Transportation Letters

The International Journal of Transportation Research

ISSN: 1942-7867 (Print) 1942-7875 (Online) Journal homepage: https://www.tandfonline.com/loi/ytrl20

Development of new reliability measure for bus

routes using trajectory data

Akhilesh Chepuri, Sanskruti Joshi, Shriniwas Arkatkar, Gaurang Joshi &

Ashish Bhaskar

To cite this article: Akhilesh Chepuri, Sanskruti Joshi, Shriniwas Arkatkar, Gaurang Joshi & Ashish
Bhaskar (2019): Development of new reliability measure for bus routes using trajectory data,
Transportation Letters, DOI: 10.1080/19427867.2019.1595356

To link to this article: https://doi.org/10.1080/19427867.2019.1595356

Published online: 25 Mar 2019.

Submit your article to this journal

Article views: 69

View related articles

View Crossmark data

Full Terms & Conditions of access and use can be found at

https://www.tandfonline.com/action/journalInformation?journalCode=ytrl20
TRANSPORTATION LETTERS
https://doi.org/10.1080/19427867.2019.1595356

Development of new reliability measure for bus routes using trajectory data
Akhilesh Chepuria, Sanskruti Joshib, Shriniwas Arkatkara, Gaurang Joshia and Ashish Bhaskarc
a
Civil Engineering Department, Sardar Vallabhbhai National Institute of Technology, Surat, India; bCivil Engineering Department, Nirma University,
Ahmedabad, India; cSmart Transportation Research Centre, School of Civil Engineering and Built Environment, Queensland University of Technology,
Brisbane, Australia

ABSTRACT KEYWORDS
The present study is focused on evaluating travel time reliability on six bus routes in Mysore city, southern Planning time index (PTI);
part of India. The travel time data were tested using three potential statistical distributions, namely Burr, buffer time index (BTI); GEV
generalized extreme value (GEV), and Log-normal distribution. From the hour of the day variability results, (generalized extreme value)
it has been noticed that during the peak hours, the bus travel time variability tends to follow normal distribution; travel time
variability; clustering
distribution. Whereas for the off-peak conditions, k value increases and tends to become highly positive.
The major contributions of the present study are (i) to highlight the consideration of the shape parameter
(k) of GEV distribution to explain the variability of travel time over space and time on a selected bus route,
(ii) to highlight the shortfalls and limitations of existing reliability measures, and (iii) to suggest and justify
the use of recently developed reliability measure, RBI for evaluating bus travel time reliability.

Introduction average travel time cannot capture these changes during different
periods of the day and days of the week effectively and hence a
Congestion, delay, and unreliability are terms that are mostly asso-
reliability measure is warranted.
ciated with present-day travel. As the annual time spent in traffic
Travel time reliability has been proposed as a new concept that
congestions increased from 16 h per person in 1982 to 42 h per
can be used by transportation planners, engineers, and all asso-
person in 2003 for the largest 85 urban areas, the impact on cost of
ciated agencies to evaluate the performance of a facility beyond
travel has been tremendous (The 2012Congestion Report 2012). Both
just the peak hour, and to consider operations over longer periods
individuals and companies suffer from economic losses due to lost
of time considering non-recurring events. Federal Highway
time as well as additional vehicle operating costs. For these reasons,
Administration (FHWA 2006) has defined travel time reliability
travel time has been a critical measure used to evaluate conditions on
as consistency or dependability in travel time, as a measure from
the road and assess improvement in projects through some interven-
day-to-day and/or across different times of the day. Reliability of
tion. For economic analyses, the travel time is most frequently
travel time has often been used interchangeably with variability
deduced from free-flow travel time (FFTT).
and can refer to fluctuations in travel time during the course of a
Further, information on travel time between a pair of origin
day or changes from day-to-day. Moreover, at an aggregate level;
and destination is a crucial input for decision regarding the time of
assessment of travel time variability; causing delays; during differ-
departure, mode of travel, and route choice by an individual
ent periods of time in a day is helpful, serving as a measure of
traveler. These decisions are considerably influenced by the travel
service quality in terms of travel time reliability. Besides, travel
time reliability due to traffic conditions and occurrence of inci-
times are easily understood by practitioners and the public, and
dents on the corridor or network under a given roadway, traffic
are applicable to both the users’ and operators’ viewpoint. Thus,
control, and environment conditions. In an aggregate level, seven
travel time reliability is significant to many transportation system
sources of variability in travel times have been identified: inci-
users like vehicle drivers, transit riders, or freight movers.
dents, work zones, weather, demand fluctuations, special events,
Nevertheless, the destination choice also depends on the probabil-
traffic control devices, and inadequate base capacity (A framework
ity of the possibility to achieve the planned objectives at the
for improving travel time reliability 2013). Unpredictable travel-
destination place within a given time budget. Although travel
time delays in urban road networks due to traffic problems like
time, level of service (LOS), and delay are all related and provide
congestion, road-accidents, etc. are creating serious concerns
different summaries of the underlying traffic conditions, only
about transport system quality in many countries. While travel
travel time-based statistics like reliability measures capture the
time has always been the most important measure associated with
variability experienced by individual drivers. When compared to
effectiveness of the transportation system, recently, a single mea-
the reliability of private modes of transport, reliability of public
sure of travel time has become insufficient. Travel times can vary
transit systems is bit complex to be evaluated as there exists
during temporally (the day or between days) and also spatially (for
various underlying factors causing travel time variations and
different links or segments along route or corridor) apart from
hence, reliability. Especially, reliability-based performance evalua-
various factors affecting the roadway operations. During peak
tion becomes even more challenging in case of bus transit systems
hours, the travel time can increase significantly as compared to
under mixed traffic conditions. There is an alarming need to
other time periods. In addition, heavily traveled corridors at or
develop methodologies or performance measures for evaluating
near capacity suffer from large travel time variation due to even
travel time reliability of bus transit systems under mixed traffic
small perturbations in traffic for a particular period of the day. An

