in Public Transportation

System Theory, Practice and Modeling, ed, 2017, pp. 387–493.
[9] Laura Eboli and Gabriella Mazzulla. A stated preference experiment for measuring
service quality in public transport. Transportation Planning and Technology, 31(5):509–523,
2008.
[10] Anon. (2010). Measuring Public Transport Accessibility Levels. PTALs: Summary.
April 2010, 1–8. London, Transport for London. Available through
ANNEXES
Fare sheet chart provided by Pokhara yatayat samiti
Sample of queue routine of 131 vehicle-group 1
Sample of queue routine of 106 vehicle -group 2
Sample of queue routine of 53 vehicle -group 3
Sample of queue routine of 10 vehicle-group 4
Data sheets

BUS NO:
7556
HARICHOWK ROUTE: CHHOREPATAN WEATHER STATUS: SUNNY
DATE: 2079/08/12 DAY: MONDAY SHIFT: MORNING
NO IN OUT
1 Harichowk 9:00 STOP 0
2 Bindabasini 1 3.6
3 Naya Buspark 2 9:03 7.2
5 9:04 18
1 3.6
4 Parsang 1 9:07 STOP 3.6
5 UFO 1 9:10 2.4
6 Chipledhunga 10 5 9:11 9:18 STOP 48
7 Samsung Galli 1 9:19 3.6
1 9:21 3.6
8 Sabhagiriha 2 9:22 9:25 STOP 7.2
9 Simalchour 1 9:28 3.6
10 7-Star 17 9:30 61.2
11 Ratnachowk 4 9:32 9.6
12 Y-chowk 1 9:33 3.6
1 2 8.4
13 Rastrabank Chowk 6 14.4
14 Damside 1 2.4
15 Birauta 3 9:38 STOP 7.2
1 5 15.6
2 7.2
16 Baral Feed 2 7.2
2 9:45 4.8
17 Police Post 17 9:50 40.8
18 Chorepatan 3 9:54 STOP 7.2
49 49 P15=30
BUS NO:
7556
CHHOREPATAN ROUTE: HARICHOWK WEATHER STATUS: SUNNY
DATE: 2079/08/12 DAY: MONDAY SHIFT:MORNING
NO IN OUT
1 Chhorepatan 10:01 STOP 0
2 Petrol Pump 1 10:03 3.6
3 Street No.10 1 3.6
4 Chhorepatan School 5 10:06 18
1 3.6
2 10:08 7.2
1 3.6
1 10:10 3.6
5 Birauta 8 2 10:13 10:15 STOP 33.6
6 Damside 1 3.6
7 Rastra Bank 3 1 10:18 13.2
8 Ratnachowk 7 10:22 16.8
9 Street No15 simalchour 1 10:24 3.6
10 Srijana Chowk 2 10:26 4.8
11 Sabhagiriha 2 10:27 10:29 STOP 4.8
12 Nagarpalika 2 10:31 4.8
2 10:32 4.8
13 Chipledhunga 1 5 10:33 STOP 15.6
1 10:45 2.4
1 10:46 2.4
14 Harichowk 1 10:47 STOP 2.4
26 26 P15=22
BUS NO:
YATAYAT PVT.LTD 21X6.75ft
3885
DATE: 2079/08/12 DAY: MONDAY SHIFT: DAY
NO IN OUT
2 Bindabasini 3 12:20 STOP 10.8
3 Archalbot 5 12:21 12:22 12
2 7.2
4 Buspark 1 6 12:23 18
2 7.2
5 Firkey 1 12:25 3.6
6 Parsang 3 12:26 12:28 10.8
7 Chipledhunga(Far end) 6 12:31 12:32 STOP 14.4
8 Chipledhunga(Near end) 3 4 12:33 20.4
9 Newroad St.14 1 12:39 3.6
1 12:40 3.6
10 Sabhagiriha 2 3 12:41 STOP 14.4
14 12:44 12:49 STOP 50.4
11 Srijanachowk 4 12:50 12:53 STOP 14.4
1 3 12:54 10.8
12 Janapriya 6 12:55 14.4
13 Ratnachowk 2 1 12:56 STOP 9.6
2 4.8
2 12:58 7.2
14 Rastra Bank 4 12:59 STOP 9.6
3 10.8
15 Damside 1 2.4
16 Biruta 2 1 1:02 9.6
17 Chowk(near) 5 7 1:04 STOP 34.8
18 Ram Mandir 3 7.2
19 Baral Feed 3 1:07 7.2
20 Baral Feed St.26 1 2.4
21 Devus Fall 2 4.8
22 Gupteshowr 7 1:12 16.8
23 Police Post 2 4.8
24 Chhorepatan 4 1:15 STOP 9.6
71 71 P15=42
BUS NO:
3885
DATE: 2079/08/12 DAY: MONDAY SHIFT: DAY
NO IN OUT
1 Chhorepatan 5 1:21 STOP 18
1 3.6
2 Petrolpump(St.280 1 1:22 3.6
3 Police post 2 1:23 7.2
4 Chorepatan School 1 1:24 3.6
5 Devis Fall 1:25 1:27 0
6 Ram Mandir 2 1:33 7.2
7 Birauta 4 2 1:34 1:38 STOP 19.2
8 RastraBank 1 1:41 3.6
9 Y-Chowk 1 1:42 3.6
10 Ratna Chowk 2 1:43 STOP 7.2
2 7.2
11 Simalchour 2 1:44 7.2
