IMPROVEMENT OF BUS NETWORK IN HYDERABAD USING VISUM

Naveen Kumar. G*, C.S.R.K. Prasad**, K.V.R. Ravi Shankar***

ABSTRACT
The improvement of bus transportation network is a difficult task which does not lend itself
readily to give instant solutions available in traditional techniques. So it gives the importance
of devising faster methods to obtain solutions to the bus network improvement. The aim of
this study is to improve the existing bus network of Hyderabad using VISUM the state-of-the-
art planning and simultaneously assessment tool developed by PTV GROUP which is a
comprehensive, flexible software system for transportation planning, travel demand
modelling and GIS-based network data management. It helps the transportation planners to
improve the existing bus network of a city.
The existing bus network in Hyderabad has been analyzed to find potentials and deficiencies
in existing bus network. Rerouting of some line routes and providing new stops have been
done in order to increase the area covered by bus system. Travel time network coverage has
been improved by introducing new line routes and direct services. The passenger transfer
waiting time has been reduced at major terminals by means of shifting regular services at
peak hours. Two major corridors have been identified in the planning area of existing
network. To improve the existing bus network proposed metro with high capacity buses have
been integrated on these major potential corridors and impact of improvements in network
have been observed.
Keywords: Bus Transportation Network, Network Modelling, Travel Time, Passenger
Transfers Waiting Time, Major Corridor

1.0 INTRODUCTION increase accessibility, reduce travel time,

Public transport system should be the soul
of a city. Among different modes of public
transportation, bus transport occupies an
important place as it provides low cost
services to all segments of the society. The
presence of a good bus transportation
system can deliver better environmental
conditions, faster speeds of travel, better
mobility and economic growth. Therefore,
Bus network improvement can be a key
measure to improve the existing bus
network and increasing the number of
passengers by attracting the new
customers. From the users' perspective, the
system should meet the demand by
providing less passenger transfers waiting
time and direct service. It is the main
challenge in transportation planning to
fulfil these objectives. Improvement of bus
network is to improve the number of
objectives representing the efficiency of
bus transportation networks (such as
increase network coverage and reduce
transfers waiting time) within the planning
area.
1.1 NEED FOR THE STUDY
Lack of public transportation mainly bus
transportation facilities has resulted in
heavy shift of commuter to private and
intermediate transport leading to an
imbalance in the modal spilt and
consequently, a huge increase in number of
intermediate and private vehicle
ownership. And its ineffectiveness of the
bus network gives un-satisfaction to the
bus transportation users. It causes always
increasing demand on mobility to which it
is necessary to offer an efficient well-
organized and well-distributed bus network
system. Capacities of ordinary buses are
comparably less than the new high
capacity buses. Therefore, APSRTC runs
high in number of service trips at major
corridors mainly at peak hour which leads
to congestion.
Currently the Public Transport System in
Hyderabad is mainly bus based. Hence it is
a difficult task to improve bus transport
network especially under conditions of
rapid growth and change as it is the case in
Hyderabad. Nevertheless the future rail
based public transport system (MRTS) will
still be highly depending on bus services to
provide good quality. Confronted to traffic
congestion car owners might consider
switching to bus transit if they had an
affordable and good quality system at their
disposal. It is the duty and goal of
transportation planners to provide such
conditions, by adequately adjusting their
bus network, so as to maximize the quality
of service to users.
1.2 OBJECTIVES OF THE STUDY
 The objectives of this study is to
evaluate the existing bus network by
means of bus stop accessibility, travel
time, line route network coverage,
number of passenger transfers,
passenger transfer waiting time,
number of service trips and line route
evaluation of network in the planning
area in Hyderabad
 To suggest options to improve the
existing bus network and measure the
impact of options suggested over the
existing bus network using strategic
transportation planning tool VISUM.
 To develop the local feeder bus
network with regard to future urban
transportation development
(integration of bus network with
MRTS).
2.0 STUDY METHODOLOGY
The aim of this study is to improve the
existing bus network in Hyderabad using
VISUM the state-of-the-art planning and
simultaneously assessment tool developed
by PTV GROUP which is a
comprehensive, flexible software system
for transportation planning, travel demand
modelling and GIS-based network data
management. Its comprehensive data
2
model and powerful calculation and
analysis functions make VISUM the ideal
tool for developing advanced transport
strategies and solutions. It helps the
transportation planner to develop the
methodology to improve and optimize the
existing bus network. PTV VISUM
provides a wide range of evaluation
options and assists the planners in
identifying potential improvements. These
tools give the best ways to improve the
existing bus network.
3.0 SELECTION OF PLANNING
AREA
Main criterion in defining the planning
area was the majority of bus routes with in
this area starts and ends in it. Consequently
several depots have to be within the
planning area. The red marked lines in
Figure 3.1 shows the planning area and its
potential areas. The planning area covers
majorly three bus depots Barkatpura,
Musheerabad and Ranigunj. Three national
highways NH-44, NH-65, and NH-202 are
passing through this planning area.
Figure 3.1 Planning Area
(Source: Google Earth and Maps)
The size of the planning area is 39 Km2 out
of total size 172 Km2 of Municipal
Corporation of Hyderabad (MCH) and
main cordons are AfgulGunj, Nampally,
Secunderabad and Osmania University.
3.1 DATA COLLECTIONS
The data collection involves both primary
and secondary data type. Regarding
primary data a survey has been conducted
to get the details of bus stops in the
planning area. The details of primary data
collection are as follows:
 Name of the bus stops
 Coordinates of bus stops
 Run time between the bus stops
The secondary data collection involves the
data collection from APSRTC Jubilee bus
station and Secunderabad. The details of
secondary data collection are as follows:
 Bus stop information
 Route information
 Depots in Greater Hyderabad Zone
(GHZ)
 Route wise time table information
of GHZ
 Depot wise schedules, trips and
kilometres of GHZ
4.1.2 Zones and Stops
55 zones with its names, centroids and
boundaries are created within network for
the exact positions in the planning area
according to the Hyderabad zone network
map. Zone connectors are created for the
passengers travelling to the nearby places
(Nodes). This will give the connectivity
between the zones centroids and the nodes
and stops. The nodes and links are created
with their names and exact position. The
links are edited with the link types. The
bus stops which are served by busses
within the planning area have been
integrated in VISUM. Total of 97 bus stops
have been integrated into bus network in
the planning area. Figure 4.1 shows some
of the main stops within the planning area.