CONTACT Shriniwas Arkatkar sarkatkar@gmail.com Civil Engineering Department, Sardar Vallabhbhai National Institute of Technology, Surat 395007, India
© 2019 Informa UK Limited, trading as Taylor & Francis Group
2 A. CHEPURI ET AL.
conditions prevailing in most of the developing countries like in
India.
In case of some of the metropolitan cities in developing coun-
tries, public transport share is significantly very less and hence, the
system efficiency has to be enhanced to allow the travelers to shift
from private transport to public transport. In this context, travel
time reliability is one of the important driving criteria to be studied
and analyzed to improve the performance and efficiency of any
existing public transport system. Attracting travelers to use public
transportation systems is the need of the hour to reduce traffic
congestion on urban roads in India. Earlier studies have developed
and suggested multiple set of travel time reliability indices, which
are difficult to be used by the transit operators or practitioners in
the field. These indices have their own limitations and applicability,
which are to be clearly understood before using them, as most of
these indices are highly sensitive to the level of reliability study and
data aggregation. It is preferable and desirable to develop a single
performance measure, which can effectively capture bus travel time
variations at all levels of data aggregations. This study attempts to
fulfill this necessity of incorporating the use of single reliability
measure with the help of GPS-based data collected from selected
bus routes in Mysore city of India. The limitations and shortfalls of
existing reliability indices at different levels of data aggregation are
also briefly discussed in this study. The organization of this paper is
as follows: The 'Introduction' section gives brief introduction of
topic; the 'Literature review' section gives background of concept
and previous research studies and highlighting research gaps and
objectives of study; the 'Study area and routes details' section deals
with the details of study area and selected routes; the 'Methodology
and data colloection' section comprises methodology adopted for
the present study, data collection, data processing and travel time
variability analysis based on travel time of road segments and
classification of reliability indices based on clustering technique;
the 'Data analysis' section comprises data analysis pertaining to
the evaluation of reliability measures at route and segment level
and statistical distribution analysis; and the 'Summary and conclu-
sions' section summarizes the overall findings, conclusions, and
contributions of the present study.
Literature review
Asakura and Kashiwadani (1991) defined reliability as the network,
which can guarantee an acceptable LOS for road traffic, even if the
functions of some links are physically damaged or large amount of
travel demand is occasionally generated. Travel time reliability,
hence results from the interaction of many different factors – or
sources of unreliability. The factors influencing travel time reliability
falls into two groups: factors causing travel time unreliability due to
demand variations and factors causing travel time unreliability due
to capacity (supply features) variations. Asakura and Kashiwadani
(1991) introduced the concept of travel time reliability and defined
it as the probability that a trip between a given origin and destina-
tion pair can be made successfully within a given time interval and a
specified LOS. Based on this concept, the authors have developed
various mathematical models to measure the travel time reliability
of transportation systems. Akito Higatani et al. (2009) examined the
fundamental characteristics of travel time reliability measures using
the traffic flow data from the Hanshin Expressway network.
Additionally, the effect of traffic incidents on travel time reliability
measures is analyzed on one radial route. Clark and Watling (2005)
aimed to reconstruct a full probability distribution for the network
performance (total network travel time) to examine the impact of
variable Origin–Destination demand flows on the total network
travel time. Liu (2008) showed the modeling of traveler’s route
choice behavior using a mixed logit model. The study highlighted
the development of parameters set for measuring the Value of Time
(VOT), Value of Reliability using Genetic Algorithm method.
Reichman (1973) estimated the motorists’ implied VOT by asking
those already on a journey by various modes, how long they
estimated the same trip would have taken by alternate modes.
Gan and Bai (2014) worked on route choice modeling under the
influence of travel time variability by conducting the stated prefer-
ence survey of the travelers.
Susilawati et al. (2013) modeled the Adelaide urban arterial road’s
travel time variability by considering traffic variables such as link
length, congestion index, and degree of saturation. The study presented
the development of the travel time standard deviation model by con-
sidering actual travel time, link length, and FFTT. Abishai Polus (1979)
developed regression and a statistical model utilizing arterial travel
time data from the Chicago area, to serve as efficient techniques in
predicting travel time reliability. Chalumuri et al. (2010) modeled
travel time variability under the influence of various uncertain factors
such as traffic volume, number of vehicle breakdowns, number of road
accidents, intensity of rainfall effect, and falling objects from the
vehicles using probabilistic analytical tools. Lyman and Bertini (2008)
have studied hourly variation, daily variation, monthly variation and
yearly variation for every 5-min time interval considering the study
segment of 0.7-mile length along Interstate-5 road, Portland, USA.
Puvvala et al. (2015) proposed and demonstrated the use of Cronbach
coefficient, ‘α’ (a two-dimensional measure) as a performance measure
complementing the traditional indicators to assess link-level reliability.
Most reliable travel time values for each link were determined, while
also classifying the link-level performance into different levels of reli-
abilities using the scores that are evaluated.
Mehbub Anwar (2010) studied travel time variability of Dhaka
city roads in Bangladesh and presented a travel time variability
model as a function of delay, congestion index, and volume-to-
capacity (V/C) ratio. Bharti et al. (2013) highlighted the variation
of Planning Time Index (PTI), Buffer Time Index (BTI), and
Travel Time Index (TTI) values at different V/C values consider-
ing an uninterrupted 1.7 km arterial road in Delhi. Wagh (Ghosh
2014) developed the relationship between travel time reliability
indices and probed two-wheeler space mean speed to explain the
travel time variability over space and time along the corridor of
length 7 km in Surat city of Gujarat. Amrutsamanvar (Rushikesh
2013) developed nonlinear models relating PTI and Space mean
speed with good ability to forecast. The authors also further
developed travel time prediction model using Artificial Neural
network with traffic volume and composition as input data. Ravi
Sekhar et al. (2013) examined the travel time distribution of urban
and rural corridor of National highway of India and determined
the best fit of various non-negative probability distributions to
model the empirical travel time distribution of urban and rural
corridor of NH-2. Kieu et al. (2014) established the key definitions
of Public Transport Travel Time Variability (PTTV) which first
include all buses, and secondly include only a single service from a
bus route. The study then analyses the day-to-day distribution of
public transport travel time by using transit signal priority data.
The study recommends lognormal distribution as the best descrip-
tor of bus travel time on urban corridors and the probability
density function (PDF) of lognormal distribution was finally
used for calculating probability indicators of PTTV.
Research gaps
Based on the review of past studies, it may be noted that most of the
research studies were carried out either on travel time reliability
analysis at segment level or corridor level or network level in developed

