Optimization of public transport After analyzing GSM data. Simple solutions for improving public transportation Development of an algorithm for calculating the optimal routes of urban passenger transport. Optimization program

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Bogomolov Andrei Aleksandrovich. Optimization of routes of urban passenger transport in medium cities: the dissertation ... Candidate of Technical Sciences: 05.22.10. - Vologda, 2002.- 274 C.: IL. RGB OD, 61 03-5 / 1042-8

Introduction

Chapter I. Analysis of the State of the Question 15

1.1. The condition of the organization of the organization of urban passenger transport and the choice of research directions 15

1.2. Analysis of methods for calculating routes of urban passenger transport 22

1.3. Analysis of the process of forming a network of urban passenger transport and the dynamics of its development in medium cities 62

1.4. Brief conclusions for review 77

1.5. The purpose and objectives of the study. Target feature. General research methodology 78

1.6. Conclusions on the first chapter 85

Chapter II. Development of a passenger survey methodology in medium cities 87

2.1. Methods of survey of passenger traffic on the routes of urban passenger transport to determine the number of passenger travel 87

2.1.1. Passenger traffic and methods for their surveys. The general provisions of the proposed methodology for carrying out passenger surveys to determine the number of passenger travels 87

2.1.2. Methodology of work on the survey 91

2.2. Adjustment of passenger transportation on urban passenger transport 103

2.3. Conclusions on the second chapter 108

Chapter III. Algorithm for calculating the optimal routes of passenger transport in medium cities 109

3.1. Selection and rationale for calculation scheme 109

3.2. Development of an algorithm for calculating the optimal routes of urban passenger transport. Program optimization 132.

3.2.1. Calculation of the transport network of urban passenger transport 135

3.2.2. Source data for calculation 137

3.2.2.1. City map with transport network 137

3.2.2.2. The size of passenger traffic between all points of the city 138

3.2.3. Calculation of the shortest path between paragraphs 138

3.2.4. Calculation of routes introduced by a volitional method 140

3.2.4.1. Enter routes by a volitional method 140

3.2.4.2. Count of entered routes 141

3.2.4.3. Calculation of the maximum passenger traffic on the distance 142

3.2.4.4. Calculation of entered routes 148

3.2.4.5. Calculation of the balance of rolling stock 149

3.2.4.6. Correction of the matrix of pair correspondence 149

3.2.4.7. Calculation of the total cost of all passengers transported on routes input 150

3.2.4.8. Calculation of transport work performed on routes entered 152

3.2.5. Calculation of express routes 153

3.2.5.1. Selection of express routes 154

3.2.5.2. Calculation of express routes 156

3.2.5.3. Calculation of the residue of rolling stock 158

3.2.5.4. Correction of the matrix of pair correspondence 158

3.2.5.5. Calculation of the total cost of all passengers transported on express routes 159

3.2.5.6. Calculation of transport work performed on express routes 160

3.2.6. Calculation of high-speed routes 161

3.2.6.1. Selection of high-speed routes 161

3.2.6.2. Calculation of the maximum passenger traffic on the distance of the route 163

3.2.6.3. Calculation of high-speed routes 164

3.2.6.4. Calculation of the remnant of rolling stock 165

3.2.6.5. Adjustment of the matrix of pair correspondence 166

3.2.6.6. Calculation of the total cost of all passengers transported on high-speed routes 166

3.2.6.7. Calculation of transport work performed on high-speed routes 167

3.2.7. Calculation of tram routes 167

3.2.7.1. Entry of finite points 168

3.2.7.2. Selection of tram routes for calculations 168

3.2.7.3. Calculation of tram routes 169

3.2.7.4. Calculation of the balance of rolling stock 170

3.2.7.5. Correction of the matrix of pair correspondence 170

3.2.7.6. Calculation of the total cost of all passengers transported on tram routes 170

3.2.7.7. Calculation of transport work performed on tram routes 170

3.2.8. Calculation of trolleybus routes 171

3.2.9. Calculation of ordinary bus routes 171

3.2.9.1. Entering time spent by a passenger on a transplant in paragraphs 172

3.2.9.2. Calculation of the original route circuit 172

3.2.9.3. Calculation of additional end-to-end routes 176

3.2.9.4. Calculation of potentials for passenger traffic 178

3.2.9.5. Calculation of additional routes 179

3.2.9.6. Check the obtained schema on a given capacity utilization factor 182

3.2.9.7. Calculation of the remnant of rolling stock 186

3.2.9.8. Calculation of the total spent time of all passengers transported on ordinary routes 186

3.2.9.9. Calculation of transport work performed on ordinary routes 187

3.2.10. Calculation of final values \u200b\u200b187

3.2.10.1. Calculation of common transport work on all routes "188

3.2.10.2. Calculation of the total cost of time to move all passengers 188

3.3. Adjustment of the work of urban passenger routes

transportation in interconneous time 188

3.4. Conclusions on the third chapter 192

Chapter IV. Optimization of the routes of urban passenger transport (on the example of Cepovets) 193

4.1. Study of passenger traffic of urban passenger transport, their rating 193

4.1.1. Calculation of passenger traffic on urban passenger transport 193

4.1.2. Check the accuracy of the data received when examining passenger traffic on city passenger transport 198

4.2. Matrix of the shortest distances and pair correspondence 203

4.3. Calculation of optimal routes of urban passenger transport 208

4.4. Analysis of the calculation results and the formation of a network of urban passenger transport 245

4.5. Conclusions for the fourth chapter 247

Chapter V. Implementation and Economic Evaluation of Work Results 248

5.1. Development of the implementation scheme 249

5.2. Implementation of the results of the routes

cherepovets 251.

5.3. Economic evaluation of the results of work 253

5.4. Conclusions on the fifth chapter 257

Conclusions on the thesis. Perspectives

Work development 258.

Literature

Introduction to work

The share of urban public passenger transport in Russia accounts for at least 80% of all passenger traffic carried out in the country. The length of only bus route lines is more than 2 million km.

In addition to buses, the cities are transported by passengers and on other types of land transport. In particular, on electric transport, in the assets of which 3 thousand km of tram tracks and 4.5 thousand km of trolleybus lines.

In total, in our country, public transportation of passengers perform about 105 thousand buses and 25 thousand trams and trolley buses, more than 21.5 billion passengers are transported daily.

Over the years of reforms in urban transport, significant changes have occurred. The reforms that began in the early 1990s were accompanied by a sharp decline in the vital level of the population and the rise in prices for tickets for travel on city routes. The level of transport service to the population by urban passenger transport has decreased significantly. In Russia, buses are now used for urban passenger transportation, more than half of which are completely flying and 40% requires write-off, so the problem of transporting passengers has escalated significantly.

Providing terrestrial transport in the cities of Russia is about 60% of the need. Practically suspended the renewal of public transport park due to the lack of funds for its acquisition. Passenger traffic is loss due to the transport of a large number of preferential passengers and regulated tariffs, as a result of this unprofitable path. Compensation of the cost of transporting preferential passengers is provided in incomplete sizes. In addition, the share of passengers,

transferred on preferential conditions, grows. According to some information, it comes to 65%.

The author of the article has led the comparative characteristics of urban passenger transport using the example of two medium cities. The real fare is shown, which is lower than the cost of a ticket for travel. However, due to the lack of compensation of drop-down income, transport, however, remains unprofitable.

In one of the works, the author of the article (135] showed on the example of the cities of the Russian Federation (Saratov, Yaroslavl, Dzerzhinsk (Nizhny Novgorod region), etc.) of the established problems of urban passenger transport and the ways to solve them. Visually led charts on revenue and cost-covered costs for passenger enterprises of data Cities. It turns out that a large amount of damages is caused by the high cost of transportation and a large number of beneficiaries that have the right of free drives. In other conditions, urban passenger transport in Russia may be, if not profitable, at least, breakless.