12 SrijanaChowk 2 1:45 7.2
1 3.6
14 Street No.14 2 4.8
1 2.4
15 Nagarpalika 2 7.2
16 Chipledhunga 8 13 1:55 1:58 STOP 60
17 SiddharthaChowk 1 1:59 3.6
1 2.4
18 Parsang 4 2:01 9.6
19 1 2.4
20 Baglung Buspark 1 2:03 STOP 2.4
40 40 P15=40
BUS NO:
3856
DATE: 2079/08/12 DAY: MONDAY SHIFT: EVENING
NO IN OUT
2 Bindabasini 1 4:19 4:22 3.6
3 Chipledhunga(Far end) 3 4:29 7.2
4 Chipledhunga(near) 1 STOP 3.6
3 10.8
2 7.2
1 3.6
1 3.6
5 Nagarpalika 2 4:36 STOP 7.2
6 Kantipur Dental 2 4:38 STOP 4.8
8 Srijana Chowk 5 4:41 4:44 STOP 18
9 St.12 Simalchour 2 4:46 4.8
10 Ratnachowk 2 4:47 STOP 7.2
11 Rastrabank 1 4:49 STOP 2.4
2 7.2
12 Damside 2 4:51 4.8
13 Crop Lab 1 4:52 2.4
14 Birauta 5 4:53 STOP 12
15 Ram Mandir 2 4:54 4.8
16 Devis fall 1 5:01 2.4
17 Chorepatan School 3 5:02 7.2
24 24 P15=17
BUS NO:
3856
DATE: 2079/08/12 DAY: MONDAY SHIFT: EVENING
NO IN OUT
2 5:09 7.2
1 3.6
3 5:12 10.8
3 Baral Feed 1 5:14 3.6
4 Ram mandir 4 5:20 9.6
5 Birauta 8 5:21 STOP 28.8
6 Srijanachowk 1 5:29 STOP 2.4
7 Srijanachowk 2 1 5:30 STOP 9.6
8 Sabhagiriha 3 5:31 STOP 7.2
9 Chipledhunga 17 4 5:35 5:44 STOP 70.8
10 Parsang 1 2.4
11 Baglung Buspark 8 19.2
12 Archalbot 1 5:50 2.4
13 Bindabasini 4 5:51 9.6
2 5:53 4.8
1 2.4
37 37 P15=28
BUS NO:
YATAYAT PVT. LTD 21X6.75ft
6721
HOUSING ROUTE: 12KM KHALTEY MASINA
DATE:2079/04/11 DAY: WEDNESDAY SHIFT: MORNING
NO IN OUT
1 Housing 9:16 BUS STOP 0
1 9:18 3.6
2 KI Singh Pool 1 9:21 3.6
3 Bagar 7 1 9:23 27.6
4 Taxi Chowk 1 3.6
5 PN Campus 6 9:27 9:29 BUS STOP 21.6
1 9:29 3.6
6 Nadipur 3 1 9:31 13.2
7 Bhairav Tole 1 2.4
8 RamKrishna Tole 3 9:35 7.2
9 Chipledhunga 1 9:37 2.4
10 Chipledhunga 9 5 9:38 9:43 BUS STOP 44.4
11 Newroad 2 9:44 7.2
1 9:44 3.6
12 Sabhaghriha 1 4 9:47 BUS STOP 13.2
13 Prithivi Chowk 10 4 9:49 BUS STOP 45.6
14 Buddha Chowk 2 9:56 BUS STOP 4.8
15 Amarsingh chowk 5 6 9:58 10:11 BUS STOP 32.4
16 Kalika Chowk 1 10:13 3.6
17 Kalika Campus 2 7.2
5 3 25.2
18 Police Post 2 4.8
19 Kajipokhari 1 10:21 2.4
1 10:21 2.4
1 10:21 2.4
1 10:22 2.4
20 Garima Tole 1 10:25 2.4
21 Nirajan Chowk 1 6 10:26 18
22 Bhanubhakata Chowk 2 10:28 4.8
4 9.6
1 10:31 2.4
1 10:32 2.4
23 Sagarmatha 1 10:33 2.4
24 Khaltey Masina 4 10:37 BUS STOP 9.6
57 57 P15=29
BUS NO:
YATAYAT PVT. LTD 25.5X6.75ft
6340
KHALTEY MASINA ROUTE: 12KM HOUSING
NO IN OUT
2 Nayapool 7 10:48 BUS STOP 25.2
3 Subhakamana 2 10:49 BUS STOP 7.2
4 Manakamana 2 10:51 7.2
1 10:52 3.6
5 Deurali Tole 4 10:53 BUS STOP 14.4
1 3.6
6 Bhanubhakata 5 10:54 18
7 National Breeding 1 10:58 3.6
8 Nrijan chowk 10:59 11:03 0
2 11:05 BUS STOP 4.8
9 Kalilka Campus 2 7 11:07 24
10 Basketball Court 1 11:08 3.6
2 11:09 BUS STOP 7.2
1 3.6
11 Rammandir Rambazar 1 11:13 2.4
12 Amarsingh 6 11:16 11:19 BUS STOP 14.4
2 11:19 7.2
13 Uttam Chowk 1 BUS STOP 3.6
14 Buddha Chowk 4 11:21 14.4
15 IndraChowk 1 11:22 3.6
16 Prithivi chowk 2 11 11:25 BUS STOP 33.6
17 Sabhaghria 9 5 11:27 BUS STOP 44.4
1 11:32 3.6
19 Street NO17 2 4.8
20 Chipledhunga 9 11:34 BUS STOP 21.6
21 Siddhartha Chowk 1 11:36 2.4
22 RamKrishna Tole 2 4.8
23 Bhimsen Tole 1 11:38 2.4
24 Bhairav Tole 1 2.4
25 Balmandir 1 11:40 3.6
26 Bagar 1 2.4
27 Deep Chowk 3 11:45 BUS STOP 7.2
52 52 P15=33
BUS NO:
6799