countries like the USA. Most of the studies are carried out for the
private motorized modes of transportation system and very few studies
are available on travel time reliability of bus transportation system in
developing countries like India. Also, previous studies carried under
Indian conditions have considered shorter duration of time periods in
a day and hence, the results (BTI, PTI, and TTI) are applicable only for
that time period and traffic flow conditions. The sample size of travel
times also plays a vital role in the accuracy of travel time reliability
estimates and extent of its applicability. The continuous travel time
data collection under Indian traffic conditions is very difficult to
obtain, but in recent days, certain ITS infrastructure development
has made it reasonably easier. There is a need to further study the
travel time variability over space and time based on extensive real bus
trajectory data with higher sample size for different periods using ITS-
based infrastructure. Different studies suggested the use of different
reliability metrics or indices and there was no common measure or
unique measure that can be used for reliability analysis.
Previous research studies investigated various statistical distribu-
tions for analyzing variability in bus travel time data. But, the studies
lack in highlighting inferences on travel time variability between peak
and off-peak hours, week-day, and week-end day, which has been
considered in the present study. Accordingly, an attempt has been
made in the present study to highlight the travel time variability and
reliability of bus system based on GPS archived database. Further, the
present study also focusses on explaining the travel time variability
over time using potential statistical distributions.
Objectives of the study
The formulated objectives of the present study based on few of
the identified research gaps and data availability are given as
follows:
(1) To obtain the travel time variability and reliability under vary-
ing traffic conditions for three different time periods, namely,
hour of the day, period of the day, and day of the week.
(2) To study the spatial travel time variability for each of the
intermediate bus stops from originating bus-stop.
(3) To study the travel time reliability at route and segment-
levels of data aggregation using the conventional reliability
measures and also to propose a unique reliability measure
applicable under different conditions of bus operations.
(4) To study the temporal variation in travel time using statis-
tical distributions and also analyze the variability based on
Figure 1. Routes details.
TRANSPORTATION LETTERS 3
different levels of aggregation such as peak/off- peak, week
day/week-end day.
Study area and routes details
Mysore, also known as Mysuru, is the third largest city in the state
of Karnataka, southern part of India. It is located at the base of the
Chamundi Hills about 146 km (91 mi) southwest of the state
capital Bangalore, it is spread across an area of 128.42 square
kilometers (50 sq. mi). According to the provisional results of
the 2011 national census of India, the population of Mysore is
about 0.9 million. Around 22% of trips are performed by two-
wheelers; followed by 33% by walk. Autos (motorized three-wheel-
ers) and cycles also have considerable share of about 14% and 17%,
respectively. The share of trips performed by public transport is
about 13%, which can still be increased, as the portion of walk and
two-wheeler trips is very high.
Traffic volume is heavy in the Central Business District (CBD)
areas of the city due to intense commercial activities and tourist
movement, where city bus stand is located. All city bus routes
originate from this bus terminal and terminate at different loca-
tions in the city or suburb areas of the city. In the present study,
for evaluating travel time reliability, GPS-based archived time
stamp data on six selected city bus-routes of Mysore, India, as
shown in the map (Figure 1), is used. Six routes are selected in
such a way that different land-use patterns are covered in various
zones of the city and suburbs. The routes are also selected based
upon the importance of the places of connectivity and also poten-
tial passenger demand, for a particular route.
The details of the selected bus routes along with the connecting
places and the distance are given in Table 1. UP represents the trip
originating from City Bus stand and terminating at destination bus
stop of any route away from City Bus Stand and DOWN repre-
sents the trip originating at destination bus stop of any route and
terminating at City Bus Terminal. The same terminology is used
throughout the paper. Most of the route sections majorly comprise
the undivided road sections which are outside CBD area. On the
other hand, roadway sections in CBD area near City Bus Stand
(about 1.5 km length) are of dual carriageway with appropriate
median widths.
The details of land-use and roadway conditions of the selected
routes are illustrated in Table 2. The number of major signalized
and un-signalized intersections in every route are also presented in
Table 2. The number of intersections per kilometer for each route
is also presented in the table. The data were collected while
4 A. CHEPURI ET AL.

Table 1. Selected bus routes details. work as server station. The travel time data has been collected for the
No. months of January, February, March, and April of the year 2015 from
Route of KSRTC server station located in City Bus Stand. The data were
Sl. Length bus collected for the period of January 15 2015 to April 7 2015. The
No Route Origin Destination (km) stops
data have been collected for the six selected city bus routes, namely,
1. 13-UP City Bus Stand JP Nagar 8.62 17
2. 13-DOWN JP Nagar City Bus Stand 9.29
13, 119, 119V, 178, 201, and 266. All these routes are of street transit
3. 119-UP City Bus Stand L&T 18.42 27 routes without dedicated or segregated bus lanes and transit signal
4. 119-DOWN L&T City Bus Stand 14 priorities. Hence, studying bus travel time reliability in these condi-
5. 119V-UP City Bus Stand L&T 14.97 27 tions is the hour of the need and further will be helpful as key inputs
6. 119V-DOWN L&T City Bus Stand 13.53 for decision-making and resource allocation.
7. 178-UP City Bus Stand RS Naidu Nagar 6.91 12
8. 178-DOWN RS Naidu Nagar City Bus Stand 6.5 Travel time data were classified into three groups, namely, travel
9. 201-UP City Bus Stand Chamundi Hills 10.23 11 time based on origin–destination, travel time based on intermediate
10. 201-DOWN Chamundi Hills City Bus Stand 12.29 bus stops, and individual segment’s travel time. In the first stage, the
11. 266-UP City Bus Stand Yelavala 17.53 23 travel time data based on the origin and destination time stamps were
12. 266-DOWN Yelavala City Bus Stand 16.8
collected for all the six selected bus routes. On an average, about 3000
travel time data set (sample) was collected for each route in one
direction (UP/DOWN). At the second stage, intermediate bus-stop
Table 2. Land use and roadway conditions.
travel time data was also collected for two routes, namely, 13 and 119.
Major intersections This includes the time stamps of the all the intermediate bus-stops of
Intersection Roadway a route for about 12 days for a certain number of bus services during
Sl. Route Un- intensity conditions the period of January 31, 2015, to February 15 2015. Likewise, the
No. No. Land use Signalized signalized (km) (major part)
travel time data is collected for all the intermediate bus-stops in two
1 13 Mixed land 2 3 0.56 Two-lane
use (R* + undivided routes, namely, 13 and 119. For each bus-stop, around 250 travel time
I*) data was collected for each route in a given direction. Overall,
2 119 Mixed land 5 1 0.37 Two-lane approximately, 4000–5000 travel time samples were collected for
use (R* + undivided each direction of a route. In the third stage, variations in travel time
I*)
of individual segments across the route are studied explicitly.
3 119V Mixed land 5 1 0.37 Two-lane
use (R* + undivided In the present study, three different time periods of a day are
I*) considered. These three periods are selected such that they would
4 178 Mixed land 3 3 0.89 Two-lane capture the travel time variability during the morning peak, after-
use (R* undivided noon off-peak and evening peak hours. The morning peak period
+C*)
5 201 Commercial 2 0 0.17 Two-lane is found as 8 AM–12 PM, afternoon off-peak is considered as 12
undivided PM–4 PM, and the evening peak is considered as 4 PM–8 PM. The
with hill travel time data are organized according to the day of the week by
section filtering data based on the trip dates of the bus services. In the
6 266 Mixed land 11 5 0.93 Two-lane
present study, reliability of weekdays is only considered for the
use(I* divided
+C*+R*) calculation of reliability indices. Weekend days travel time data
*I,Industrial; C, Commercial; R, Residential.
was only considered for the analysis of best fit statistical distribu-
tions and also to analyze the effect of k parameter of GEV dis-
tribution on temporal travel time variations.
The travel time data of all the intermediate bus stops on two
conducting a reconnaissance survey during the month of April in
routes, namely, 13 and 119 are also filtered and all the travel times
2015. The observer traveled on each of the selected routes and
are segregated separately for each bus stop. The travel time for each
noted all the details like type of intersection and land-use along a
individual bus stop is calculated from the origin bus-stop for a given
given route as part of field check after the collection of land use
route. The similar process is also carried out for the remaining bus-
data from city authorities.
stops on selected routes. Temporal and spatial variations in travel
time reliability are studied at route level as well as segment levels.
Methodology and data colection
Data analysis
Methodology basically consists of the collection of GPS-based bus
travel time data for the selected routes from the operator. Further, The bus travel time reliability analysis is carried out in two stages
this data has been processed by eliminating the noise and data has by calculating the travel time reliability indices, viz. BTI, PTI, etc.
been arranged based on hour of the day, period of the day, and day These reliability indices were calculated based on the definitions
of the week for a particular route. The descriptive statistics and the prescribed by FHWA, as shown in Equations 1 and 2 (Federal
reliability indices for different flow conditions are calculated based Highway Administration 2006). For calculating the travel time
on the definitions prescribed by FHWA (Federal Highway reliability indices, 95th percentile travel time, average travel time,
Administration 2006). The variations in the BTI, PTI are plotted and FFTT were obtained from frequency distribution. It was
for the six selected routes for different hours of the day, period of observed from the preliminary surveys that free-flow conditions
the day, and day of the week for better understanding. The occur during the early morning hours of a day for the road
methodology flowchart for the present study is given in Figure 2. sections along which selected bus routes operate. In the case of
The MITRA (Mysore Intelligent Transport) is the project public transportation, FFTT implies the lowest possible travel time
launched to incorporate the Intelligent Transport Infrastructure for at which minimum or no impedance to the free movement of bus
the city buses in the city. As part of this project, KSRTC installed GPS exists apart from the operating capacities of the buses. This impe-
units in all the buses and a control center has been established to dance or delay can be either due to boarding, alighting passengers