4.0 DETAILED MODELLING OF BUS

NETWORK IN VISUM
In VISUM modelling of transport consists
two parts one is the modelling of network
which represents modelling of supply for
the transport system and other part is
demand modelling.

4.1 NETWORK MODELLING –

TRANSPORT SUPPLY
The network model describes the supply
side of the transport system consisting of Figure 4.1 Stops in the Planning Area
several supply systems. Network model 4.1.3 Line Routes
consists of several network objects which
contain relevant data about the link
network, the lines, and timetables.

4.1.1 Network Parameters

The initial calibrations are to be done in
VISUM using network parameters. The
scale of background map of study area and
direction of traffic are to be specified using
network parameters. Transportation modes
and combination of modes is to be
specifically for bus transportation. The
total capacity of bus transit which indicates
the seating capacity and standing capacity
of various bus services should be specified. Figure 4.2 Line Routes in the Planning
Area

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Totally 54 Line Routes are created both up
and down direction and 127 Line Routes
are edited for exact routing. This
information have been collected, whose
headway is less than one hour and are
passing through the planning area. Figure
4.2 shows the whole bus transport line
routing system within the planning area.
4.1.4 Time Table
Timetables have been created for both
peak and slack hours using a chart given
by APSRTC. The considered peak hours
are 8:00 to10:00 AM and 16:00 to 20:00
PM and the slack hours are 10:00 AM to
16:00 PM and 20:00 PM to 8:00 AM.
4.2 DETAILED DEMAND
MODELLING IN VISUM
4.2.1 Demand Data
One of the main uses of VISUM is demand
modelling. Demand modelling deals with
traffic conditions. The most common travel
forecasts analyze the daily travel behaviour
of people. For the planning area standard
four-stage model procedure has been used
for demand modelling in VISUM. The
results of this procedure are matrices,
which contain trips between the origin and
destination zones of the network.
4.2.2 Demand Allocation-Desire Line
Zones
The demand data should be allocated to the
network by means of demand allocation.
Figure 4.3 Typical Desire Line Zones for
Nampally Bus Station
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Desire line zones, the graphical parameter
used to display the demand from one zone
to other zones. It indicates the allocation
O-D pairs between zones within the
planning area. The numbers in the figure
indicates the future number of O-D trips
between Nampally to other zones like
Secunderabad, Kachiguda and
Musarambagh. Figure 4.3 shows that the
demand from Nampally to the other zones
within the planning area. Width of this
desire line bars depends on the demand
between zones.
4.2.3 Assignment Procedure
By adding the PuT-demand to the model, it
satisfied the precondition for running an
assignment on the bus transportation
network. The Assignment is done through
Time Table based Assignment procedure
in VISUM. Figure 4.4 shows the procedure
sequence for the bus transportation
assignment using VISUM.
Figure 4.4 Procedure Sequence for
Assignment in VISUM
4.2.4 Assignment Result
Figure 4.5 Assignment Path
Assignment is done in VISUM based on
Shortest Path method. This Shows the
Assignment path through main stops like
Koti, Sectratariat, Osmania University and
Secunderabad. Figure 4.5 shows the routes
obtained from the assignment result
indicated red in colour.