DATE:2079/04/11 DAY: WEDNESDAY SHIFT: DAY
NO IN OUT
1 Housing 1 12:35 BUS STOP 3.6
3 12:37 10.8
1 12:41 3.6
3 12:42 10.8
3 Bagar 12:42 0
4 PN Campus 12:46 12:48 BUS STOP 0
2 12:48 7.2
5 Bal Mandir 2 12:50 7.2
6 Nadipur 2 12:51 7.2
7 Bhairav Tole 1 12:53 3.6
1 12:53 3.6
8 Bhimsen Tole 4 1 12:54 16.8
1 3.6
9 RamKrishna 1 12:56 2.4
11 Chipledhunga 5 2 12:59 1:01 BUS STOP 22.8
13 Sabhaghria 3 1:05 10.8
14 Prithivi Chowk 5 1:08 1:09 12
15 Buddha Chowk 2 1:11 4.8
2 1:12 4.8
16 Amarsingh Chowk 2 4 1:14 1:18 16.8
17 Rambazar 1:21 1:22 0
19 Kalika Campus 1 1:26 BUS STOP 2.4
1 1:28 2.4
20 Nirajan Chowk 2 1:30 BUS STOP 4.8
1 1:32 BUS STOP 2.4
21 Chindada 1 1:33 2.4
1 1:33 2.4
22 Ward NO14 1 1:35 2.4
23 Nayapool 1 1:40 2.4
33 33 P15=27
BUS NO:
4622
NO IN OUT
1 Khaltey Masina 1:50 BUS STOP 0
1 1:51 BUS STOP 3.6
2 Nayapool 2 1:54 BUS STOP 7.2
3 Subhakamana 2 1:57 7.2
5 kamana 1 1:59 BUS STOP 3.6
5 Manakamana 3 2:00 10.8
6 RadhaKrishna Tole 1 3 2:02 BUS STOP 10.8
1 2:02 3.6
7 Bhanubhakta Tole 2:03 2:07 BUS STOP 0
8 Chineydada 1 2:08 3.6
9 National Breeding 1 2:13 3.6
10 Nrijana Chowk 1 2 2:14 BUS STOP 8.4
11 Garima Chowk 1 2:16 3.6
12 Kalika Campus 2:19 2:20 BUS STOP 0
13 Kaji Pokhari 1 2:21 3.6
14 Rambazar 1 2:24 3.6
1 1 2:24 6
15 Amarsingh 3 7 2:28 BUS STOP 27.6
16 Uttam Chowk 2 2:30 4.8
17 Prithivi Chowk 2 2:33 4.8
18 Sabvhagriha Chowk 6 2:35 BUS STOP 21.6
19 Newroad 1 2:38 2.4
20 Nagarpalika 1 1 2:39 6
22 Nalamukh 1 2:44 3.6
29 29 P15=24
BUS NO:
YATAYAT PVT. LTD 25.5X6.75ft
6349
DATE:2079/04/11 DAY: WEDNESDAY SHIFT: EVENING
NO IN OUT
1 Housing 1 3:51 BUS STOP 3.6
1 3.6
1 3:53 3.6
1 3.6
2 Deep 1 3:56 BUS STOP 3.6
4 Bagar 1 3:58 3.6
5 Bagar Chowk 4 3:59 BUS STOP 14.4
6 Taxi Chowk 1 1 4:00 6
7 PNC 8 4:02 BUS STOP 28.8
1 4:03 3.6
8 Nadipur 2 4:05 4.8
1 4:05 2.4
1 4:06 3.6
10 RamKrishna Tole 1 4:10 2.4
12 U.F.O 3 4:11 7.2
14 Chipledhunga 4 1 4:13 BUS STOP 16.8
15 Newroad 2 4:14 7.2
16 Street 8 2 4:16 7.2
17 Sabhaghria 3 4:17 BUS STOP 10.8
19 Chinese Pool 1 4:23 3.6
21 Amarsingh Chowk 8 3 4:26 4:34 BUS STOP 36
1 4:35 3.6
23 Rambazar 3 4:38 4:44 BUS STOP 10.8
24 Briendra Chowk 1 3 4:47 10.8
2 4:49 4.8
4 4:51 14.4
2 2 4:52 12
1 4:52 2.4
26 Nayabazar jane bato 1 1 4:55 6
27 Nirajan Chowk 10 4:57 24
28 Bhanubhakta Chowk 2 5:00 4.8
RadhaKrishna Tole 6 5:01 14.4
29 Ward NO.14 1 5:02 3.6
30 Manakamana Tole 1 5:04 2.4
2 5:05 4.8
31 Subhakamana Tole 1 5:06 BUS STOP 2.4
32 Nayapool 4 5:08 9.6
33 Khaltey Masina 2 5:11 4.8
64 64 P15=34
BUS NO:
4622
NO IN OUT
1 Khaltey Masina 5:20 BUS STOP 0
2 Nayapool 2 5:24 7.2
3 Chineydada 3 5:31 10.8
4 RadhaKrishna 2 5:32 BUS STOP 7.2
1 5:36 3.6
5 Garima Tole 2 5:40 BUS STOP 7.2
6 Kalika Campus 2 5:43 7.2
7 Kajipokhari 2 5:44 BUS STOP 4.8
8 Rambazar 2 1 5:48 BUS STOP 9.6
10 Amarsingh 1 5:51 2.4
11 Amarsingh 5 1 5:51 5:53 BUS STOP 20.4
14 Sabhaghria 3 1 5:58 BUS STOP 13.2
15 Nagarpalika 1 2 6:00 8.4
1 6:01 2.4
16 Bhatabateni 1 6:02 2.4
3 7.2
19 RamKrishna 2 6:05 7.2
20 Bhimsen Tole 1 1 6:07 6
1 2.4
22 Hanuman Gali 1 2 6:10 8.4
23 Bagar Chowk 10 6:12 BUS STOP 24
24 Deep 1 6:14 BUS STOP 2.4
1 2.4
1 6:15 2.4
1 6:15 2.4
2 6:15 4.8
38 38 P15=34
BUS COMPANY: POKHARA YATAYAT BUS NO: GA DIMENSION:

CAPACITY OF BUS: 34
PVT.LTD 1 KHA 5831 25.5X6.75ft
STARTING POINT: ENDING POINT:

DISTANCE OF ROUTE: 11.8KM WEATHER STATUS: SUNNY
MAHENDRA GUFA FEWA LAKE
DATE:2079/04/9 DAY: MONDAY SHIFT: MORNING

STATION NO OF PASSENGERS
NO IN OUT
1 GUFFA 8 9:10 BUS STOP 28.8
2 GANESH MANDIR 1 9:12 3.6
3 MATRISISU HOSPITAL 1 9:13 3.6
1 3.6
3 10.8
4 KI SINGH POOL 2 BUS STOP 7.2
5 BAGAR 1 1 9:18 BUS STOP 6
6 TAXI CHOWK 2 7.2
7 PN CAMPUS 4 BUS STOP 14.4
1 2.4
8 NADIPUR 1 9:26 3.6
1 2 8.4
1 2.4
1 3.6
1 3.6
9 MAHENDRAPOOL 1 7 BUS STOP 20.4
10 CHIPLEDHUNGA 5 BUS STOP 12
11 SABHAGRIHACHOWK 3 9:35 BUS STOP 7.2
12 PRITHVICHOWK 4 BUS STOP 9.6
13 AIRPORT 1 BUS STOP 2.4
14 RASTRA BANK 1 BUS STOP 2.4
15 FEWA LAKE 2 9:50 BUS STOP 4.8
28 28 P15=29
CAPACITY OF BUS: 34
FEWA LAKE MAHENDRA GUFA
DATE:2079/04/9 DAY: MONDAY SHIFT: MORNING
NO IN OUT
1 3.6
2 7.2
2 KEDARISHWOR TEMPLE 2 7.2
3 BIRAUTA 7 10:10 10:17 BUS STOP 25.2
1 3.6
2 7.2
3 10.8
6 SABHAGRIHACHOWK 5 BUS STOP 18
7 NAGARPALIKA,NEWROAD 1 2.4
9 MAHENDRAPOOL 4 3 10:34 BUS STOP 21.6
10 NADIPUR 2 7.2
2 4.8
1 2.4
11 PN CAMPUS 1 3 10:40 BUS STOP 10.8
3 1 13.2
12 BAGAR 17 10 10:42 10:53 BUS STOP 85.2
13 KI SINGH POOL 2 10:54 BUS STOP 7.2
14 MANIPAL COLLEGE 2 4.8
15 MATRISISU HOSPITAL 6 10:58 14.4
16 MAIDAN 1 4 11:00 BUS STOP 13.2
17 GANESH MANDIR 5 BUS STOP 12
6 14.4
18 GUFA 6 11:03 BUS STOP 14.4
62 62 P15=37
CAPACITY OF BUS: 32
DISTANCE OF ROUTE: 11.8KM WEATHER STATUS: CLOUDY
MAHENDRA GUFA FEWA LAKE
DATE:2079/04/10 DAY: MONDAY SHIFT: DAY
NO IN OUT
1 MAHENDRA GUFA 2 1:15 BUS STOP 7.2
2 SANGAM CHOWK 1 3.6
1 3.6
3 GANESH MANDIR 2 BUS STOP 7.2
1 3.6
4 MAIDAN 7 BUS STOP 25.2
4 14.4
5 MADHYAM PATH 1 3.6
1 3.6
1 3.6
6 MANIPAL COLLEGE 2 7.2
7 KI SINGH POOL 1 3.6
8 BAGAR 1 2 1:26 BUS STOP 8.4
3 10.8
9 TAXIXHOWK 1 2.4
11 KANYA CAMPUS 2 2 12
1 3.6
12 NADIPUR 1 1:34 3.6
1 3.6
13 PALIKHECHOWK 2 BUS STOP 4.8
15 CHIPLEDHUNGA 1 2 BUS STOP 8.4
16 NAGARPALIKA,NEWROAD 4 9.6
2 4.8
17 SABHAGRIHACHOWK 5 1:46 BUS STOP 12
19 MUSTANG CHOWK 1 2.4
1 2.4
20 BIRAUTA 3 BUS STOP 10.8
21 RASTRA BANK CHOWK 2 BUS STOP 7.2
1 6 18
22 PHEWA LAKE 2 2:01 BUS STOP 4.8
42 42 P15=38
CAPACITY OF BUS: 32
DATE:2079/04/10 DAY: MONDAY SHIFT: DAY
NO IN OUT
5 18
1 3.6
2 BAIDAM 2 7.2
5 18
2 7.2
3 DAMSIDE 2 4.8
4 BIRAUTA 4 6 2:22 2:30 BUS STOP 28.8
5 HIMALI TOLE 2 7.2
2 7.2
6 MUSTANG CHOWK 2 BUS STOP 4.8
2 4.8
8 SABHAGRIHACHOWK 3 BUS STOP 10.8
9 NEW ROAD 1 8 BUS STOP 22.8
10 MAHENDRAPOOL 4 BUS STOP 14.4
11 PALIKHECHOWK 2 2 2:48 12
12 NADIPUR 1 2.4
1 2.4
1 2.4
13 PN CAMPUS 3 2:55 BUS STOP 7.2
14 BAGAR 8 1 BUS STOP 31.2
15 MAIDAN 1 3:11 BUS STOP 2.4
44 44 P15=28
CAPACITY OF BUS: 32