There are in Russia and fairly effective achievements. Already 7 years of the efforts of the city hall of Cherepovets under the direction of the adviser to the mayor of transport A.P. Leshchenko is studied by the system of urban passenger traffic, almost perfectly adapted to go to the market model. During this time, the experience of Cherepovets became the property of all Russia. The best year for passenger traffic in Russia was 1985, the author calls him the norm. Today, 1000 inhabitants of Cherepovets have buses about 1,3-1.4 at a rate of 1, 1 km of roads about 1.17 buses at a rate of 0.67 and 5.9 tram at a rate of 2.5. Approximately 60% of passengers on urban routes are transported by private entrepreneurs, and under the same conditions as municipal transport. As for the cities of Russia, now the average accounts for 0.3 buses per 1 km of roads.

The task of increasing the efficiency of the city passenger transport in principle can be solved both by updating transport and by increasing the efficiency of the existing rolling stock. But to reduce the costs of enterprises to carry out transport work, it is necessary to improve the work methods, and, as a result, to reduce the cost of transportation and improving the quality of service.

In order to reduce the cost of transporting passengers and achieve minimization of budget expenditures when providing regulatory quality, it is necessary to develop a system of action to improve the working conditions of all participants in the transportation process. In medium-sized cities, and not only, the route circuits have developed historically, as cities and the demands of the population grows. This causes an increase in the cost of transporting passengers from the carrier. And the passengers themselves due to the imperfection of the route network have an enlarged time.

The middle city is a city with the number of residents of 200 thousand - 500 thousand with a limited number of modes of transport, a city in which the vast majority of trips are performed without transfers.

It is known a significant number of works devoted to optimization.

routes of city buses and transport in general. At the same time, as experience shows, the purpose of routes cannot be relying only on mathematical calculations. It is necessary to take into account traditions, habits, environmental and other factors. And the inevitable deviations from the calculated models led to the destruction of the calculated system of routes as a whole. Therefore, in real life, the introduction of the optimal route circuit did not occur. In the proposed work, an attempt was made to bypass the contradiction between theoretical models and real possibilities in dynamic programming mode.

Relevance of workIn our opinion, it is determined by the need to more efficiently use rolling stock for the carriage of passengers.

Working is due to the following circumstances:

historically current transport networks in cities do not provide optimal costs of funds and time to transport passengers;

the non-optimal transport network requires a passenger of excessive time spent on the ride and increases the number of transfers;

the low standard of living of the population does not allow to establish such a tariff that ensures the acquisition and replenishment of the mobile fleet;

municipal budgets do not have the ability to fully compensate for passenger enterprises for the transportation of passengers.

The purpose of the dissertation work. The aim of the work is to increase the efficiency of using the rolling stock of GPT by optimizing routes and the schedule of movement of passenger transport.

Research methods. The main research methods use system analysis and dynamic programming. Experimental studies were carried out on urban passenger enterprises and routes of ground urban public transport of Cherepovets and Vologda.

When obtaining the results of calculations, the provisions of the theory of probabilities and mathematical statistics, mathematical modeling, dynamic programming are used. The calculation of the characteristics of the elements of the system and individual parameters was performed using a computer as well as software.

Scientific novelty Research is that:

the algorithm and the calculation program for the optimization of the routes of urban passenger transport in Middle cities, which take into account the possibility of making volitional solutions when using various types of passenger transport;

a modular model of calculating the optimal routes of urban passenger transport, which takes into account the possibility of landing passengers to follow various routes;

a methodology for surveying passenger traffic in cities, combining the results of a sample survey of passenger traffic and information obtained from large city-forming enterprises.

Practical value Research is as follows:

developed an algorithm and program to optimize the routes of urban passenger transport in medium cities;

the results of the dissertation work are used to calculate the route network in the cities of Cherepovets and Vologda;

executive studies have entered scientific and technical reports on the calculation of passenger traffic on city public transport in G.G. Cherepovets and Vologda.

Implementation of the results of work. The results of the research performed entered the training process of Voge to the exchange rate. The results of work and studies are used in Cherepovets.

Approbation of work. The main results of research reported, discussed and received approval at the first regional interuniversity scientific-practical conference on May 25-26, 2000. "University Science -Region", at the Interuniversity Scientific and Methodological Conference on May 24, 2000. "Education at the turn of the III Millennium", on the second regional

interuniversity Scientific and Technical Conference February 23-24, 2001 "University Science - Region", on the third regional interuniversity competition of computer programs, at meetings of the Department of "Cars and Automotive" Vologda State Technical University.

Publications. According to the dissertation results, 6 articles were published in the collections of scientific papers of the Vologda State Technical University with a total volume of more than 1.5 printed sheets.

Art mature of work. The dissertation work consists of the introduction, four chapters, conclusion and bibliography. The scope of the thesis is 273 pages of machine-visiting text, contains 62 tables and 44 patterns. At the end of the work, a list of used scientific sources was given, including 169 names (of which 161 in Russian and 8 are in foreign languages).

The defense is taken out The following provisions:

modular model of the optimization system for the routes of urban passenger transport in medium cities;

methods of statistical analysis of the survey of passenger traffic on urban routes;

the results of the calculation and formation of a network of urban passenger transport.

Analysis of methods for calculating the routes of urban passenger transport

In the area of \u200b\u200bthe development of methods for calculating the routes of urban passenger transport, Anthoshvili M.E., Bologunkov G.V., Gersonimus B.L., Mitaishvili R.L., Spirina I.V., Khrushchev M.V., Tsapfin L .IN.

Athanasyev L.L., Blatnov MD, Weinshtok MA, Verevkin N.I., Geronimus B.L., Gudkov V.A., V.G., Kuznetsov ., Mirotin L.B., Ligul Yu.S., Lukinsky BC, Ostrovsky N.B., Reva V.M., Samoilov D.S., Sotnikov V.E., Fitterman B.M., Zuckerberg See, Schefer Ya.I., Yudin V.A. other.

Types of GPT routes, whose calculations are proposed by the listed authors, can be grouped according to the scheme represented by the Naris. 1.2.

When organizing passenger traffic by public transport by road transport workers, a number of tasks are solved, different in importance, complexity and complexity. Determine route diagrams, quantity, type and type of PS to work on each route, distribute routes to carriers.

The basis of the first part is the development of a rational transport plan for the population, and the second is aimed at ensuring and the most effective implementation and operation of this plan. Currently, the sequence of work on ensuring the rational organization of the PS can be represented by the scheme shown in Fig. 1.4.

Among the factors determining the effectiveness of the work of the GPT, the important place is occupied by factors depending on the methods of organization of movement. Improving the Movement of the PS on the basis of economic and mathematical methods is one of the main directions of improving the efficiency of the work of the GPT on the routes. The use of such methods can significantly improve the transport service of the urban population, especially in the "Peak" watch.

In this direction, methods for the organization of PS movement are developed and developed, among which it can be noted such as the informed organization of the route bus network, the massive use of large capacity buses, the dispersal of the work schedules of enterprises, increasing the speed of the PS, operating on certain routes, the organization of shortened and special routes, etc.

The use of economic and mathematical methods (EMM) allows you to evaluate passenger traffic, reasonably build a route network, choose the type of buses, calculate the time beginning and end of the movement, as well as the interval for the periods of the day with the number of buses on the routes.

The implementation of each of the listed areas requires the rationale for the decisions taken. The special meaning of UM use for the scientific substantiation of the organization of the Movement of the PS even on existing routes is acquired in conditions of mathematical modeling and application of computer programming.

To increase the efficiency of the work of the GPT, the scientific organization of the Movement of the PS, based on UM, is served, with the development of the optimality criterion for the prosecuted result and its assessment methods.

Analysis of work affecting issues on improving the service of the population in cities allows you to select the following indicators as the main factors: the total time to move "from door to door", the remoteness of stopping points, the frequency of the GPT movement, the number of transfers when traveling passenger, security, filling PS , fare, convenience of using transport, etc.

The above indicators of the quality of service of passengers of the GPT can be grouped by three main features shown in Fig. 1.5. Indicators affecting the quality of service of the population of urban passenger transport

One of the most common criteria for assessing the transport service of the POP population is the cost of movement time.

The costs of the time of passengers on the trip, or rather, the paths of its abbreviation are shown in Fig. 1.6.