Problem Definition: Objectives &
Scope
Literature Review
Selection of Study Area and Scope
Data Collection
Data Processing
Data Analysis
Conclusions
Figure 2. Methodology flowchart.
or due to traffic movement on a particular route. Similarly, the
descriptive statistics based on actual travel time data were also
compared across different routes and for also for a given route,
which helps in understanding the temporal variation based on
time periods of the day.
Travel time reliability-route level
In the first stage, travel time reliability indices have been calcu-
lated for the travel time data based on the origin and destina-
tion for a given route. The travel time data are considered as
the overall aggregated travel time for a particular trip over the
space and time. In the second stage, the evaluation is done for
each intermediate bus stop on a given route. This has been
performed for two routes, namely, 13 and 119. The travel
time reliability indices have been evaluated in both the stages
at three levels, namely, hour of the day, period of the day, and
day of the week in the second stage.
Buffer Time Index ðBTIÞ
¼ ðð95th% travel time  Average travel timeÞ=ðAverage travel timeÞÞ100
(1)
Planning Time Index ðPTIÞ¼ ð95th percentile travel timeÞ=ðFFTTÞ (2)
Travel Time Index ðTTIÞ¼ ðAverage travel timeÞ=ðFFTTÞ (3)
The reliability indices and descriptive statistics for 13-UP route are
shown in Table 3. ‘TT5TO6’ (column-2) implies the travel time
data sets during the period of 5 AM–6 AM. Likewise, ‘TT17TO18’
implies the travel time data sets during the period of 5 PM–6 PM.
The number of data points in each hour of the day for the route
TRANSPORTATION LETTERS 5
Origin and destination based
travel Time data of six city
bus routes
Intermediate bus stop wise
travel time data for two routes
(13 and 119)
Noise data elimination
Travel time calculation
Hour of the day
Period of the day
Day of the week
Bus stop wise
Travel time reliability indices and
descriptive statistics calculation
Route level
Segment level
Travel time variability using
GEV distribution
are also mentioned in the table. ‘Std. Dev’ (column-5) implies the
standard deviation of data sets.
From Table 3, the higher average travel time of 32.3 min
(column-4) is observed during the evening hour of 6–7 PM. On
the contrary, the lowest average travel time of 24.7 min (column-
4) is observed to occur during 9–10 PM. BTI is highest (51.5%,
column-9) for the same hour. Logically BTI for 6–7 PM (if it is
peak) should be higher when compared to lean hour of 9–10 PM.
But BTI is defined as the ratio of Buffer time (95th percentile travel
time minus average travel time) to average travel time. So, higher
average travel times may not always result in higher BTI values as
the average travel time is in the denominator. It can be observed
from the table that absolute arithmetic average travel time is
higher during some periods even though BTI value is not high
when compared to other time periods of the day. As the travel
time range (standard deviation) increases, reliability decreases
because of the larger variations. Also, it can be noted that for the
evening hour of 4–5 PM, buffer times are higher and so average
travel times. But BTI value for this hour is observed to be less than
that of values for 9–10 PM and 10–11 PM. The lowest BTI of
17.6% is observed for the hour of 10–11 AM and highest BTI of
about 40% is observed for the hour of 9–10 AM for 13 UP route,
as depicted in Figure 3. The lowest BTI of 10.8% is observed for
the hour of 5–6 PM and highest BTI of about 18% is observed for
the hour of 2–3 PM for 119V UP route. The lowest BTI of 12.5% is
observed for the hour of 1–2 PM and highest BTI of about 70% is
observed for the hour of 10–11 AM for 178 UP route. It can be
seen that lowest and highest BTI values are comparatively higher
for 178 route. Both 13 and 178 routes are of similar roadway
conditions and contain the same number of intersections. The
length of 178 route is about 6 km and it is the shortest of all the
routes considered in this study. So, it is evident that shorter routes
6 A. CHEPURI ET AL.

Table 3. Hour-wise reliability indices for 13-UP route.