MAHENDRA GUFA LAKE
DATE:2079/04/9 DAY: MONDAY SHIFT: EVENING

NO IN OUT
4 14.4
2 GANESH MANDIR 6 4:08 BUS STOP 21.6
3 MAIDAN 7 1 BUS STOP 27.6
4 MATRISISU HOSPITAL 3 10.8
2 4.8
5 BAGAR 4 2 BUS STOP 19.2
6 TAXI CHOWK 4 14.4
7 NADIPUR 2 BUS STOP 4.8
1 2.4
8 PALIKHECHOWK 2 4.8
10 CHILPLEDHUNGA 2 4:27 4:33 BUS STOP 7.2
12 PRITHVICHOWK 4 4:39 BUS STOP 9.6
13 NAGDHUNGA 3 7.2
14 MUSTANG CHOWK 2 BUS STOP 4.8
15 HIMALI TOLE 3 7.2
16 BIRAUTA 2 2 4:46 BUS STOP 12
18 BAIDAM 1 2.4
19 BASUNDHARA PARK 2 7.2
1 2.4
20 FEWA LAKE 5 4:55 BUS STOP 12
42 42 P15= 33
CAPACITY OF BUS: 32
DATE:2079/04/9 DAY: MONDAY SHIFT: EVENING
STATION NAME TIME REMARKS
NO IN OUT
2 DISTRICT OFFICE 1 3.6
3 RASTRA BANK 1 BUS STOP 2.4
4 DAMSIDE 1 2.4
5 BIRAUTA 2 5:10 5:18 BUS STOP 4.8
2 2 12
1 3.6
1 3.6
7 PRITHVICHOWK 4 11 BUS STOP 40.8
8 SABHAGRIHACHOWK 10 5:34 BUS STOP 36
2 7.2
9 MAHANAGARPALIKA 2 4.8
10 BHATBHATENI 1 1 6
1 2.4
11 PALIKHECHOWK 1 BUS STOP 2.4
12 NADIPUR 1 BUS STOP 2.4
1 2.4
3 1 13.2
3 10.8
1 1 6
14 BAGAR 12 8 5:49 5:55 BUS STOP 62.4
2 4.8
15 MATRISISU HOSPITAL 1 2.4
1 2.4
16 MADHYMPATH 1 2.4
17 MAIDAN 8 BUS STOP 19.2
1 2.4
62 62 P15=42