Passenger traffic and methods for their surveys. General provisions of the proposed methodology for carrying out passenger surveys to determine the number of passenger trips

We have developed and tested by the technique, which allows to investigate passenger traffic with minimal labor costs and receive an objective result. The survey is carried out on all types of ground-based GPT in all public transport enterprises that participate in ensuring these traffic.

Given the large number of routes in the city, as well as a significant degree of duplication of routes, the survey is not carried out on all urban routes, but on the so-called representative routes. The representatives of the representatives should be the characteristic main routes of the city, their number should be at least 20-25% of the total number of routes. Matching the odd route to the representative to the representative is checked by Formula 2.20, this will be said below.

Each route should be covered by at least one bus (trolleybus, tram), and if there are several models of machines with different passenger capacity, each model is examined separately. The number of counters in the cabin must correspond to the number of doors, otherwise the accounting of the "Peak" clock is impossible to perform. The survey is carried out on the most characteristic days - workers (Wednesday or Thursday) and weekends (Sunday), first and second shifts.

The tasks of the survey are: - determine the share of passengers passing on subscription coupons, on preferential documents, for travel tickets; - determine the volume of traffic in workers and weekends; - determine the filling of rolling stock; - develop recommendations for improving passenger service by urban public transport; - Develop recommendations on streamlining costs for transport services Population. The survey is performed in 2 stages: the survey of the passenger traffic (payment of travel, filling the rolling stock); Statistical processing and analysis of survey results. At the "own" doors of the PS, constantly used to enter passengers, are located two meters.

At each stopping point of the route (starting from the second stop), the first counter collects from passengers overlooking the "his" door, numbered coupons, and enamence data into the appropriate Count Table Count opposite the number of the neighborhood in each direct or reverse direction.

The second counter, "attached" to the same door of the PS salon, as the first counter, is called the controller account. The controller accounting is equipped with bags of numbered coupons of different colors and accounting forms, which includes data on the number of passenger travel with travel tickets and documents for the right "preferential" travel. Data for each revolving flight is recorded in the corresponding column graphs (see Fig. 2.2).

The controller accounting at each stopping point warns the included passengers to conduct a survey so that they were preparing for the exit on "their" stop. Verifying the passage of the passage, the accounting card provides all the passengers with the coupons of the corresponding color and the number. Each category of payment form corresponds to a certain color of the ticket, and the number is determined by the landing microdistrict number.

Focusing on the color and coupon number, at the end of each passenger's ride, the account reader enters the coupling number opposite the name of the microdistrict and the form of payment.

The surveyed route passes through the city, which is pre-divided into n microditions. These microdistrict will submit to work with the pair correspondence matrix and the calculation of the program. The division of the route by districts, as an example, is represented in Fig. 2.3.

The conductor at the end of each flight (at the final stop) makes the number of tickets sold subscription (the number of passengers who paid for their one-time passage) for the flight, this information is used to control. The number of shifts of meters and controllers must correspond to the number of driver shifts. Overcoming counters and controller counters on double-minute graphs is carried out at the appointed time at the final stops or in the appointed place.

The number of counters in the cabin must correspond to the number of doors, otherwise the accounting of the "Peak" clock is impossible to perform. On each machine large capacity, the account will lead 4 counter (2 doors).

Before holding this kind of surveys, it is necessary to carry out in advance the instruction on the work of a specific counter on a specific route and safety technique. Each meter is supplied in advance to account (Fig. 2.2) and the necessary material (coupons, bags for these coupons, collection boxes). A conversation is held with the crew of the surveyed vehicles, responsible persons are appointed to collect material at the end of the shift and working day.

Thus, accounting material is collected on the number of passengers transported, their correspondence and accounting documentation on the number of "preferential" passengers for each flight.

Development of an algorithm for calculating the optimal routes of urban passenger transport. Optimization program

Based on the analysis of the methods for calculating the HPT routes, we concluded that existing methods of calculation require refinement in terms of practical application. Below is a methodology and software for the calculation of optimal routes that take into account the above considerations.

In general, the task of choosing the scheme of routes of the GPT in medium-sized cities is presented as follows. It is required to determine (calculate) the scheme of the routes of the GPT in the middle cities, so that the total spending of time by all passengers to wait, travel and transplants were minimal. This is the main optimization criterion in our task.

As noted in his work Bologunkov G.V. , with the minimum time spent on the complete movement of passengers, the optimal distance of the residue on the usual bus varies from 0.4 to 0.6 km, on a high-speed bus from 0.6 to 1.5 km, and on the extension bus over 4 km. The smaller the distance of movement, the less efficient use of high-speed transport.

Based on the specified formulation of the task of choosing the scheme of urban passenger routes in medium cities, the following main source data is needed to solve it.

1. The map of the city calculated with the transport network, the streets connecting the items on which the PS movement is possible (bus, tram, trolleybus).

2. The matrix of pair correspondence for the estimated period is the size of passenger traffic between all points (microdistrics) of the city. In our case, in the hour "Peak". The most appropriate route scheme is to develop on the basis of labor and other trips to the morning "Peak" watches in winter. Consequently, the survey of passenger traffic on urban passenger transport should be carried out at the specified time.

3. The capacity of each rolling stock model, taking into account the specified capacity utilization factor, ensuring the provision of passengers the necessary amenities of the trip. 4. Time spent by one passenger on transplants in each item. 5. The maximum PS movement interval that does not require a fixed schedule on routes. 6. The coefficient of uneven passenger approach to the stop. 7. The coefficient of intra-domestic non-uniformity of the passenger flux. 8. The duration of the estimated period of the day. 9. Waiting time with one passenger express and (or) high-speed routes. 10. The effectiveness of the use of the optimal length of the range of express and high-speed routes.

Number of PS in motor vehicles working on the transport of passengers in the city trait. 12. Release ratio on the line of each type and brand PS. The following limitations are superimposed: 1) The length of express and high-speed routes should not be less than specified, based on the efficiency of operation of these routes; 2) the waiting time for passengers of express and high-speed routes should not be higher than the specified; 3) high-speed routes must pass through the transport network sites on which these routes can use, based on the calculations of this stage of the program; 4) the calculation of the stages is carried out strictly according to the algorithm set forth in Fig. 3.1; 5) Other limitations arising from the conditions of a particular city. Along with these restrictions, we allow the possibility of a volitional destination of routes due to other, for example, historical, administrative or environmental factors.

Check the accuracy of the data received during the survey of passenger traffic on urban passenger transport

How can you judge the table. 4.7, the results of the passenger traffic survey, obtained in 1999, at the end of 2000 are quite reliable. The data obtained by PPP-2, not confirmed by surveys, the cause of the results is the increase in the number of suburban routes surveyed by PPP-2. With a further study for PATP-2, a total percentage of preferential passengers was adopted 34.5 against 22.98, obtained in 1999, however, strictly speaking, it is necessary to hold a more representative examination of PPP-2 routes. This was recommended by the administration of Vologda.

Stage II. Calculation of the number of preferential passengers for transportation. In 2000, the following proportions of the flux of passengers between carriers are expected: WET - 0.383, Patp-1 - 0.57, Patp-2 - 0.047 (1999 data plus new suburban routes for PATP-2). These proportions in further calculations play the role of weight coefficients.

The total number of all paid passengers for 2000 is projected in the amount of 61419 + 1360 thousand \u003d 62779 thousand people. Here 61419 thousand - the total of 1999, 1360 thousand - the increase in 9 months, the forecast until the end of the year with the gain of the increase (equal to 1.2).

According to the results of 1999, the percentage of paid passengers (subscription tickets + travel) for WET and PATP-1 is, respectively, 53.113 and 53.171, for Patp-2 - 65.5, based on the above clarification. Thus, the total number of passengers transported, thousand passengers, including beneficiaries and "Zaitsev", is 62779000-100

The percentage of preferential passengers in WET and PATP-1 is adopted in the same way (43.457). The figure was obtained in 1999 on representative routes, the results of the survey of the end of 2000, as shown above, they were not refuted. According to PPP-2, the percentage of preferential passengers, as stipulated, was taken equal to 34.5. Social beneficiaries in relation to all adopted in the proportion specified in Table. 4.7.