4.2.5 Indicators Calculation

In addition, Visum allows calculating the
indicators between zones such as the
Travel Time, Access Time, Number of
Transfers and Transfer waiting time in the
form of skim matrices. Figure 4.6 shows
the skim matrix calculated for travel time
between zones. The travel time between
zone-1 to zone-67 is having maximum of
47 minutes highlighted in white colour. Figure 5.1 Catchment Areas for Stops in
the Planning Area

The analysis shows clearly that there are

several areas within the planning area
which are not served by bus transport. The
Figure 5.1 shows the areas with colour
boundaries displays the areas which have
not been served by bus stops and the red
colour indicates high origin trip zones and
yellow colour indicates the low origin trip
zones.

5.2 STOPS NOT SERVED BY BUS

LINE ROUTES
In the bus stops analysis Bargatpura Bus
Figure 4.6 Skim Matrixes for Travel Time Stop is not in the position to serve by the
between Zones bus line routes. It clearly indicates the
installation of Bargatpura stop is
5.0 ANALYSIS AND physically out of the regular service line.
IDENTIFICATIONS IN EXISTING
BUS NETWORK

5.1 BUS STOP ACCESSIBILITY

Appropriate walking distances to bus
transport stops is the main indicator to
evaluating the stops accessibility. Stop
catchment area of 400 metre radius is the
analysis used to visualize the area coverage
of stops with in the planning area. This
planning area having large gaps between
the stop catchment areas because bus stops
are 800 meters apart on an average
(optimal distance is between 400 meters).
This creates significant passenger
inconvenience from increased walking Figure 5.2 Stops not served by Bus Line
times, and high inconvenience to the Routes
passengers who board between stops.

5
And Sangeeth bus stop is not serving by
the regular bus service because of priority
given to the Secunderabad bus stop. The
passengers around these stops suffered
while transferring, boarding and alighting.
In figure 5.2 the cross marks shows that
the stops not served by the regular bus line
routes.
5.3 NUMBER OF SERVICE TRIPS
Number of service trips is the number of
vehicle journeys per line route. This is
general indicator used for building the line
data. Such an amount of bus services
obviously puts stress on the traffic
conditions of the corridors, contributing to
traffic jams and heavy delays for both
public and private transport.
Figure 5.3 Number of Service Trips in the
Existing Network
5.4 PASSENGER VOLUMES
Figure 5.4 Passenger Volume using Bus
Transportation
6
Passenger volumes on the links are the link
flows obtained from the PuT assignment. It
presents number of passengers carried by
bus transport per day on the link. Figure
5.4 shows the volume of passengers using
bus transport per day in basic scenario.
5.5 MAJOR CORRIDORS
Based on bus transportation passengers
volume two major corridors have been
identified. They are AfgulGunj to
Secunderabad and Nampally to
Secunderabad with in the planning area. In
the figure 5.5 it clearly indicated two
corridors having high in number of service
trips among all corridors. They are having
490 and 317 service trips respectively.
Figure 5.5 Major Corridors within the
Planning Area
These more in number of service trips
leads to heavy congestion at peak hour. So,
these corridors must be improved. In figure
5.5 the red colour line indicates the major
corridor-1 AfgulGunj to Secunderabad and
the green colour line indicates the major
corridor-2 Nampally to Secunderabad.
5.6 LINE ROUTE NETWORK
COVERAGE- ISOCHRONES
Isochrones represent the travel times (in
minutes) referring to certain important
points of the network and therefore helps
to analyze which areas are not sufficiently
served by bus transport. It also analyses the
areas not well connected to certain points
in the network. The basis for calculation is
the timetable stored in the model.
Underlying run times in this study are
calculated based on average speed values
given by APSRTC: city bus: 20 km/h.
Figure 5.6 shows the isochrones referring
to Koti bus station are analyzed below. The
various colours shows travel time starting
from 5 minutes (White) steps up to over 45
min (grey). This isochrones analysis
clearly shows the network having
connectivity with long transfer time and
without direct services, because the
network does not have the full direct
service connectivity between main stops
within the planning area.