Std. Dev (min) Per.var 95th percentile Buffer time BTI PTI TTI
Sl. No.(1) Hour of the day (2) No. of data points (3) Mean (min) (4) (5) (6) (7) (8) (9) (10) (11)
1 TT5TO6 100 26.17 3.7 14.33 33.0 6.91 26.4 1.6 1.3
2 TT6TO7 180 28.77 6.6 23.09 41.7 12.99 45.1 2.0 1.4
3 TT7TO8 65 31.29 6.4 20.46 42.3 11.01 35.2 2.1 1.5
4 TT8TO9 93 26.92 3.3 12.37 35.2 8.34 30.9 1.7 1.3
5 TT9TO10 176 26.94 4.4 16.55 37.7 10.81 40.1 1.8 1.3
6 TT10TO11 287 31.7 4.1 13.17 37.3 5.59 17.6 1.8 1.5
7 TT11TO12 226 27.9 3.7 13.31 35.8 7.87 28.1 1.7 1.3
8 TT12TO13 225 28.3 3.0 10.76 34.2 5.91 20.8 1.7 1.4
9 TT13TO14 100 28.5 3.8 13.43 36.0 7.46 26.1 1.7 1.4
10 TT14TO15 282 30.9 5.2 16.96 41.8 10.86 35.0 2.0 1.5
11 TT15TO16 271 26.2 3.7 14.43 36.3 10.16 38.7 1.8 1.3
12 TT16TO17 195 29.1 4.9 16.90 41.9 12.74 43.6 2.0 1.4
13 TT17TO18 151 28.2 3.1 11.23 34.2 5.99 21.2 1.7 1.4
14 TT18TO19 176 32.3 4.3 13.35 40.5 8.37 25.8 2.0 1.6
15 TT19TO20 157 31.8 3.6 11.37 38.2 6.35 19.9 1.9 1.5
16 TT20TO21 182 28.6 2.9 10.32 34.7 6.14 21.4 1.7 1.4
17 TT21TO22 112 24.7 4.9 19.96 37.4 12.75 51.5 1.8 1.2
18 TT22TO23 89 29.3 8.4 28.74 43.8 14.53 49.5 2.1 1.4

are unreliable when compared to longer routes in terms of BTI
without considering the external factors affecting reliability.
PTI is highest (2.1) for the hour of 10–11 PM and lowest
(1.6) for the hour of 5–6 PM for 13 UP route as shown in
Figure 4. PTI is highest (2.2) for the hour of 5–6 PM and lowest
(1.6) for the hour of 7–8 AM for 119V UP route. PTI is highest
(2.4) for the hour of 10–11 AM and lowest (1.4) for the hour of
1–2 PM for 178 UP route. Except for the higher PTI value
during 10–11 AM, 178 UP route seems to be reliable in terms
of PTI since lower values are observed for most of the times in
a day when compared to other routes. From Figures 3 and 4, it
can be observed that higher BTI values do not always reflect
higher PTI values and it clearly signifies the contradiction in the
use of these measures.
Reliable buffer index (RBI)
All the travel time reliability indices cannot be used for comparing the
performance of bus routes over different roadway facilities. BT and
BTI are recommended to be useful for comparing the performance of
the same road under different conditions. But these measures do not
effectively consider the effect of FFTT. Whereas PTI and TTI allow us
to measure the performance of different roadway facilities with vary-
ing roadway and geometric characteristics. This is because PTI and
TTI account for the effect of FFTT on 95th percentile and average
travel times, respectively. But the simultaneous effect of 95th percen-
tile and average travel times is not accounted in these reliability
measures. For accounting this, Chepuri et al. (2018) proposed a
new reliability measure for comparing the performance of different
roads with varying roadway and geometric conditions in terms of

80 BTI
13 UP 119V UP 178 UP
60

40
BTI (%)

20

0
7 TO 8 TO 9 T0 10 11 12 13 14 15 16 17 18 19 20 21
8 9 10 TO TO TO TO TO TO TO TO TO TO TO TO
11 12 13 14 15 16 17 18 19 20 21 22
HOUR OF THE DAY

Figure 3. Hourly variation of BTI.

2.7
PTI
13 UP 119V UP 178 UP

2.2
PTI

1.7

1.2
7 TO 8 TO 9 T0 10 11 12 13 14 15 16 17 18 19 20 21
8 9 10 TO TO TO TO TO TO TO TO TO TO TO TO
11 12 13 14 15 16 17 18 19 20 21 22
HOUR OF THE DAY

Figure 4. Hourly variation of PTI.

 TRANSPORTATION LETTERS 7

reliability in an effective way. Chepuri et al. (2018) have proposed this
new measure based on the car travel time data under mixed traffic
conditions. As bus routes considered in this study also ply along with
the mixed traffic stream under different roadway and geometric
conditions, it is reasonable enough to consider this measure. Hence,
the same measure has been considered for examining the perfor-
mance of any bus route (mixed traffic) in terms of travel time
reliability in this study. RBI measure is used in this study, which
can be calculated as the ratio of BT to FFTT. In simple words, RBI can
be defined as the difference between PTI and TTI, which implies an
additional buffer time to be accounted for, per unit FFTT, for a given
bus route on any given road section under varying traffic and road-
way conditions. Since RBI is an index, it has an additional advantage
to take into account for the comparison of two different bus routes
plying on two different types of road sections with varying lengths
also. The basic FFTT for existing roads may change because of an
extended emergency, or the implementation of a long-term traffic
management measure, or any change in roadway characteristics or
nature or type of traffic operations. Further, this will result in change
of FFTTs of buses plying on these road sections along with the mixed
traffic stream. This state of traffic conditions (after implementation or
any modification to road facility type or nature) over the road sec-
tions over which buses ply can be better compared with the previous
base conditions (during base FFTT) in terms of reliability through the
use of RBI.
It was observed that BTI and BT follow the same trend as of
RBI as shown in Figure 5. BTI and BT exhibit mutual nature
because both are calculated based on ATT and 95th percentile
travel time. RBI is highest (0.64) for the hour of 9–10 PM and
lowest (0.28) for the hour of 10–11 AM for 13 UP route as shown
in Figure 4. PTI is highest (0.72) for the hour of 5–6 PM and
lowest (0.22) for the hour of 4–5 PM for 119V UP route. PTI is
highest (1.01) for the hour of 10–11 AM and lowest (0.16) for the
hour of 1–2 PM for 178 UP route.
From Figure 6, it can be noted that BTI (71.09%) is also higher
for 178-DOWN route during the morning peak hour. BTI values
are observed to be comparatively lesser for 119-UP and 119-
DOWN routes during the same peak period. However, from the
initial study results, BT is observed to be comparatively better
measure for comparing the performance of segments over bus
routes individually considering route-level data aggregation. But
this measure cannot be used for the performance evaluation of
different routes in the network or even for different segments over
a given bus route. Also, these multiple travel time reliability
indices may not be of true interest of consideration to practi-
tioners in performance evaluation as each measure has its own
limitations and applicability. This study further attempts to discuss
these shortfalls in each of these traditional reliability measures and
attempts to incorporate a recently developed measure for carrying
performance evaluation.
From Table 4, it can be noticed that for route 13-UP, the
variability is very high for Sunday, when compared to other days
of the week. This can be justified with the higher values of buffer
time (column-7), standard deviation (column-5), BTI (column-8)
and percent variation (column-6). This may also be attributed to
the fact that higher delays may be prevailing on this route on
Sundays (weekend), because of higher volumes of private traffic as
this route has mixed land use pattern. Apart from delays due to
higher volumes of traffic, delays and service frequency can be
other factors affecting the reliability on Sundays. But service fre-
quency may not be contributing factor over this route as frequency
on all days of the week is observed to be same. After Sunday, in the
descending order, the variability is also found to be high for
Monday (weekday), which may also be attributed to the first
working day of the week after Sunday because of mixed land use
pattern. RBI was calculated based on route level travel time data
for weekdays for three selected routes for each hour of the day as
shown in Figure 7.