Stage III. Evaluation of the confidence limits of the obtained solution. Passenger traffic has a random character, so it makes sense to calculate, in what limits there is a possible variation of the results.

We define with a probability of p \u003d 0.95 borders, in which there may be a number of preferential passengers regarding the number of paid passengers. The number of subscription tickets sold by each specific passenger enterprise is easily controlled. The mathematical apparatus for this kind of calculations is set forth in paragraph 2.2, see also formula (2.23). Calculations are summarized in Table. 4.9.

The calculation algorithm is presented in section 3.2.3 in Fig. 3.3. We took the assumption that the PS of all types and species moves at all areas of the network with an average response rate of 17 km / h (data on passenger enterprises in Cherepovets). Using the formula (3.11), the following time was calculated on each network link .. The data and time of the movement on each site of the network are entered as initial data on the transport network. The information in the program is in matrix form.

Governor of Stavropol Kravyaserenkov Valery Georgievichichuadressress: 355032, Stavropol, Lenin Square, 1 Dear Valery Georgievich! With satisfaction, noting your energetic steps to restore order in many branches of our region and understanding your workload, we nevertheless considered it necessary to address you about improving public transport in Stavropol. It is no secret that things in this area are not quite right. Subject to all branches of urban economy, the destructive influence of democratic reforms, the public transport of the city has not yet recovered in its pre-reform, not to mention the development in accordance with the needs of today. The poor work of public transport leads to the fact that the passengers have no alternative left, except for using personal vehicles. And this leads to a logical increase in the number of traffic jams, a shortage of parking spaces and as a whole difficult situation on the streets of our city and serious consequences for ecology. We see the reason for this provision in the wrong approach to the definition of the goals and objectives of public transport when the task of extracting profits is put at the head of the corner. In our understanding, public transport is intended to meet the needs of citizens in high-quality, comfortable and safe transportation within the city. The experience of Europe, and many cities of our Motherland have already been proven that only the established work of public transport can be an effective way to combat traffic jams. At the same time, not small transport (Gazelles and Pazikov), the clogging streets of the city, working spontaneously and emergency, and the transport of great capacity - buses, trolley buses, trams next maximum on schedule and having priority to other transport. We ask you to take a situation with transport in the city personally under your control and introduce the following proposals for improving the transport situation in the city: - Restore previously closed trolleybus routes. At the moment, the city requires a trolleybus route No. 6, the next to the C / t of the salute and working in two shifts. - Regularly the traffic police officers to clean stop pockets from illegally parked cars. The situation is absurd when the bus or trolleybus cannot even drive up to the stopping point, and is forced to plant / disembarking not on the 2nd, but even on the 3rd strip, exposing the danger people. It stops pl. 200th anniversary, ul. Pushkin, lower market. - Restore the highlighted prospide band. Charles Marx for public transport. It is necessary to look for other reserves to create additional parking spaces, without restricting the movement of public transport. Especially when parking is uncontrolled and with numerous violations. - Start a reduction in the number of commercial carriers on a duplicate bus and trolley bus routes. First of all, to reduce the number of minibuses in the peak hours. But in early (until 7:00) and later (after 22:00) time, on the contrary, increase. - Create in the city infrastructure for the velio of transport and increase the number of pedestrian zones in the city center. - In the future, allow the entrance to the historical center of the city only by public transport of great capacity and motor vehicles. Public security committee and a number of other public organizations are ready to assist in the work to optimize the functioning of public transport. With respect, Chairman of the Committee of Public Security Fedoseev Dmitry Valerievich Committee of Public Safety Department of the Stavropol Territory.355035, Stavropol, A / I 3573, tel. 486 956 www.kob26.ru. [Email Protected]

We participated in the meeting of the Working Group "Fast Victory" in the Transport Department. Purpose - optimization and improving the efficiency of the work of the State Unitary Enterprise "Mosgortrans" relatively simple solutions (which can be implemented soon).

The agenda of proposals for the discussion looked as follows:

The only point that caused a complete embarrassment with us is the equipment of the NGPT shelves for baggage. It is not clear two things: where should this shelves have to be located and why do you need it at all? People enjoy public transport when they go to work mainly and back, as well as for trips around the city, no one pulls some suitcases in the baggage at the same time, and a small flow of passengers is always driving at the station and airports on public transport.

You can appreciate and comment on the remaining sentences you yourself, I will tell you that we offered for our part:

1. Increase in the number of rolling stock specifically (Rarmoshk) and tram trains. If you know bus and trolleybus routes where overflowing buses go, write, we make a list.

2. Reducing the number of stops For trunk bus routes. There should be no long routes to stop at each stop. As an example, we discussed the route number 716 "Sokolniki - pos. Eastern, "which most of the route in Stroyanka and Shchelkovsky highway is duplicated by trolleybus routes. If there is a trolleybus "stopping for each pillar", then the bus going on a parallel track must be a semi-vispress. Here, too, everything is simple - we form a list of routes and desired to cancel a stop - after that we form a list of proposals for consideration in MGT and DT.

3. Ghost Routes At half an hour intervals, and more should be partially transferred to low capacity (minibus) buses with a reduction in movement intervals. That is, instead of one large bus once a 30 minutes, we offer to put three small, but with an interval of 10 minutes. After monitoring the passenger traffic, perhaps such routes are "rolled" and the demand for them will increase. We consider the same way that on such routes it is always necessary to leave at least one "big" bus that will run on a clear schedule.

4. "Drawn graphics". They promised to accelerate the movement along the routes. Now it turns out a paradox that the delay in schedule is not considered a violation, and the arrival earlier is considered a violation! In this direction there is a lot of work MGT. There should be no trolleybus at a speed of 15 km per hour in an empty street simply because he has such a schedule.

5. Cancel extra and dual stops. After entering ASKP, Mosgortrans at stops with a large passenger traffic made separated stops for landing and disembarking passengers. That is, the bus on one stop stopped actually twice, driving between disembarking and planting 5-10 meters. This led to an even greater increase in the time of movement along the route. Once it was justified - it was necessary to teach people to sit down in the front door, but now people have already adapted to this, meaning in such stops has become less. We were offered to conduct their revision and a significant part of them eliminate.

Another problem is too frequent stops on the route: There are often cases when stops are located 40-50 meters from each other. Too frequent stops also slow down the movement along the route, some stops must be transferred to the category "on demand."

6. Tram traffic lights. We are waiting for specific proposals for problem points collecting tram traffic jams and where the tram cycle is increased. In the same item adds a promise to deal with delusional instructions, according to which there should be no intersection to two cars in a row or it is possible, but it is necessary to withstand a significant distance, otherwise the awards are deprived.

7. Start the site where the location of buses and trolley buses will be shown on GLONASS. Implement a mobile application site for iPhones and Androids.

8. All air-conditioned buses, It is necessary to spend the phone with a hotline and a short SMS number where you can quickly send a complaint with a non-working condo in a particular bus.

All our offers were approved and adopted for consideration. After analyzing labor costs and temporary costs, alignments will be given for specific deadlines.

What other questions were affected by the discussion:

1. The idea was made most of the stops, except for the nodal, make "on demand." That is, what tried to realize several years ago and surrendered - doors should only be opened at the request of passengers. Well, in general, the idea can and good, but in our opinion, that for success it needs massive information advertising, as in his time it was with the introduction of ASCP.

2. Increase the network implementation network - any measures that will reduce the number of ticket purchases from the driver.

3. Installing the scoreboard with the arrival time of the route route bus. This is a very good, the right idea, but we see the completely unreal installation of the scoreboard at all MGT stops. On the main passenger-forming - it is possible, but in the other places it can be the solution to the mobile application.

4. Possible rebranding Mosgortrans. But in order to change the plate, it is desirable to change the contents, in the case of the Mosgorgtrans, it would be necessary to bring some iconic event, for example, the abolition of turnstiles. By the way, how would you suggest to rename Mosgortrans?

P.S. The composition of the working group participants:

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Introduction

Transportation is one of the key sectors of the national economy. Strengthening the role of transport that happens against a row of problems is determined:

* increasing the level of city development, including the population and its social living conditions, occupied by the territory, nature, development and placement of the areas of production and consumption of goods and services, the expansion of "personal business";

* improving the mobility of the population in all types of movements;

* Consumer requirements in reducing time costs and improving movement conditions.