Figure 5.7 Number of Passenger Transfers

at Stops

5.8 PASSENGER TRANSFER-

SECUNDERABAD
To improve the transfers for passengers at
the Bus terminal, examine the transfer
connections between arriving and
departing services. The red colour line
indicates the flow of transferring
passengers between regular bus services at
Secunderabad. The total circle is having
the division of one hour and with sub
divisions of 15 minutes. It has been
Figure 5.6 Typical Isochrones for Koti analyzed at peak hour. It is explained that
Bus Stop how the transferring happened from
From figure it is clear that the Koti bus AfgulGunj to Turnaka through
stop cannot be reached in less travel time Secunderabad.
or by direct travel from any point of the
network mainly from the places marked
with blue boundaries in the figure.

5.7 NUMBER OF PASSENGER

TRANSFERS
VISUM uses stop catchment area to
display the information regarding
passenger transfers at all bus stops. This
means from where the passengers are
coming to take transfer from one bus to the
other bus. Figure 5.7 displays the
passenger transfers at all bus stops using
stop catchment area. It is notable that
Secunderabad terminal having the large
number of passenger transfers compared to
the other terminals. Figure 5.8 Passenger Transfers Waiting
Time Display Analysis at Secunderabad

7
Secunderabad Turnaka board till alight) to Servicekilometer
(Departures x Journey Length)

AfgulGunj
Figure 5.8 shows the services with their
respective passenger volumes including
transfers waiting times at this stop. The
bars of transfer flows shows that some of
major connections have waiting times are
not acceptable. Bus services arrived from
AfgulGunj (2< 2> 2< 1> 2< 8<) having
long Transfer Time for departure to
Turnaka (10H/17H<). The transfer time is
shown in light blue. The passenger transfer
starting at first in the Transfer Display
circle should wait almost 30 minutes to get
next services to Turnaka bus stop. This Figure 5.9 Line Evaluations for the
high passenger transfer waiting time gives Existing Bus Network
the inconvenience to the bus transportation
users at the Secunderabad stop. Line Evaluation Act column in Figure 5.9
shows the efficiency of the current line
Table 5.1 Transfer Waiting Time at routes of the existing bus network. This
Secunderabad means the indicators explain the number of
passenger kilometres travelled for the
Line Routes Transfer Waiting service kilometre provide by the bus
Time transportation supply within the planning
2 – up direction 29min 45sec area. Later modification on the line courses
and the changes of lines on the bus
2 – down direction 28min 34sec transportation supply will be the changes
in the efficiency of lines that will give the
2 – up direction 25min 45sec efficiency of the new line routes.

1 – down direction 22min 27sec 6.0 OPTIONS TO IMPROVE THE

EXISTING BUS NETWORK
2 – up direction 15min 45sec
6.1 ESTABLISHMENT OF NEW
8 – up direction 12min 27sec STOPS
12 new stops are installed at the areas not
7C – up direction 6min 55sec served by existing bus stops network. The
first priority is given to the areas not
served by bus stops in the network which
5.9 LINE EVALUATION is having more origin trips. Therefore it is
Line Evaluation is an indicator which is clearly noted that the number of stops in
used to evaluate the efficiency of lines. the more origin trips zones will be more
This efficiency indicator in the existing compared to the other zones which had
network will be called LineEvaluation_Act less origin trip zones. Figure 6.1 shows the
and will be ratio of Passengerkilometer new established stops in the planning area.
(PassBoard x in-vehicle distance from