CAPACITY OF BUS: 30
STARTING POINT: ENDING POINT: FEWA

BAGAR LAKE

NO IN OUT
1 BAGAR 4 8:24 BUS STOP 14.4
2 NADIPUR 1 8:29 3.6
3 MAHENDRAPOOL 1 8:32 BUS STOP 2.4
4 SABHAGRIYA CHOWK 1 8:33 BUS STOP 2.4
5 PRITHIVICHOWK 12 BUS STOP 43.2
6 AIRPORT 1 8:42 2.4
7 HIMALITOLE 1 2.4
7 16.8
8 BIRAUTA 6 2 8:49 BUS STOP 26.4
1 8:59 3.6
9 RASTRABANK CHOWK BUS STOP 0
10 GAURIGHAT 1 2.4
11 LAKESIDE 1 2.4
9 9:07 BUS STOP 21.6
24 24 P15=19
CAPACITY OF BUS: 30
PVT.LTD 1 KHA 25.5X6.75ft
FEWALAKE BAGAR
NO IN OUT
1 LAKE 4 9:43 BUS STOP 14.4
3 10.8
2 7.2
2 RASTRA BANK CHOWK 2 2 BUS STOP 12
3 BIRAUTA 3 6 9:56 10:00 BUS STOP 25.2
4 AIRPORT 3 10:03 10:07 10.8
3 1 13.2
5 NAGDHUNGA 2 4.8
6 PRITHVICHOWK 5 12
7 SABHAGRIYA CHOWK 2 10:15 10:16 BUS STOP 4.8
8 NEWROAD 1 2.4
9 CHIPLEDHUNGA 1 BUS STOP 3.6
10 MAHENDRAPOOL 4 2 10:23 10:25 BUS STOP 19.2
11 PALIHECHOWK 3 10.8
12 NADIPUR 1 2.4
28 28 P15=22
CAPACITY OF BUS: 27
BAGAR LAKE
NO IN OUT
1 BAGAR 5 11:29 BUS STOP 18
7 IS 25.2
2 PALIHICHOWK 3 1 13.2
4 NEWROAD 5 1 BUS STOP 20.4
3 1 IS 13.2
4 2 IS 19.2
5 SABHAGRIYA CHOWK 2 BUS STOP 4.8
6 PRITHIVICHOWK 3 8 11:42 BUS STOP 30
5 2 22.8
5 18
7 NAGDHUNGA 1 3.6
8 AIRPORT 3 7.2
7 16.8
2 4.8
9 BIRAUTA 1 4 11:58 12:03 BUS STOP 13.2
10 DAMSIDE 4 1 16.8
11 RASTRABANK CHOWK 1 BUS STOP 3.6
4 9.6
12 LAKESIDE 10 12:10 BUS STOP 24
49 49 P15=55
CAPACITY OF BUS: 30
FEWALAKE BAGAR
DATE:2079/08/07 DAY: WEDNESDAY SHIFT:DAY
NO IN OUT
1 LAKE 6 1:35 BUS STOP 21.6
4 14.4
2 RASTRA BANK CHOWK 4 1 BUS STOP 16.8
3 BIRAUTA 1 1 1:48 BUS STOP 6
4 AIRPORT 3 1:50 10.8
3 1 13.2
5 NAGDHUNGA 2 3 14.4
6 PRITHVICHOWK 3 3 18
7 SABHAGRIYA CHOWK 3 1 2:00 2:01 BUS STOP 13.2
8 NEWROAD 3 10.8
9 CHIPLEDHUNGA 1 10 BUS STOP 27.6
10 MAHENDRAPOOL 14 4 2:09 2:13 BUS STOP 60
11 PALIHECHOWK 3 1 13.2
12 TERSAPATTI 1 2.4
13 BHIMMSEN TOLE 2 4.8
14 NADIPUR 6 14.4
15 PNC 3 7.2
50 50 P15=34
CAPACITY OF BUS: 28
BAGAR LAKE
NO IN OUT
2 NADIPUR 5 1 IS 20.4
3 PALIHICHOWK 1 2.4
4 MAHENDRAPOOL 7 BUS STOP 25.2
5 NEWROAD 2 3 3:08 3:09 BUS STOP 14.4
6 IS 21.6
2 4 IS 16.8
6 SABHAGRIYA CHOWK 1 6 BUS STOP 18
7 PRITHIVICHOWK 23 2 3:14 3:25 BUS STOP 87.6
8 NAGDHUNGA 4 14.4
9 AIRPORT 8 19.2
6 14.4
10 HIMALITOLE 9 21.6
10 DAMSIDE 3 10.8
11 RASTRABANK CHOWK 4 BUS STOP 9.6
12 LAKESIDE 20 3:42 BUS STOP 48
72 72 P15=54
CAPACITY OF BUS: 30
FEWALAKE BAGAR
DATE:2079/08/07 DAY: WEDNESDAY SHIFT:DAY
NO IN OUT
1 LAKE 18 4:12 BUS STOP 64.8
7 25.2
7 25.2
3 BIRAUTA 8 11 4:25 4:34 BUS STOP 55.2
4 HIMALITOLE 5 18
5 PRITHVICHOWK 15 4:46 BUS STOP 36
6 SABHAGRIYA CHOWK 7 2 4:47 4:51 BUS STOP 30
7 NEWROAD 1 4 13.2
8 CHIPLEDHUNGA 1 5 15.6
10 PALIHECHOWK 2 7.2
11 BHIMMSEN TOLE 1 2 8.4
12 PNC 6 5:15 14.4
73 73 P15=49
BUS NO:
3877
STARTING POINT: DISTANCE OF ROUTE: ENDING POINT:
CHOREPATAN 8.7KM BAGAR
NO IN OUT
1 CHOREPATAN 6 8:16 BUS STOP 21.6
2 IS 7.2
2 7.2
2 BIRAUTA 1 8:26 3.6
3 DAMSIDE 3 8:28 7.2
4 RASTRABANK 8:29 0
5 SIRJANACHOWK 1 2.4
6 PRITHIVICHOWK 4 8:35 9.6
7 GMC 14 8:36 8:51 BUS STOP 50.4
8 NAYABAZAR 2 1 9.6
9 MAHENDRAPOOL 9 21.6
5 3 9:00 9:03 BUS STOP 25.2
10 NADIPUR 2 4.8
1 IS 2.4
11 PN CAMPUS 0
12 TAXICHOWK 3 9:09 7.2
32 32 P15=23
BUS NO:
3827