In addition to the factors listed above, the development of transport in agglomeration, it should be noted that the transport system of public and individual use is one of the main sources of noise and pollution, a large consumer of energy resources. The deterioration in the level of transport and environmental safety of cities, especially in its central regions, is aggravated by the loss of attractiveness of public transport and reorientation of the population's demand for the system of individual passenger transport. In such conditions, the problem of the balanced and most efficient use and development of a public transport system in combination with individual, acts as extremely significant in the structure of a modern major city.

Automotive passenger transport is the main type of transport for trips to short and medium distances.

1. Justification of the topic of the graduation project

1.1 Features of the organization of urban road transport

The organization of urban transport is carried out on the basis of:

1. The regional law "On the procedure for servicing the carriers of common use bus routes in the Arkhangelsk region" was adopted by the Arkhangelsk regional meeting of deputies Decision of May 26, 1999 N 599;

2. Decisions of June 29, 2000 N 119 "On approval of the Regulation on the organization of transport services for the population in the municipal formation" City of Arkhangelsk "on the community routes";

3. Decisions of May 27, 2003 N 172 "On approval of the Regulation on the Competition for the right to enter into an Agreement for the provision of passenger transport services in the city of Arkhangelsk General Use buses";

4. The Order of the Ministry of Transport of the RSFSR of December 31, 1981 N 200 "On approval of the rules for organizing passenger traffic on road transport."

Carriers in their work are guided by the regulatory legal acts of the Russian Federation and the Arkhangelsk region, regulating the transportation of passengers by road transport, road safety, technical operation of vehicles, and other manual documents operating in road transport.

These laws apply to legal entities and individuals carrying out passenger transportation in the territory of the Arkhangelsk region.

The procedure for organizing the movement of buses in the region in an inter-municipal communication (between municipal regions and (or) city districts) is approved by the head of the regional administration. The procedure for organizing the movement of buses in the territory of the municipality is approved by the local government authority.

Route bus transportation of passengers on the territory of the municipality is carried out according to the common bus routes.

The feasibility of opening and closing the general use bus routes is determined by the local government bodies of the municipality on the basis of the analysis of passenger traffic, which is carried out both on the initiative of local governments, and at the requests and statements of the population, public organizations, carriers, deputies of public authorities and local self-government.

The approval of general use bus routes (passports and route schemes, movement schedules) is made by the regulatory legal act of the local government body of the municipality, in which the route passes, according to the integrated transport scheme. The inclusion of carriers to a particular route is made by local governments on a competitive basis. Bus Route Dispatch Management

Coordination of the route scheme and the schedule of the inter-municipal bus route is carried out by local governments of the relevant municipal regions, urban districts of the Arkhangelsk region, on whose territories the route is held, the approval of the bus route (passports and schemes of the route, timetables) is carried out by the authorized executive body of the state authority of the Arkhangelsk region .

The form of the passport of the route in an intermunicipal report is approved by the head of the regional administration. The approval of the form of the passport of the route in the municipality is made by the local government body of the municipality, in which the route passes.

The passport of the general use of the bus route and the location scheme along the route are coordinated with the authorities of the State Road Safety Inspectorate (traffic police) and are approved by the local governance authority of the municipality.

If necessary, more complete support for individual passenger traffic with transport service, improving the quality of passenger transport and culture of their services to the local government of the municipality is announced by the carrier contest to work on this route.

The terms of the competition are developed and approved by the local government authority in accordance with the procedure defined by the legislation of the Russian Federation.

If there are unsatisfied demand for Passenger Bus Translation Services on specific passenger bus routes, local governments hold a competition for the additional attraction of the required number of carriers to work on this route.

To participate in the competition, legal entities and individuals licensed by passenger transportation are submitted to the local government bodies of the municipality application (Figure 1).

The local government body is entitled to include in the terms of the contract and the competition for the right to carry out transportation route of general use, the requirement for binding buses, including expressions and route taxis, equipment to provide dispatch control services for monitoring the skills of movement.

The solution of local governments can be appealed by stakeholders, organizations, professional unions in court.

As vehicles, only serial buses of domestic and foreign production with the right-sided location of the doors for passengers can be used as vehicles on public bus routes.

The transportation of passengers on the general use routes is not allowed:

Buses refurbished without resolution of the traffic police;

Buses with the number of places less than nine;

Specialized vehicles (Watch buses, Sanitary cars, etc.);

Buses with the right steering.

The basis for the implementation of passenger traffic on the general use bus route is the simultaneous availability of the carrier of the relevant contract, licenses and approved and agreed route passport.

Passenger traffic on general use routes in violation of licensing requirements and conditions for the transportation of passengers entails the application of measures stipulated by the legislation on licensing.

1.2 Role of public transport in cities

The development of urban passenger transport of common use (GPT) is recognized in the world of the first priority and most effective measure of the fight against roads. "The specific area, which comes per passenger car, 8-10 times the area per passenger public transport. The passenger car on the use of transport highways has the worst indicators. " The agricultural ability of the GPT strip (depending on the type of transport and the intensity of the movement) is 10-100 times higher than the translucent ability of the personal vehicle.

The high transport ability of the GPT allows you to fully satisfy the demand for passenger traffic in the city by means of GPT without increasing transport spaces: attachments in one lane for land-based public transport give the same effect as the construction of an 8-10-band motorway.

In addition to saving funds for construction and operation, GPT has the least consumption of natural resources to transport one passenger (is the most environmentally friendly: even the bus in the calculation of one passenger consumes ~ 25 times smaller than fuel than the car). GPT allows you to minimize technological transportation spaces in the city: the required road space per passenger decreases 2-10 times, parking - at ~ 100-200 times, the number of refueling stations and maintenance stations is reduced. These and many other factors make GPT in the most effective means of passenger transportation of cities. Therefore, the task of development of the GPT is priority and has a significant priority in front of all other transport tasks in cities (for example, before the development of the road network).

With an increase in the number of passenger cars, the average velocity vehicle speed in the city continues to fall.

At the same time, the expansion of existing and the construction of new roads is very difficult (and in the city center is unacceptable).

1.3 Description of the work of the routes

The bus route is the established and appropriately equipped path of the following buses with the suspension movement and the implementation of passenger exchange at stopping points evenly located between the initial and end items. Transportation of passengers on the route is carried out according to the approved movement schedules.

The minimum distance between stopping points on ordinary city routes should be 300-400 m, the maximum is not more than 800-1000 m.

The movement of the bus on the route is considered to be regular if the bus went to the flight exactly according to the schedule, all intermediate checkpoints continued and arrived at the final item on a schedule, taking into account the allowable deviations.

The following deviations from schedules are allowed on the bus routes: urban - ± 2 min; suburban - ± 3 min; Intercity - ± 5 min. .

Bus intervals in the cities in the "Peak" watch on the main routes should not exceed 4 - 5 minutes.

The number of passengers in the city buses in the watch "Peak" should not exceed 8 people per 1 m 2 free square of the floor of the bus.

The active schedules of the movement of buses on the routes do not fully take into account the nature of the change in passenger traffic by the day of the day. As a result, the fixed number of buses operates throughout the route during a full period of their stay on the line without taking into account the features of the distribution of passenger traffic. This leads to the overload of buses at certain hours on some of the sections of some routes and to insufficiently load them on other routes, which ultimately increases passenger time costs, reduces the operational and economic indicators of the bus transport.

High intensity of urban movement, frequent stops of buses at stopping points and traffic lights significantly reduce the message speeds. Overloading roads sharply impairs the conditions of movement. The higher the intensity of the movement, the worse the transport and operational characteristics of the road become. Gradually decreases the average speed of movement, complicated, and then become impossible, overtaking, the nervous tension and fatigue of drivers increase, the number of road traffic accidents is growing.

All bus routes are operate according to the schedule, which is the basis for organizing bus movies on the route; They define the number of flights, time of movement between stopping points.