1.2 RBI
1.0 13 UP 119V UP 178 UP

0.8
0.6
RBI

0.4
0.2
0.0
7 TO 8 TO 9 T0 10 11 12 13 14 15 16 17 18 19 20 21
8 9 10 TO TO TO TO TO TO TO TO TO TO TO TO
11 12 13 14 15 16 17 18 19 20 21 22
HOUR OF THE DAY

Figure 5. Hourly variation of RBI.

80
70
MORNING PEAK
60
BTI (IN %)

50
EVENING PEAK
40
30 AFTERNOON OFF PEAK
20
10
0
13 UP 13DOWN 119UP 119 119V UP 119 V 178 UP 178 201 UP 201 266 UP 266
DOWN DOWN DOWN DOWN DOWN

ROUTE NUMBER

Figure 6. BTI variation for selected routes peak wise.

8 A. CHEPURI ET AL.

Table 4. Day wise reliability indices for 13-UP route. But the actual difference in 95th percentile travel time and ATT
No. Of Std. with respect to FFTT is captured with the help of RBI. Also, with
Sl. Hour of the data Mean dev. Per. Buffer the incorporation of new traffic measures or improvement of
No. day points (min) (min) Var time BTI PTI TTI roadway sections or during an emergency lane drop or any other
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
similar scenarios, FFTT of buses also change in conjunction to
1 Friday 535 28.39 4.15 14.62 7.77 27.37 1.81 1.42
2 Saturday 478 28.64 4.61 16.09 9.40 32.81 1.90 1.43
FFTT of road. Whenever bus route reliability study is undertaken
3 Sunday 279 28.24 5.27 18.66 10.08 35.71 1.91 1.41 to compare the before and after situations, this change in FFTT
4 Monday 468 29.17 4.88 16.72 9.79 33.55 1.94 1.46 along with changes in reliability measures also needs to be
5 Tuesday 446 28.30 4.21 14.89 7.54 26.66 1.79 1.41 accounted and measure like RBI becomes handy.
6 Wednesday 455 28.44 4.55 15.99 9.21 32.37 1.88 1.42 From Figure 8, the performance of individual routes over space
7 Thursday 406 28.69 4.39 15.29 8.02 27.97 1.83 1.43
for a given hour of the day and week of the days can be evaluated.
It can be clearly noticed that RBI does not follow the same trend of
increase/decrease with respect to PTI and TTI. Though RBI is
Higher RBI value implies travel time variations are high and relia-
simple difference of PTI and TTI based on its definition, it has
bility is comparatively low. From Figure 7, higher RBI value is observed
got the sensible credibility of accounting to the simultaneous effect
for the 178 UP route for the morning period of 10–11 AM. It is clear
of 95th percentile travel time, ATT as well as FFTT. If reliability
that reliability is neither consistently lower nor consistently higher
studies are to be undertaken in network or region level, then RBI
throughout the day for any route. Time of the day at which reliability
for each route can be evaluated over space and time and further
is measured could be the key factor in governing variability or relia-
compared among the bus routes as shown in Figure 9. This will
bility and RBI can be used as an effective performance measure.
help us in prioritizing the routes in any given network for the
probable allocation of budget for improvement or enhancement.
From Figures 10 and 11, it can be observed that PTI and RBI
Travel time reliability-segment level values decrease as we go toward the destination bus stop initi-
For ascertaining the effect of spatial variations in reliability of bus ally (as distance increases) and later values become constant
routes, segment level travel time data is considered. Segment is almost. This means that PTI values are higher for bus stops,
considered as road stretch between a set of two consecutive bus which are nearer to originating bus stop. The reason being the
stops along the bus route. All the reliability measures along with existence of CBD during the initial segments of the bus route in
RBI are calculated for weekdays for each hour of the day for all the UP direction of each route. So as the number of the intersec-
bus routes. Results of 13 UP route are presented in this paper as tions and possible occurrence of delays are higher in case of
representative. From Figure 8, it can be observed that higher segments in CBD region, PTI also increases. But the rate of
values of PTI and TTI do not necessarily reflect higher values of decrease in reliability measures with increase in length is high
RBI. Because if PTI and TTI are higher, it implies that 95th for 13UP route (which is about 9 km) compared to that of
percentile travel time and ATTs are higher for a given FFTT. 119UP route (which is about 14 km). It implies that reliability

1.2
RBI V/S TIME OF THE DAY
1.0 13 UP 191 UP 178 UP

0.8
0.6
RBI

0.4
0.2
0.0
7 TO 8 TO 9 T0 10 TO 11 TO 12 TO 13 TO 14 TO 15 TO 16 TO 17 TO 18 TO 19 TO 20 TO
8 9 10 11 12 13 14 15 16 17 18 19 20 21
HOUR OF THE DAY

Figure 7. RBI vs. time of the day.

8
13 UP- 9 TO 10
RBI PTI TTI
6
RBI/ PTI/ TTI

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
SEGMENT

Figure 8. RBI, PTI, TTI of different segments for 9 to 10 AM.

 TRANSPORTATION LETTERS 9

RBI- 13 UP
3.0 7 TO 9 9 TO 10 10 TO 11 11 TO 12 12 TO 13
14 TO 15 15 TO 17 17 TO 19 19 TO 20 20 TO 22

2.0

RBI
1.0

0.0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
SEGMENT
Figure 9. RBI of different segments across the day for 13UP.

13 UP
8.00
PTI
y = 0.1461x2- 1.8694x + 8.1794 RBI
6.00 R² = 0.88 Poly. (PTI)
RBI/ PTI

Poly. (RBI)
4.00

2.00 y = 0.0905x2 - 1.1439x + 4.185

R² = 0.8659
0.00
0 2 4 6 8 10
DISTANCE (kms)
Figure 10. Distance wise RBI/PTI variability for 13UP.