BAGAR 8.7KM CHOREPATAN

NO IN OUT
2 NADIPUR 3 10.8
1 IS 2.4
3 PALIHECHOWK 1 2.4
6 GMC 1 6 18
7 PRITHIVICHOWK 1 6 18
9 SIRJANA CHOWK 4 9:57 10:00 BUS STOP 14.4
10 SIMALCHOUR 3 1 13.2
11 RATNACHOWK 3 1 13.2
12 RASTRABANK 2 10:06 BUS STOP 4.8
1 IS 2.4
13 DAMSIDE 2 4.8
14 BIRAUTA 3 5 BUS STOP 22.8
2 2 12
1 IS 2.4
15 DAVIDS' FALL 3 7.2
16 CHOREPATAN 3 7.2
5 10:20 BUS STOP 12
50 50 P15=30
BUS NO:
6345

NO IN OUT
3 IS 10.8
2 DAVID'S FALL 8 1 31.2
3 BIRAUTA 2 7.2
4 1 16.8
4 DAMSIDE 3 10.8
5 RASTRABANK 11 3 12:24 BUS STOP 46.8
6 Y-CHOWK 1 3.6
7 RATNACHOWK 5 18
8 SIRJANACHOWK 1 12:30 2.4
1 3 IS 10.8
9 SABHAGRIYACHOWK 6 BUS STOP 14.4
10 GMC 12 11 12:33 12:40 BUS STOP 69.6
11 NAYABAZAR 4 14.4
4 IS 9.6
12 MAHENDRAPOOL 7 12 12:48 12:55 BUS STOP 54
13 PALIKHECHOWK 3 7.2
14 NADIPUR 2 2 12
3 IS 10.8
16 TAXICHOWK 2 4.8
72 72 P15=48
BUS NO:
3990
NO IN OUT
3 NADIPUR 1 2.4
4 PALIHECHOWK 1 2.4
6 NAYABAZAR 4 4 24
3 IS 7.2
7 GMC 3 5 22.8
8 SABHAGRIYA CHOWK 7 3 1:44 1:50 BUS STOP 32.4
9 SIRJANACHOWK 5 1:52 BUS STOP 18
10 SIMALCHOUR 0
11 RATNACHOWK 4 9.6
12 RASTRABANK 2 4 16.8
0
13 DAMSIDE 1 1 6
4 IS 9.6
16 CHOREPATAN 6 14.4
11 2:19 BUS STOP 26.4
55 55 P15=34
BUS NO:
6342
NO IN OUT
4 IS 14.4
2 DAVID'S FALL 13 46.8
3 BIRAUTA 1 3:07 3:09 BUS STOP 2.4
5 IS 12
4 DAMSIDE 0
5 RASTRABANK 8 3 BUS STOP 36
4 14.4
6 Y-CHOWK 0
7 RATNACHOWK 1 3.6
2 7.2
8 SIMALCHOUR 3 7.2
9 SIRJANACHOWK 6 BUS STOP 14.4
10 SABHAGRIYACHOWK 7 16.8
11 GMC 2 10 3:23 3:32 BUS STOP 31.2
12 NAYABAZAR 3 10.8
13 MAHENDRAPOOL 22 3:37 BUS STOP 79.2
14 PALIKHECHOWK 0
15 NADIPUR 1 3 10.8
4 IS 9.6
16 PN CAMPUS BUS STOP 0
17 TAXICHOWK 0
68 68 P15=49
BUS NO:
4574
NO IN OUT
3 NADIPUR 10 36
3 PALIHECHOWK 3 7.2
4 MAHENDRAPOOL 9 3 4:16 BUS STOP 39.6
6 GMC 10 24
8 SIRJANACHOWK 6 BUS STOP 21.6
9 SIMALCHOUR 2 2 12
10 RATNACHOWK 2 4.8
11 RASTRABANK 1 BUS STOP 2.4
12 DAMSIDE 0
13 BIRAUTA 2 9 BUS STOP 28.8
50 50 P15=43
BUS COMPANY: POKHARA YATAYAT BUS NO: DIMENSION:
CAPACITY OF BUS: 30
PVT.LTD 4365 25.5X6.75ft
SIMAPNI 10.8KM MAHATGAUDA
NO IN OUT
1 SIMPANI 2 9:15 BUS STOP 7.2
2 HARICHOWK 2 BUS STOP 7.2
3 BINDHABASINI 5 18
2 7.2
4 PARSYANG 1 3.6
5 SIDDHARTHACHOWK 1 3.6
6 CHIPLEDHUNGA 2 4.8
7 NEW ROAD 1 5 BUS STOP 15.6
1 2.4
8 PRITHVICHOWK BUS PARK 26 1 9:36 9:55 BUS STOP 96
9 GHARIPATAN 1 2.4
1 2.4
10 AKHAHOSPITAL CHOWK 26 BUS STOP 62.4
1 3.6
11 RATOPAHIRO 1 2.4
12 MAHATGAUDA 3 10:18 BUS STOP 7.2
41 41 P15=28
CAPACITY OF BUS: 30
MAHATGAUDA 10.8KM SIMPANI
NO IN OUT
1 MAHATGAUDA 5 10:28 BUS STOP 18
1 3.6
2 RATOPAHIRO 3 10.8
3 AAKHAHOSPITAL CHOWK 15 4 10:35 10:52 BUS STOP 63.6
4 GHARIPATAN 2 7.2
5 SHIVA TOLE 1 11:02 11:04 3.6
6 PRITHVICHOWK BUS PARK 14 BUS STOP 33.6
2 4.8
7 SABHAGRIHACHOWK 4 1 11:10 11:12 BUS STOP 16.8
1 3.6
8 NEW ROAD 2 4.8
1 3.6
9 CHIPLEDHUNGA 5 2 11:17 11:25 BUS STOP 22.8
10 PARSYANG 2 7.2
11 BAGLUNG BUS PARK 3 BUS STOP 7.2
2 4.8
12 BINDHABASINI TEMPLE 4 9.6
40 40 P15=22
CAPACITY OF BUS: 30
SIMAPNI 10.8KM MAHATGAUDA
NO IN OUT
2 7.2
1 3.6
3 BAGLUNG BUS PARK 6 BUS STOP 21.6
4 CHIPLEDHUNGA 4 BUS STOP 9.6
5 NEW ROAD 1 BUS STOP 3.6
1 2.4
1 3.6
7 PRITHVICHOWK BUS PARK 8 6 1:03 1:17 BUS STOP 43.2
8 GHARIPATAN 2 4.8
9 AAKHAHOSPITAL CHOWK 5 BUS STOP 12
10 MATGAUDA 3 1:35 BUS STOP 7.2
23 23 P15=18
CAPACITY OF BUS: 30
MAHATGAUDA 10.8KM SIMPANI
NO IN OUT
1 MATGAUDA 4 1:36 BUS STOP 14.4
2 7.2
2 AAKHAHOSPITAL CHOWK 21 1:46 2:15 BUS STOP 75.6
3 GHARIPATAN 2 7.2
5 18
4 14.4
4 SHIVA TOLE 1 2.4
5 PRITHVICHOWK BUS PARK 1 15 BUS STOP 39.6
1 2.4
6 SABHAGRIHACHOWK 5 2:36 2:38 BUS STOP 18
7 NEW ROAD 4 BUS STOP 9.6
2 4.8
8 CHIPLEDHUNGA 7 10 2:44 2:50 49.2
9 PARSYANG 3 7.2
10 BAGLUNG BUS PARK 1 5 BUS STOP 15.6
1 2.4
1 2.4
52 52 P15=28