Each bus before leaving the line should be equipped:

· Reconciling installation for passenger information in the following path (through a microphone or automatically by means of a connected voice recorder);

· Bus schedule (driver);

· Elements of information support according to GOST 25869-83: pointers and route circuits, information signs;

· Passenger service rules and information on tariffs used.

For route transportation, the most important indicators of reliability are the regularity and accuracy of motion. Movement is regular when vehicles follow at equal periods of time.

An important indicator is the filling of the cabin passengers. GOST 27815-88 installed the limitative standard for traveling 8 passengers on 1 m 2 free area of \u200b\u200bthe city bus salon (which rarely corresponds to the peak hours).

According to the decision of June 29, 2000, N 119 on the approval of the Regulation on the organization of transport services for the population in the municipality "City of Arkhangelsk" on the common destination routes of the City Hall, which regulates passenger traffic, is obliged to:

Establish together with the traffic police bodies of the city the maximum number of buses on the basis of a survey and study of passenger traffic;

Guided by this Regulation, the regulatory acts of the Russian Federation on the safety and organization of passenger traffic;

Approve the schemes of movement of common use bus routes and establish mandatory for carriers of bus schedule;

Inform the population about the work of buses of all forms of ownership on newly opened routes;

Regularly study passenger traffic on common transport routes;

Control compliance with the requirements of the requirements established in the legislation of the Russian Federation and regulate the issues of transportation of passengers, road safety, technical operation of buses, as well as conditions required when working on general use bus routes;

Provide authorized authorities and management information on violations identified in the implementation of transport control, to take measures to violators;

Implement the organization and control over the implementation of passenger transport by carriers using an automated system or by carrying out linear checks.

Determining the number of buses required on routes to infusiontime is performed selectively, i.e. A certain route is selected and flights performed in the morning (peak hours) are checked. A comprehensive check of all routes was last performed in 1988 (the information provided an employee of APAP-1, unfortunately orally).

Rational Park Structure of City Buses (Figure 3) It should include all classes for the capacity of buses (by numbers, the park should consist of approximately 7% of the most small class buses, 5% small class, 10% of the middle class, 48% large class, 30% of the high class).

In Arkhangelsk, the structure of the park of city buses is far from ideal (Figure 2):

18.14% - highly small buses;

77.32% - Small buses:

4.54% - Buses of a large and especially large class.

Table 1. Characteristics of urban passenger transport of common use in Arkhangelsk

The characteristic of the urban passenger transport of common use in the city of Arkhangelsk was obtained in the management of transport and communications.

Figure 2. Existing structure of city buses park

Fobyla Kalach was founded since 2000, the year of obtaining a license to provide services in the field of passenger traffic. Currently, 23 transport units are listed in the Belyl Kalach. These are the buses of the groove family, of which:

5 buses - groove - 4234 middle class;

18 buses - groove - 32054 small class.

All buses were released from 2003 to 2004.

Buses are distributed by serviced routes:

3k - 6 buses;

10th - 3 buses;

42 - 3 buses;

64 - 3 buses;

61 - 3 buses;

69 - 4 buses.

One bus is a backup, necessary to close the graph in case of an unexpected exit of one of the buses in order, as well as conducting it.

Route No. 61 "6 M / R - Kedrov" (Figure 7) is a public utility route with a landing and disembarkation of passengers on the stops provided by the stop route. Table 3 provides brief information about the route.

The route is served by 6 individual carriers from 06:30 to 23:45.

Table 3. Brief information about route №61

Informal number of rolling stock units on route No. 61 - 20 units. (perhaps more).

Carriers practiced to run another bus between the two graphs ("Gasket"). And this bus does not exist, there were several cases that after completing 1 - 2 flights, the bus returned to repairs. The cause of the door breakdown, and further operation with malfunctions is prohibited (and impossible). Because of the interference of the cabin, the door opening lever flows or turns the door axis (no welding is withstanding). Data breakdowns indicate an insufficient number of buses at the peak hours, in the daytime, the buses move on the route empty (air driven), there are 10-12 people in the cabin.

Figures 4, 5 and 6 present passenger traffic on this route for months, days of the week and time of day (in directions).

Figure 4. Epura passenger traffic by months,%

Figure 7. Scheme of motor movement along the route number 61

Perspective single-class single city bus must have: nominal capacity of at least 90 people; diesel engine with horizontal cylinder arrangement; two accumulative platforms and three wide (1200 mm) bivalve, rotary type of doors; With a sweep corners of at least 9 ° and the road clearance of 200-210 mm.

It is necessary to conduct a comprehensive analysis over the entire route network of the city of Arkhangelsk and determine the required number of buses of all classes without excluding the buses of a large and especially large class. It makes no sense in increasing the number of PAZ-32051, the number of cars every year becomes more and more, and the quality of the roads ...

The issue of transport, especially passenger, is very serious, it cannot be given to the deposit of a specific individual engaged in entrepreneurial activities. Why? Transport is a means of increased danger. Here is safety, economy and a lot of others. One person, whether it is a simple driver or owner of the enterprise, can not be the main engineer, and a deputy security, and an economist, and a financier ... will not work. This we see in most private structures that are engaged in wrap.

2. Calculation for buses Marks Paz-5272

Pavlovsky bus Paz-5272

Urban bus Paz-5272 is designed to carry a maximum of 108 passengers within the city's road on the roads of the first and second categories. It retains its performance at ambient temperature from -45 to +40 degrees. The bus has a wheel formula 4x4, the maximum rotation radius is 12 meters. There are three doors with a pneumatic drive, two of which are bivalves.

Characteristics PAZ-5272

Buses are equipped with seats, the sizes of which, as well as the size of the other elements of the passenger compartment are set to GOST 27815 - 88.

For urban route transportation, an important indicator of quality is the filling of the cabin with passengers. GOST 27815 - 88 installed an extreme standard for passing 8 passengers on 1 m 2 free area of \u200b\u200bthe city buse. In operational practice it is recommended to use a standard equal to 5 pass. / M 2. Comfortable conditions are considered to be no more than 3 passes. / M 2.

The doors of intracity buses are made wide - at least 1200 mm in the light for a double door. Door design is predominantly swiveling.

2.1 Route technical and operational performance

Route time per day, h

where, - the end time and start the route

Number of stopping points on the route

where, - the number of stopping points in the direction from A to b

The average length of distillation, km

2.2 Determination of the speed of buses on the route

Motion speeds are normalized to ensure the safe and efficient operation of rolling stock, rationalization of the use of labor of drivers and reduce the cost of time of passengers on the trips.

The correct definition of movement speeds is not a one-time event, it must be carried out systematically, and the mass check on routes is at least 1 time in 2 years.

Technical speed, km / h

The speed of the message is usually smaller than technical and more operational, as it is possible to take into account only downtime at intermediate stops, while the operational speed takes into account all the downtime during the outfit, km / h

Operational speed, km / h

where - travel time on the route, min;

t. z. - time of delays on traffic lights, pedestrian crossings and road signs "Giving ways", etc. (delays in road signs 0.2 ... 0.3 min);

t. p - time to commit passenger sharing at stopping points, min;

t. oK - time sludge at the end of the flights (accepted t. oK \u003d 10), min.

At the landing and disembarking of one passenger, 2 s is spent on average, and this rate changes with an increase in the bus filling, and in the autumn-winter season it additionally increases by 8 ... 10%.

Then based on the operational characteristics of the buses of the PAZ-5272, we define the time for passenger shares at stopping points.

Performance characteristics PAZ-5272:

Passenger Pass:

Including sitting33 door, units:

Passenger3

Conditional single-lines4 shelters for 1 door26

Time for the commission of passenger sharing at stopping points, min

where - time spent on landing and disembarking one passenger, with (\u003d 2);

The number of passengers per door, pass (\u003d 26);

Number of stop points ( n. = n. Ab. - 1 = 28 - 1 = 27).

23.4 min.

Based on the speed rate \u003d 20 km / h, we determine the time of movement, taking into account the delays on traffic lights

2.3 Determination of the time of the revolving flight and the required number of buses

Time of the revolving flight, min

where - the length of the route in both directions, km, 27.4.

102.20 min.