119 UP
3.5
3.0 PTI RBI Poly. (PTI) Poly. (RBI)
2.5
RBI/ PTI

2.0 y = 0.0019x2 - 0.0766x + 2.7402

1.5 R² = 0.7342
1.0 y = 0.0028x2 - 0.0592x + 0.717
R² = 0.7338
0.5
0.0
0 2 4 6 8 10 12 14 16
DISTANCE (kms)
Figure 11. Distance wise RBI/PTI variability for 119UP.

sharply increases with increase in route length in case of shorter
routes. In the case of longer routes, though reliability increases
with distance, the substantial increase in reliability may be
insignificant. It can also be noted that RBI and PTI values are
ranging between 1 to 3 and 3 to 6, respectively, for 13UP route.
Whereas, same values are ranging between 0 to 1 and 2 to 3 for
119UP route. It is clearly evident that shorter routes are highly
prone to be unreliable when compared to that of longer routes.
This can also be supported with enough evidence of higher
reliability indices for 178 route (which is shorter) as shown in
Figures 4 and 5. The same trends were also observed for the
TTI and BTI for all routes. But the value of buffer time for each
bus stop will describe the variability in travel time from origin
bus stop to a particular bus stop. It is found that for variation
in RBI, PTI, and TTI, second-degree polynomial reasonable fits
well for 13 UP and 119 UP routes. Similar results were also
found for other routes considered in the study.
Travel time variability using GEV distribution
The route level travel time data sets in three levels are investigated
with three potential statistical distributions namely Burr, lognor-
mal, and generalized extreme value (GEV) distributions. These
three distributions are selected based on the literature review. It
10 A. CHEPURI ET AL.

0.3
11 to 12,K=-0.01
0.25

0.2 13 to 14,K=0.11

F(X)
0.15
6 to 7,K=0.21101
0.1
19 to 20,K=-0.0998
0.05

0
15 20 25 30 35 40 45 50
TRAVEL TIME (minutes)

Figure 12. GEV PDF for hour of the day for 13-UP route.

has been observed that the travel time data sets in all the cases are
fitting into any one of three potential distributions investigated
based on the goodness-of-fit test. Kolmogorov–Smirnov test is
used to check the goodness-of-fit for chosen distributions. The
period of the day and day of the week distribution fitting has been
carried out for all the six routes in both the directions, whereas for
each of the bus stop from the origin, it has been carried out for the
two routes in both the directions. In the present study, GEV
distribution is observed to be the best-fitted distribution for the
travel time’s at all three levels. GEV distribution is a family of
continuous probability distributions developed within the extreme
value theory. GEV distribution contains location parameter µ,
scale parameter σ, and shape parameter k ≠ 0.The change in the
shape of the PDF curve along with ‘k’ value is used to define the
travel time variability.
From Figure 12, it can be observed that higher negative
value of k (−0.099) has been observed for the evening peak
hour of 7–8 PM. During this hour of the day for route 13-UP,
the travel time data is almost equally distributed about the
mean value. It means during the peak hour, the GEV curve
approaches normal distribution and k value becomes higher
negative. On the contrary, higher positive k value is observed
for the morning hour of 6–7 AM. As the k value increases, the
PDF curve shifts toward the left (positive skewed) and tail
extends to the right. It means that there are significant number
of travel times which are lesser than average travel time. In the
graph, series names are represented as ‘hour of day, k value’.
Evening peak curve is slightly shifted towards right indicating
higher mean travel time value.
From Figure 13, it can be observed that for all three periods of
the day considered, k values are observed to be negative. For
afternoon off-peak, the PDF curve has higher peak, which signifies
that there are many observations of travel time around the mean
travel time. For morning and evening peak hour, the curves are
observed to be overlapping which explains that travel time varia-
bility characteristics are nearly the same for the morning peak and
evening peak periods.
From Figure 14, it can be observed that for Sunday, the curve is
leftwards (positive skewed) and the tail is extending in the right
side direction (positive k value). It implies that traffic flow on

0.25
MORN PEAK,K=-0.01
0.20
AFTERNOON OFF PEAK,K=-0.02
0.15
F(X)

EVENING PEAK,K=-0.01
0.10

0.05

0.00
20 25 30 35 40 45 50
TRAVEL TIME (minutes)

Figure 13. GEV PDF for period of the day for 13-UP route.

0.25
MON(-0.05229)
0.20 TUE(-0.05229)
WED(0.00208)
0.15
F(X)

THU(-0.04429)
0.10 FRI(-0.09374)
SAT(-0.01901)
0.05
SUN(0.03716)

0.00
15 20 25 30 35 40 45 50
TRAVEL TIME (minutes)

Figure 14. GEV PDF for day of the week for 13-UP route.