8
 Figure 6.1 Establishment of New Stops
6.2 SHIFTING OF STOPS AND RE-
ROUTING LINE ROUTES
Bargatpura bus stop has been shifted to the
nearby regular service line route-6 and
extent the line route 8C/229 from patny to
Tarnaka through Sangeeth. Figure 6.2
shows the shifting of Bargatpura bus stop
and extension bus line route through
sangeeth stop in red colour.
Figure 6.2 Shifting of Stops and Re-
Routing Line Routes
6.3 NEW LINE ROUTES
The new stop points have to be included in
the spatial course of the regular bus line.
9
Figure 6.3 New Line Routes in the
planning area
40N, 12, 136B, 11M are the line routes
that re-routed through nearby newly
created stops. This re-routing of existing
line routes will serve the 6 newly created
stops. 16A/5N new line route is newly
created to serve 6 more new stops within
the planning area. Figure 6.3 shows the re-
routed line routes and new line routes to
serve the newly created stops in the
planning area.
6.4 SHIFTING OF BUS JOURNEYS
From transfers display analysis it is found
that the journeys having the long
transferring times at Secunderabad. That
means the coordination between the
regular services for transferring is very
less. For better coordination the regular
services at this stop shifted using time
table editor in VISUM as it shown in
figure 6.4. Shift two of the regular
services from off-peak hour to the peak
hour (8-10 a.m) which of the regular bus
services will coordinate to these services,
using the timetable editor. In the 10H/17H,
two of the off-peak i.e., 10.00 a.m and
10.30 a.m services shifted to the peak hour
i.e., 8.10 a.m and 8.20 a.m that will be
used to coordinate to the transfers.

Figure 6.4 Shifting of regular Bus
Journeys
6.5 CORRIDOR IMPROVEMENT-1
In the whole network of Hyderabad, the
metro line-1 is starting from Falaknuma to
Jubilee Bus Station. It is having the metro
route length of 14.78 Kilometres with 16
metro stations. This metro line is going
through the planning area which is starting
from Mahatma Gandhi Bus Station to
Secunderabad. It is having the metro route
length of 7.4 Kilometres with 8 metro
stations. In a couple of years phase 1 of
Hyderabad’s MRTS network will be
implemented. The High Capacity Bus
services have been introduced to replace
these regular services with high frequency
at Peak hours and reasonable frequency at
off-Peak hours. Instead of the high
capacity bus services, the regular bus
journeys and their headway have been
reduced at Peak hour and off-peak hour in
this corridor.
6.6 CORRIDOR IMPROVEMENT-2
In the whole network of Hyderabad, the
metro line-2 is starting from Miyapur to L
B Nagar Station. It is having the metro
route length of 29.87 Kilometres with 27
metro stations. This line is going through
the planning area which starting from
Mahatma Gandhi Bus Station to
Khairatabad. It is having the metro route
length of 7.4 Kilometres with 7 metro
stations. Even though the proposed metro
line is not going through the major
10
corridor-2, but it serves the main bus
terminal Nampally. One of the major
corridors within the planning area is
Nampally to Secunderabad. 5/229 is the
regular service which is already running
from Nampally to Secunderabad with the
long Headway of 30 min at both peak and
off-peak hours. So, Introduce the High
Capacity Bus service to replace these
regular services with 10 min headway at
Peak hours and 20 min headway at off-
Peak hours. Instead of the high capacity
bus services, the regular bus journeys and
their headway have been reduced at Peak
hour and off-peak hour in this corridor.
7.0 IMPACT OF OPTIONS
SUGGESTED OVER THE EXISTING
BUS NETWORK
7.1 IMPACT ON STOP
ACCESSIBILITY
The area not covered by bus stops in the
existing bus network has been covered by
establishing new stops within the planning
area. The figure 7.1 shows the new stop
catchment area which is used to analyze
the stop accessibility after establishment of
new stops. The figure indicates that almost
all the areas which are not covered by bus
stops in the existing network are covered.
It is cleared that the areas are more covered
by stops which are having more origin
trips than the less origin trips because of
priority given to that zones.
Figure 7.1 Stop Catchment area analyses
after establishment of new stops
The more crowded area has been served
more than the other areas within the
planning area. Accessibility of bus stops
was improved to 400m walkable distance
of passengers by providing new stops in
the planning area.
reached in less travel time and without any
transfer from any stops of the network
within the planning area. This explained
clearly the network coverage had been
increased compared to the existing bus
network.