The number of buses for the calculated hour

where - the maximum hour volume of passenger traffic, pass (Table 3);

The coefficient of intra-darling non-uniformity of movement, \u003d 1.1;

The nominal capacity of the bus, pass. (\u003d 104);

Static coefficient of use of passenger capacity (to ensure comfortable conditions, we accept \u003d 0.85).

We accept \u003d 14 units.

Motion interval, min

The flight is the movement of the bus along the route in one direction from one end point to another. The flight time is made up of traffic time and downtime at intermediate stops.

Flight time, min

The calculation is given for maximum passenger turnout, these calculations for each hour are reduced to Table 4.

In the autumn-winter period, the flight time increases by 15%.

Table 4. The required number of buses on the calculated hour

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Guided by maintaining the passengers of the motion interval I \u003d 1 ... 12 min., We accept for the buses of PAZ-5272 in the peak hours the calculated value of the interval of 7 minutes, and in between the peak time 10 minutes.

Table 5. Route technical and operational performance

Notes: The table shows the calculation data for maximum filling the GAM-32051 and 4234 buses, calculations for the buses of PAZ-5272 were made to fill the bus by 85%.

To ensure optimal filling of the rolling stock corresponding to the oscillations of passenger fluxes, the amount, capacity and distribution of rolling stock on the transport network should vary. It would be ideal to continuously adjust the distribution of rolling stock along the routes over time in accordance with continuously changing demand for passenger transportation, so that any route is constantly withstanding equality between transportation requests and their provision.

Calculation of the required number of buses on the same selected route The situation funds will not change, for this it is necessary to carry out a comprehensive analysis of the route network of urban passenger transport and produce the necessary calculations. Coordinate the movement of buses, the routes of which are superimposed (duplicated).

I have no doubt that then you will have to rely on the required number of buses, as passenger traffic will be changed along the routes.

2.4 Drawing up the schedule of motion of buses

Due to the significant fluctuations in passenger traffic in the time of year and the days of the week of the schedule of movement, they constitute a spring-summer and autumn-winter period of the year, as well as for workers, Saturdays and Sundays.

The route timetable is the main document that defines the organization and efficiency of buses on the route and the starting and ending time and end of each flight, the time of passing the control points of the route, dining and intrasday breaks, drivers. Extracts from route schedules are the bus schedule, which indicates the operating time of a certain output, and the dispatching (station) timetable containing information about the movement through the corresponding buses of various routes.

The timetable must be developed taking into account the need to ensure:

Satisfying the needs of the population in transportation for each route;

Using the capacity of buses for established standards;

The minimum time spent passengers on travel;

The regularity of the bus movement throughout the route;

Creating the necessary amenities to passengers in the following way;

Compliance with the regime and working conditions of drivers and conductors under labor legislation;

Effective use of buses.

Motor transport enterprises and organizations are obliged to draw up the following types of travel schedules:

Summary route schedule for urban, suburban and long-distance messages in tabular form;

Station schedule of buses at the control point (for end and intermediate items of routes);

Working route schedules, issued to each driver when leaving the garage or on the dispatch point.

Table 6 shows the schedule of buses for the calculated number of large-class buses, the schedule is compiled by a tabular method. Table 7 shows the schedule for 18 buses of PAZ-32051, which is probably also described as a tabular method, as this is the main and widely used method in practice.

3. Economic part

When determining the average daily run of one car, it was accepted that the buses of the Mark Paz-32051 per shift perform 8 flights, PAZ-4234 - 8.5 flights, Paz-5272 - 9 flights (zero mileage was not taken into account).

Table 8. Route operational indicators

3.1 Calculation of the need and cost of fuel

The overall need for fuel is folded from the consumption of fuel for operation and ingenuity needs. Fuel consumption for intraharate needs is determined in the amount of 1-0.5% of the fuel consumption (accept 1%).

Table 9. Basic consumption standards and fuel type

Notes: b - gasoline; D - diesel fuel.

For buses, the normalized fuel consumption value is calculated according to the following ratio:

where Q. n. - regulatory fuel consumption, l;

S. - Mileage of the bus, km;

Fuel consumption transportation rate on the bus mileage, l / 100km, taking into account the location of passengers normalized by the class and destination;

Fuel consumption rate using standard independent heaters to work the heater, l / h (\u003d 1.7 l / h);

Car time with a working heater, hour;

Correction coefficient (total relative allowance or decline) to the norm in percent.

Then for the car PAZ-32051 the normalized fuel consumption value:

15 + 15 * 0.5 \u003d 22.5%; 15% - work in cold climate conditions (6 months from 01.11 to 30.05), 15% - work in the settlement with a population from 0.5 to 2.5 million people.

For the calculated amount of PAZ-32051

Salon heater operation time

The cost of fuel is calculated based on the total need for fuel and prices for 1 liter (or 1 ton) of fuel without VAT (but taking into account delivery).

The intraharate connectors and the technical needs of ATP increases the regulatory consumption of fuel by 0.5% of the total amount of fuel consumed.

For car PAZ-32051

Q. vn. garage\u003d 525724,57 · 0.05 \u003d 26286.23

The calculation of the cost of fuel is reduced to Table 10.

Table 10. Calculation of the annual needs and cost of fuel

The price of 1 liter of fuel is taken at the gas station "LUKOIL" located at the intersection of the streets of Severodvinskaya, etc. Bypass channel.

3.2 Calculation of automotive tire costs

The total tire costs fold out of the costs of their acquisition and restoration of wear and repair. Calculate the cost of purchasing tires.

Costs for the purchase of tires define the product of one tire kit (tire, camera and rim) on the need for tires. The need for automotive tires is calculated on the sets on the basis of the run, adopted in the plan for the year, and the rules of the tire run.

where BUT sh - need for tires;

n. sh - the number of tires mounted on the car, PAZ-32051 6 pcs., Paz-5272 6 pcs.;

L. sh - Tire running rate, km.

For the car PAZ-32051, 4234, the total rate of automobile tires mileage is 85 thousand km, and for the city of Arkhangelsk and the Arkhangelsk region, 73 thousand km. .

L. sh \u003d 73000 km.

PAZ-5272. L. sh \u003d 100,000 km (regardless of the area).

Required amount of tires for car PAZ-32051

The cost of spare parts and repair materials are calculated by the formula

where N. zh., N. rM. - costs of costs for spare parts and repair materials, respectively, rubles / 1000 km;

TO - The coefficient of bringing the cost of the cost of spare parts and repair materials to the level of the current year, its size is adopted depending on whether the standard is used in the calculations.

Then for the car PAZ-32051

662466.24 rub.

Then for the car PAZ-32051 (calculation)

1104110.4 rub.

Then for the car PAZ-4234

1169036,89 rub.

Then for the car PAZ-5272

1027002,69 rub.

The calculated annual material and technical support costs are reduced to Table 14.

Table 14. Logistics budget, thousand rubles.

Figure 9. Budget of logistical support, thousand rubles.

The number of drivers determine according to the guidelines.

The wonderful number of drivers is calculated by the formula

where AC. n. - stay in the outfit, auto-h.;

T. pZ. - preparatory and final time, is accepted at the rate of 0.3 hours per car-day of work, h;

F. n. - the nominal flow of working time is determined on the basis of the 40-hour working week of 5 days, h;

where D. to - the duration of the calendar year, days;

D. in, D. etc - the number of weekends and holidays in the year, respectively, days;

t. cm - the duration of the work shift, t. cm \u003d 8 C. .

Then for the car PAZ-32051:

The list of all workers are calculated by the formula

where C. sP - the list of all workers;

TO iRV - Coefficient of use of working time.

where F. e. - Effective working time fund, days.

Then for drivers

So for PAZ-32051:

The effective working time fund is determined by the balance sheet of working time (Table 15) as the difference between the nominal working time fund and the days of failure to work.

Employees of the company are provided annual primary paid leave for a duration of 28 days.

Annual Additional Paid Vacations are provided:

Working in the areas of equal to the districts of the Far North - duration is 16 calendar days (cold climate).

Employees engaged in work with harmful working conditions The duration of additional vacation for repair workers working in harmful working conditions - 12 calendar days, and for drivers - 6 calendar days.