Sundays is off-peak in nature. The same nature can be observed in
the case of Wednesdays also. On the contrary, Fridays have higher
negative k value and it signifies that traffic condition is peak in
nature on Wednesdays when compared to other weekdays. In
Figure 14, the series names for various days of the week are
represented as ‘day’ (k value). From the above results, it can be
concluded that skewness of PDF curve decreases and approaches
normal distribution in the case of peak hour conditions. For the
free flow conditions, the k value increases (becomes positive) and
the skewness increases and it is left skewed or positive skewed.
Summary and conclusions
Important findings from the present study are given as follows:
● From the results, it has been observed that BTI, PTI, and RBI
values decrease with the increase in trip distance. The rate of
decrease of BTI is high initially and it decreases as distance
increases. The same trend has been observed from both UP and
DOWN directions of all the routes considered in the present
study for travel time variability based on intermediate bus stops.
● It is clearly evident that shorter routes are unreliable in terms
of travel times though there can be different underlying
external factors associated with travel time variability. Also,
reliability gets sharply increased with distance in case of
shorter routes. Whereas the rate of increment in reliability
is insignificant in case of longer routes.
● Out of three parameters, parameter ‘k’ of GEV distribution
was observed to be best describing the variation in travel
time in the case of present study. From the hour of the day
variability results, it has been noticed that during the peak
hours, the travel time variability tends to follow normal
distribution. During the peak periods, it has been noticed
that k value is of higher negative and for the off-peak condi-
tions, k value increases and tends to become higher positive.
As the k value increases, the PDF curve shifts toward the left
and tail extends to the right (positive skewed).
● From the day wise variability, it has also been observed that
Sunday and Monday have the higher variability compared to
other days of the week for most of the routes in the present
study. In most of the cases, it has been observed that the
variability for all other weekdays follow the same trend as the
PDF curve is overlapped. It implies that the trend of travel
time variability is the same for all those weekdays.
This study attempts to incorporate RBI as a performance measure
for evaluating bus travel time reliability under mixed traffic con-
ditions for the first time. It adds sensible novelty to the existing
literature in the area of travel time reliability of bus routes under
mixed traffic conditions. This study thus strongly suggests the use
of this measure for the performance evaluation of bus routes in
terms of travel time reliability. Instead of presenting multiple
travel time reliability indices which carries their own limitations,
RBI can be used as a simple and unique reliability measure for all
the reliability studies concerned with bus performance evaluation.
RBI will also be helpful in identifying the critical segments (where
RBI is higher) over a given bus route for possible treatment or
consideration and also in segment or route prioritization. This
measure can also be effectively used for the comparison of differ-
ent bus routes in a given network under mixed traffic conditions.
RBI becomes handy in comparing the performance of bus routes
before and after situations in terms of reliability. From the study
results, it can be inferred that this measure is capable of capturing
the reliability at segment as well as route levels. The present study
TRANSPORTATION LETTERS 11
also highlights the travel time variability based on parameters of
GEV distribution. Also, the present focusses on evaluating the
route- and segment-level travel time variability and reliability of
public transportation system. Segment level travel time reliability
analysis will form a crisp basis for the identification of critical
segments, where the travel time variability is higher.
The study can also be further extended to study the variation of
travel time in a given route by considering the effect of combinations
among hour of the day, period of the day, and day of the week. The
effect of special events or occurrences, land use pattern, roadway,
and geometric conditions on travel time variability and reliability
can be further studied. Further traffic stream parameters like speed
and volume data can be collected and these can be correlated to
travel time reliability parameters. RBI can also be further developed
for bus routes in different cities and thresholds or benchmarking of
this measure can be carried out. Further, this can be helpful in
understanding the travel time variability and reliability characteris-
tics and further developing the RBI-based LOS threshold values.
Acknowledgments
This study is a part of “Development of Indo-HCM” project sponsored by
planning commission of India. The authors are very grateful to Central Road
Research Institute CRRI Delhi for the same. The authors acknowledge the
opportunity to present the research work that forms the basis of this article
at the fourth Conference of the Transportation Research Group of India held at
IIT Bombay (India) from 17 to December 20 2017.
Disclosure statement
No potential conflict of interest was reported by the authors.
References
Asakura, Y., and M. Kashiwadani. 1991. “Road Network Reliability Caused by
Daily Fluctuation of Traffic Flow.” In Proc., 19th PTRC, Summer Annual
Meeting, 73–84. Brighton, U.K.: Univ. of Sussex.
Bharti, A. K., S. Chandra, and R. S. Chalumuri. 2013. “Performance Evaluation
of Urban Arterial in Delhi Using Travel Time Reliability.” In Proc., Eastern
Asia Society for Transportation Studies. Vol. 9. Berlin: Springer.
Chalumuri, R. S., T. Kitazawa, J. Tanabe, Y. Suga, and Y. Asakura. 2010.
“Examining Travel Time Reliability on Hanshin Expressway Network.”
Journal of the Eastern Asia Society for Transportation Studies 7: 2274–
2288. (EASTS).
Chepuri, A., M. Borakanavar, R. Amrutsamanvar, S. Arkatkar, and J. Guarang.
2018. “Examining Travel Time Reliability under Mixed Traffic Conditions:
A Case Study of Urban Arterial Roads in Indian Cities.” Asian Transport
Studies 5 (1): 30–46.
Clark, S., and D. Watling. 2005. “Modelling Network Travel Time Reliability
under Stochastic Demand.” Transportation Research Part B: Methodological
39 (2): 119–140. doi:10.1016/j.trb.2003.10.006.
Federal Highway Administration. (2006). “Travel time reliability: Making it
there on time, all the time.” U.S. Dept. of Transportation, Washington, DC.
Gan, H., and Y. Bai. 2014. “The Effect of Travel Time Variability on Route
Choice Decision: A Generalized Linear Mixed Model Based Analysis.”
Transportation 41 (2): 339–350. doi:10.1007/s11116-013-9481-6.
Ghosh, A. 2014. “Study of Travel Time Reliability on Metropolitan Corridor.”
M.Tech thesis, Surat, India: Sardar Vallabhbhai National Institute of
Technlogy.
Higatani, A., T. Kitazawa, J. Tanabe, Y. Suga, R. Sekhar, and Y. Asakura. 2009.
“Empirical Analysis of Travel Time Reliability Measures in Hanshin
Expressway Network.” Journal of Intelligent Transportation Systems 13 (1):
28–38. doi:10.1080/15472450802644454.
Kieu, L. M., A. Bhaskar, and E. Chung. 2014. “Public Transport Travel-Time
Variability Definitions and Monitoring.” Journal of Transportation
Engineering 04014068. doi:10.1061/(ASCE)TE.1943-5436.0000724.
Liu, X. Q. 2008. “A Model of Travel Time Reliability Based on Risk Aversion.”
In 2008 International Conference on Information Management, Innovation
Management and Industrial Engineering, 183–186. Taipei. doi:10.1109/
ICIII.2008.31.
12 A. CHEPURI ET AL.
Lyman, K., and R. Bertini. 2008. “Using Travel Time Reliability Measures to
Improve Regional Transportation Planning and Operations.” Transportation
Research Record 2046: 1–10. doi:10.3141/2046-01.
Mehbub Anwar, A. 2010. “A Study on Factors for Travel Time Variability in Dhaka
City Corporation Area.” Journal of Bangladesh Institute of Planners 3: 53–64.
Mitra.ksrtc.in. (2019). KSRTC ITS | Route Details. [Online] Available at: http://mitra.
ksrtc.in/MysoreMBus/rtedtls.jsp?value=1%20-%2050 [Accessed 22 Mar. 2016].
National Academies of Sciences, Engineering, and Medicine. 2013. A frame-
work for improving travel time reliability. Washington, DC: The National
Academies Press. doi:10.17226/22532.
Polus, A. 1979. “A Study of Travel Time and Reliability on Arterial Routes.”
Transportation 8 (2): 141–151. doi:10.1007/BF00167196.
Puvvala, R., S. S. Pulugurtha, and V. R. Duddu. 2015. “Cronbach’s Coefficient
as a Performance Measure to Assess Link-Level Reliability.” In 94th Annual
Meeting of the Transportation Research Board. Washington, DC:
Transportation Research Board.
Reichman, S. 1973. “Subjective Time Savings in Interurban Travel: An
Empirical Study.” Highway Research Record 446: 1973.
Rushikesh, A. 2013. “Relation between Travel Time Reliability and Space Mean
Speed under Mixed Traffic Conditions - A Case Study of Urban Arterial in
Surat”. MTech thesis, Surat, India: Sardar Vallabhbhai National Institute of
Technlogy.
Sekhar, R., E. Madhu, B. Kanagadurai, and S. Gangopadhyay. 2013. “Analysis
of Travel Time Reliability of an Urban Corridor Using Micro Simulation
Techniques.” Current Science 105 (3): 319.
Susilawati, S., M. A. Taylor, and S. V. Somenahalli. 2013. “Distribution of
Travel Time Variability on Urban Roads.” Journal of Advanced
Transportation 47 (8): 720–736. doi:10.1002/atr.192.
The 2012 Congestion Report. 2012. Washington State Department of Transportation,
Accessed through http://www.wsdot.wa.gov/NR/rdonlyres/BB9EFB94-1117-
4F15-8B4B-49453A77687C/0/2012CongestionReport2Final.pdf. doi:10.1094/
PDIS-11-11-0999-PDN