7.2 IMPACT ON TRAVEL TIME

The travel time after the improvement
shows that a reasonable amount of travel
time is reduced. The average reduction in
travel time is 23%. Figure 7.2 shows the
travel time matrix for the improved bus
network. For example the travel time
between zones 1 to 67 is reduced from 46
minutes to 35 minutes which had higher
travel time before improving the network.
This had been highlighted in white in
colour in the travel time matrix.

Figure 7.3 Typical Isochrones analyses for

Koti Bus stop for Improved Network

7.4 IMPACT ON BUS JOURNEY

Figure 7.2 Skim Matrixes for Travel Time
for Improved Network
SHIFT-1
In 10H/17H regular service, the off-peak
i.e., 10.00 a.m service is shifted to the peak
hour i.e., 8.10 a.m. After shifting of bus
service, coordination has been analyzed by
the Transfer Display analysis in VISUM.
The Figure 7.4 shows that the transfer and
the transfer waiting time to the newly
shifted vehicle journey from existing
services.

7.3 IMPACTS ON LINE ROUTE

NETWORK COVERAGE
In the peak hour, the stop Koti can be
reached from any point of the bus network
within less travel times. Therefore it will
be possible to be reached from
neighbouring quarters in reasonable travel
times and without transfer. This had been
possible because of the accessibility to bus
stops and direct connectivity by
introducing new lines routes. Figure 7.3
shows the isochrones coverage of network
by its line route on the improved bus Figure 7.4 Transfer Display analysis for
network. Therefore Koti bus stop could be Secunderabad after shift-1

11
The transfer time is shown in light blue. Table 7.1 Transfer Waiting Times after
The first service from AfgulGunj gets the Shifting of vehicle journeys
transfer waiting time of 10 minutes and 45
seconds for transferring to Tarnaka at Existing Shift-1 Shift-2
Secunderabad. It gives very less transfer Line Transfer Transfer Transfer
time which is less than 10 min for the first Waiting Waiting Waiting
three regular services. The figure 7.4 Time Time Time
clearly explained first three of the regular
2 – up 29min 10min -
services having the less transfer waiting
direction 45sec 45sec
time compared to the existing transfer
2– 28min 6min -
waiting time of the services.
down 34sec 45sec
7.5 IMPACT ON BUS JOURNEY direction
SHIFT-2 2 – up 25min 3min -
In 10H/17H regular service, the off-peak direction 45sec 27sec
i.e., 10.30 a.m service is shifted to the peak 1– 22min - 9min
hour i.e., 8.20 a.m. After shifting of bus down 27sec 45sec
service, coordination has been analyzed by direction
the Transfer Display analysis in VISUM. 2 – up 15min - 6min
The Figure 7.5 shows that the transfer and direction 45sec 27sec
the transfer waiting to the newly shifted 8 – up 12min - 2min
vehicle journey. The transfer time is shown direction 27sec 23sec
in light blue. The first service from 7C – up 6min - -
AfgulGunj gets the transfer waiting time of direction 55sec
9 minutes and 45 seconds for transferring
to Tarnaka at Secunderabad. Table 7.1 shows the passenger transfers
waiting time after shifting of the regular
services. This shows the much
coordination between the regular services.

7.6 IMPACT ON CORRIDOR-1

Figure 7.5 Transfer Display analysis for
Secunderabad after shift-1
It gives very less transfer time which is
less than 10 min for the next three more
regular services. The figure 7.5 clearly
explained the next three of the regular
services having the less transfer waiting
time compared to the existing transfer
waiting time of the services.
IMPROVEMENT
The analysis revealed, currently a huge
amount of bus trips serve exactly the future
MRTS-corridors. Meaning that the lines
don’t serve these corridors anymore and
the passengers have to transfer to the high-
capacity lines at the dedicated transfer
stops as it will be the case when MRTS is
introduced. With this measure the number
of service trips on these corridors could be
clearly reduced. Thus traffic conditions
improve, travel times of bus transport
decline. Figure 7.6 shows that the Major
corridor-1 with the existing bus line and
proposed metro line-1. Due to modal shift
from bus transportation to the metro line-1
the number of passengers using buses will
reduce in this major corridor. Therefore the
number of buses can be reduced mainly at
the peak hours which are potential reason
for the congestion in this corridor.