4. Dispatching passenger traffic control

4.1 The main tasks and functions of the CDS

The main tasks of the CDA are:

Improving the quality of passenger transport service by increasing the regularity of movement, operational control over the state of the maintenance of passengers on the line, operational control of the movement of rolling stock in compliance with the safety of motion (in cases of occurrence of traffic violations, changes in the distribution of passenger traffic, conducting coordinated actions with other types of transport);

Improving the efficiency of use of buses through the rational use of the reserve of buses on the most loaded directions.

A feature of the dispatch control is to carry out real-time activities. This improves the requirements for the quality and timeliness of the adoption and execution of dispatching solutions. Errors in dispatch control are reflected during the transportation and, as a rule, they cannot be corrected.

Dispatching management is aimed at fulfilling the plan developed earlier and its operational adjustment in accordance with emerging deviations and fluctuations in the need for transportation. The need for dispatching traffic regulation is explained: insufficient knowledge of the management object, not allowing to plan all the parts of the transport process; probabilistic characteristics of the transportation system that are manifested in the failures of the transportation process.

Dispatching management is divided into intrapark and linear. Outdoor dispatch Passenger road transport is carried out by the dispatching group of the ATO operation department and solves the task: preparation of travel documentation for the production of rolling stock on line; reception and primary processing of this documentation when returning from the line; Equipment of rolling stock before leaving on line; release of mobile per line in accordance with the outfit; the rational use of the reserve of the rolling stock of ATO; reception and execution of preliminary transport orders; Registration of service orders at the request of organizations and citizens; acceptance of complaints and passenger statements; Analysis of the production of rolling stock on line and work on line; Registration of reporting documentation. Linear dispatch It is carried out during the stay of the rolling stock on the line (outside the territory of ATO) and its tasks are: ensuring the execution of the schedule of motion of buses and accounting for regular flights; control over the work on the line; regulation of the movement of rolling stock based on promptly collected information about the state of movement, traffic conditions and passenger traffic; restoration of disturbed movement; Organization of technical assistance to cars on the line; take action in case of an accident; operational information of passengers about movement; Analysis of the results of activity and registration of reporting documentation.

The control system provides for the following types of control:

Operational - for the full and timely release of buses by type, in the context of each route;

For buses on the line, their premature returns, downtime for technical and other reasons;

For the timely execution of flights provided for in the route schedules;

For the regularity of the motion of buses for each flight all over the route;

For using reserve buses;

Over the state of transportation of passengers on routes and efficiency of use of buses;

For the security of the traffic of buses;

The release and use of buses serving enterprises and organizations.

Restoration of the violated regularity of the movement of buses on routes is carried out by the TSD dispatching composition using the following techniques used for local conditions:

Bus exposure at the end item of the route. It applies when the driver arrived earlier than the time set in the route schedule. If this regulatory reception is repeated often, the route dispatcher makes recommendations on the time of reducing the flight time on this route in the daily report of the CDA;

Crawl of late in the next flight. It is used if the driver arrived at the final item with a minor delay, allowing without prejudice to passengers and traffic safety to increase speed in the next flight. Navigation on the way is allowed in cases if the delay of the bus is no more than 5% of the set time of the flight, taking into account the difficulty of the driver's route and qualifications;

Sliding intervals when sending a bus from the end station. It is used when removing one bus, when the actual movement interval between adjacent buses is doubled. At the same time, the route dispatcher, receiving messages from the control point, gives an indication of the bus driver or a linear dispatcher of the final station to rotate the intervals, i.e. To delay the departure of the previous bus for a while, equal to 1/3 of the interval, and the subsequent bus will be sent to the flight for 1/3 of the interval of the time set by the schedule

Departure of buses at the prompt interval. It is applied in special cases when two buses leave on the route and more.

The order of bus departure to the flight at the operational interval is a forced measure, since the drivers cannot use bus schedules, do not follow the time of the control intermediate points, and the regularity of the movement is usually broken down;

Departure of the bus to a shortened flight. If the time of delaying the bus to the end station exceeds the time of possible Nagon in the next flight, the dispatcher can send a bus to a shortened flight and thereby ensure its return to the final station (item) on schedule.

4.2 Goals and Directions of the Dispatch Service

Dispatch control pursues the goal of increasing the efficiency of using rolling stock and maintain the quality of passenger transport services at the regulatory level.

The most important area of \u200b\u200bthe dispatch service is the prevention and elimination of the effects of traffic violations. This is especially relevant for longbounding, since in this case the violations in motion affect the interests of many passengers, up to a violation by the carrier of their contractual obligations, and the overlapping of the route's track leads to the termination of the message on it. Most often, violations occur on the GPT in view of the concentration in the city of vehicles and routes.

Under violation of movement, the situation arises due to the inconsistency of the actual and planning characteristics of the transportation process, and the resulting reduction in the quality of passenger transport services. According to the severity of violations are divided into systemic, local and malfunctions.

The most frequent causes of violations are: mischief of rolling stock on line; Premature gathering of rolling stock with line; unforeseen and significant change in weather-climatic or road conditions; Random deviations from the time provided for by the schedule of proceedings of the route control points.

Senior CDA Manager on the bus transportation every hour receives information about the work of buses on routes and in the case of buses from the line, it has the ability to take a timely measures to switch buses from the route to the route, to demand from passenger ATP issuing reserve buses.

I would like to know how the impact on individual carriers. At the moment, the CDS Manager is not even able to directly contact bus drivers to transfer buses from the route to the route, communications is carried out through the mechanics or an individual entrepreneur on the phone (the call is most often about the refinement of the route of any of the buses or the cause of the lack of bus on the route).

In the case of one of the buses, on some of the routes, the intervals will not be evenly distributed among all buses, this time will share drivers of that individual entrepreneur, whose bus came off the route.

5. Passenger traffic quality

Before each passenger motor transport enterprise or organization is the task of improving the quality of public service and the efficiency of using rolling stock. Indicators of the quality of passenger traffic include: filling coefficient of rolling stock; Passenger time spent on movement; regularity of movement; The severity of road traffic accidents. Under an increase in the quality of transportation of passengers, the implementation of a set of measures involving a reduction in the cost of population time to move and improve the comfort of travel.

Ensuring the proper quality of passenger transport service is the primary task of each carrier of passenger automobile transport. The obligation to provide consumers of sufficient quality services was established by the Civil Code of the Russian Federation, the Federal Law "On Protection of Consumer Rights" from 07.02.92 No. 2300-1 (editors on 09.01.96 No. 2-ФЗ, with change of 17.12.99 No. 2-ФЗ) , Laws of the Russian Federation "On Certification of Products and Services" of 10.06.93 No. 5151-I (with amended and add. dated December 27, 1995, 02.03.98 and 31.07.98) and a number of sub-banner regulations of the Russian Federation and its subjects.

For example, the municipal contract for the carriage of passengers can often provide for the main indicator of the volume of traffic. When optimizing the bus route system, the volume of transportation due to a decrease in transformation will be reduced. It is necessary to organize transport service, accommodate housing, industrial, cultural, commercial and other objects to the trips to be extremely short, and the need for them is minimal. The exclusion of the monopoly of carriers, which starts the mechanism of competition for the passenger, is important.

"The exclusion of carriers monopolism, which launching the mechanism of competitive struggle for the passenger, is important, which is possible, this is an erroneous opinion. In Arkhangelsk, as indicated above, about 50 individual carriers are working and a competitive struggle for the passenger is competing between them. When the passengers served the municipal enterprise of APAP-1, the struggle for passengers was not conducted, the drivers did not suit the races and did not bother the road ahead of the travelers. Problems arose in the evening when the passengers were waiting for the penultimate and last flights to go home, and buses serving data flights left to the garage under the pretext of breakdown, another bus was not provided. Unfortunately, this problem was not solved with the advent of individual carriers, as before, drivers do not fulfill the last flights, as they believe that there is no point in drive a bus because of 2-3 people.

For route transportation, the most important indicator of reliability is the regularity and accuracy of motion. Movement is regular when vehicles follow at equal periods of time. In this case, they can move for sure (on schedule), or with the same deviations from it.

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