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TRIBHUVAN UNIVERSITY

“A STATUS QUO ANALYSIS OF TRANSIT SERVICE IN POKHARA ”

SABIN ACHARYA (PAS075BCE098)

SAMIP REGMI (PAS075BCE103)

SEBIKA ALE (PAS075BCE119)

SHERJUNG THAPA (PAS075BCE121)

SIRJANA PACHHAIN (PAS075BCE127)

SUSHMITA MIDUN (PAS075BCE142)

DEPARTMENT OF CIVIL ENGINEERING

CHAPTER ONE: INTRODUCTION....................................................................................3

1.2 STATEMENT OF PROBLEMS......................................................................................5

1.4 SCOPE OF STUDY.........................................................................................................6

1.6 STUDY AREA.................................................................................................................7

CHAPTER TWO: LITERATURE REVIEW.......................................................................8

2.1 ACCESIBILITY AND PLANNING................................................................................8

2.2 SERVICE QUALITY.......................................................................................................8

2.3 TYPES OF SPEED.........................................................................................................11

2.5 DWELL TIME AND CLEARANCE TIME..................................................................12

2.6 FACTORS AFFECTING DWELL TIME AND CLEARANCE TIME........................13

2.7 LOADING AREA..........................................................................................................14

2.8 CORRIDOR CAPACITY..............................................................................................15

CHAPTER THREE: METHODOLOGY............................................................................17

3.2 SCOPE OF METHODOLOGY.....................................................................................18

3.4 DATA ANALYSIS........................................................................................................18

CHAPTER FOUR: DATA ANALYSIS...............................................................................21

4.1 SECONDARY DATA....................................................................................................21

4.2 MAP OF STUDIED ROUTES EXTRACTED FROM ACR GIS.................................23

4.3 DATA SHEET................................................................................................................24

CHAPTER FIVE: CONCLUSION......................................................................................95

5.1 WORK COMPLETED...................................................................................................95

5.2 WORK REMAINING....................................................................................................96

5.3 WORK SCHEDULE......................................................................................................96

5.4. PROBLEMS ENCOUNTERED DURING SURVEY..................................................96

Table 1:Secondary data obtained from Pokhara Yatayat Pvt.Ltd............................................21

SD: Standard Deviation

CV: Coefficient of variation

tb: Dwell time

tb: Passenger boarding time

toc: Door opening and closing time

Bbb: Maximum number of buses per loading area per hour

tc : Clearance time between successive buses

Cv: Coefficient of variation of dwell times

Bs: Maximum number of buses per bus stop per hour

Neb: Number of effective loading areas

Ps: Person capacity of a bus stop

Bs: Vehicle capacity of the bus stop

P15: Peak 15-minute passenger interchange per bus

Pphd: Persons per hour per direction

1.2 STATEMENT OF PROBLEMS

 To conduct Inventory survey on public transportation

1.4 SCOPE OF STUDY

The study has the following limitations:

Figur.1:Administrative Map of Pokhara Metropolitan Area

CHAPTER TWO: LITERATURE REVIEW

2.1 ACCESIBILITY AND PLANNING

5. Safety and security

2.3 TYPES OF SPEED

2.Operational delay: Operational delays are primarily a reflection of interacting effects of

Corridor capacity = Vehicle capacityLoad factorService frequency*No. of stopping Bays