12

Figure 7.6 Major Corridor-1 after
implement of proposed Metro line
7.7 IMPACT ON CORRIDOR-2
IMPROVEMENT
Main purpose of this is to improve the
corridor-2, even though the terminals of
this corridor having two major metro
stations (Nampally and Secunderabad). By
defining the main corridor served with
distinct line routes, high-capacity vehicles
and terminal stops/transfer points at both
ends of the corridors, several line routes
that are passing through these corridors can
be shortened. Figure 7.7 shows that the
Major corridor-2 with the proposed bus
line and proposed metro line-2. This leads
to reduction in number of service trips in
this corridor which is potential reasons for
the congestion at the peak hours.
Figure 7.7 Major Corridor-2 after
implement of proposed Bus line
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7.8 IMPACT ON SERVICE TRIPS AT
MAJOR CORRIDORS
In Corridor-1 the number of service trips is
reduced from 490 to 251. The reduction in
number of service trips at peak hour is 239
in Corridor-1. The reason for high number
of reduction at Major corridor-1 is the
proposed metro and the high capacity
buses. Likewise in Corridor-2 the number
of service trips is reduced from 317 to 259.
The reduction in number of service trips at
peak hour is 58 in Corridor-2. In corridor-2
the only high capacity feeder buses
introduced to improve this corridor. Figure
7.8 shows the reduced number of service
trips in the major corridors at peak hour.
This reduction in number of service trips
helps to reduce the congestion. Due to
modal shift from bus transportation to the
metro line-1 the number of passengers
using buses will reduce in this major
corridor which reduced the number service
mainly at the peak hours. Due to the
introduction of high capacity buses in the
major corridor the number buses required
to serve this corridor has been reduced that
reduces the number of service trips in the
corridor-2.
Figure 7.8 Number of Service Trips at
Major Corridors
7.9 IMPACT ON LINE EVALUATION
The line evaluation attribute analysed the
efficiency of the line routes after the
improvement of the bus network.
Modification on the line courses and the
improvements of lines on the bus
transportation supply increases the
efficiency of lines. Figure 7.9 shows the
line route evaluation for the existing and
the improved bus network.
Figure 7.9 Comparing of Line evaluation
This means that the ratio of Passenger
Kilometres to Service Kilometres
increased. Hence more Passenger
Kilometres per Service Kilometres are
travelled. The efficiency of the Line
Routes was increased by minimum of 10%
in terms of Line Route Evaluation. An
increase in this indicator means the line
Routes are more efficient.
8.0 SUMMARY AND CONCLUSIONS
8.1 SUMMARY
In this study the existing bus network has
been modelled in terms of both supply and
demand using VISUM. The existing bus
network had been evaluated by means of
bus stop accessibility, travel time, line
route network coverage, number of
passenger transfers, passenger transfer
waiting time, and number of service trips
and line route evaluation of network in the
planning area using strategic transportation
planning tool VISUM.
The options that suggested are new bus
stops, shifting of existing bus stops and re-
routing of existing line routes, create new
line routes, shifting of bus journey and
14
improvement of major corridors has been
suggested to improve the existing bus
network. The impact of options suggested
has been measured over the existing bus
network using VISUM by means of
various parameters stops accessibility,
travel time, line route network coverage,
passenger transfers waiting time,
improvement of major corridors, number
of service trips at major corridors and line
evaluation.
8.2 CONCLUSIONS
The following are the conclusions of the
study:
 Accessibility of Bus Stops was
improved to 400m walkable distance
of passengers by providing new stops
in the planning area.
 The 23% average reduction in travel
time has been achieved by means of
skim matrices for improved bus
network.
 Line Route Network coverage
(Isochrones) has been improved by
means of reduction in travel time
without transfers from any point of
network to Koti bus stop.
 Passenger Transfer Waiting Time has
been reduced to less than 10min at
Secunderabad at peak hours.
 The two major corridors are
improved by means of Proposed
Metro and High Capacity Bus Feeder
System.
 The number of service trips has been
reduced to 239 in corridor-1 and 58
in corridor-2 which leads to reduce
the congestion in the major corridors
at peak hours.
 The efficiency of the Line Routes
was increased by minimum of 10%
in terms of Line Route Evaluation.
8.3 SCOPE FOR FUTURE WORK
From the past studies, it has been observed
that there is a better scope on the carried
out research work. Some of the areas
which require further study are as follows:
 Overcoming the limitations by
modelling the network for full
supply in network.
 Getting detailed demand data for
demand modelling in network.
 Up scaling the results obtained to
whole Hyderabad metropolitan area.
 Model the network for future MRTS
scenario.
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