Introduction
1. Theoretical basis for the formation of compositions
2. Types and types of trains, rules for numbering cars
3. Calculation of tariffs for services provided
4. Procedure for selling regular tickets
5. Procedure for transporting things
6. Procedure for regulating transportation
7. Fire safety on the train
8. General safety precautions
Today, the process of reforming passenger rail transportation has finally moved into practice. However, the formation new structure is just the first step in this direction. The state and Russian Railways will have to unravel a whole tangle of problems and contradictions that have accumulated over decades in order to turn passenger transportation into a profitable and investment-attractive business.
Creating competition in passenger transportation is a necessary but extremely difficult measure to implement. Currently, the beginnings of competition in this segment are visible only in the most profitable areas. A dozen companies operate in suburban traffic, organized by Russian Railways together with local administrations of the most financially independent regions. Plans for other corporations to become operators passenger transportation are still far from practical implementation. However, even if their initiatives develop, the business of the new players will be concentrated only in highly profitable areas. It is unlikely that any significant portion of passengers will benefit from this.
Meanwhile, the state is very interested in developing competition on the railways. The creation of transportation companies independent from Russian Railways can be an effective tool for reducing budget subsidies for passenger transportation. However, in this case, the activities of new passenger rolling stock operators should also cover social transport. Only then will the federal government or local authorities be able to choose the most efficient passenger carrier and minimize budget costs.
Advantage railway transport is independence from natural conditions (construction of railways in almost any territory, the ability to rhythmically carry out transportation in all seasons, in contrast to river transport). The efficiency of railway transport becomes even more obvious if we take into account such advantages as high speeds of rolling car traffic, versatility, the ability to handle freight flows of almost any capacity (up to 75-80 million tons per year in one direction), many times less than other types of transport. Among the existing indicators, the following most accurately characterize the level of mobility of railway transport: meeting the needs of the national economy in transportation for a certain period of time, meeting cargo delivery deadlines, car turnover, sectional and technical speed, sectional speed coefficient, average idle time of a car under one cargo operation. In passenger transportation, the most important indicators are compliance with the schedule and timetable, implementation of the passenger transportation plan.
1. Theoretical basis for the formation of compositions
The carriages of departing passenger trains must be prepared in accordance with the “Technological process for inspection, on-line repair and outfitting of passenger carriages”. At the points of formation of long-distance and local passenger trains, passenger cars are fully prepared and equipped to the extent and within the time limits approved by the depot management and agreed with the sanitary inspection authorities.
Full preparation and equipment of passenger cars at formation points includes:
External cleaning of carriages;
Disinfection treatment of wagons;
Repair of internal equipment;
Changing forced ventilation filters;
Cleaning the interior of carriages;
Supply of wagons with items of removable equipment and tea trade;
Refilling with water and fuel.
At passenger train turnover points, partial preparation and equipment of passenger trains is carried out. When partially preparing passenger cars, the following is carried out:
External cleaning of carriages;
Disinfection of toilets and trash cans;
Repair of internal equipment (on request);
Cleaning the interior of carriages.
At the point of equipping passenger cars, it is strictly forbidden to pollute the tracks, between tracks and other places not intended for these purposes with garbage and other waste. Garbage from the carriage is removed to waste bins installed at the points between the equipment depot and the passenger train depot. Removal of garbage from garbage containers should be carried out regularly, avoiding their overflow, in following dates: in the warm period of the year at least once a day, in the cold period - once every two days. It is prohibited to use carriage toilets at outfitting and parking points of passenger trains. Liquid sewage must be removed in special devices. Sanitary preparation of the interiors of passenger cars is carried out by special teams.
The following types of preventive sanitary treatments are carried out at the points for preparing passenger cars for travel:
Disinfection of toilets, garbage bins (in each passenger train upon arrival at the point of formation and turnover);
Wet disinsection treatment of long-distance and local train carriages - at least once a month (depending on the insecticides used). Wagons intended for the transport of organized contingents must be disinfected and disinfested before and after such transport.
Bed linen is handed over to the laundry or to the complex team that receives the carriages from the conductors at the passenger station immediately after passengers disembark. Before handing over, the laundry is counted in the presence of a representative of the train crew.
Disinfection chamber treatment of bedding and soft equipment is carried out by the carriage depot at train formation points. For bedding and soft equipment, the following types and terms of preventive treatment are established:
Mattresses, pillows and winter blankets are subjected to dust removal and chamber treatment at least four times a year;
Summer blankets are washed and dry cleaned when soiled, but at least twice a month, winter blankets - at least twice a year;
Covers for mattresses and pillows are washed when dirty, but at least once a month;
Table napkins, curtains and sun shades are changed when soiled and always after each flight.
When cleaning the carriage, the conductor must wear a robe and rubber gloves. When cleaning the vestibule, he must lock the side and end (external) doors. When cleaning the interior of the car, portable ladders and special brushes for cleaning floors are used.
The location of water dispensers along the tracks with a pressure in the water supply network of 0.2-0.4 MPa (2-4 kgf/cm 2) and the number of workers in the outfitting teams should ensure the possibility of supplying water to all train cars within the time limits provided for by the technological process, and at intermediate stations - while the train is parked.
To supply the car with water, tankers connect its water filling pipes with hoses to the water dispensers available at the station. The length of water-filling hoses is determined by the location of the water dispensers and the possibility of supplying water to each train car, but to ensure normal working conditions for outfitters, it should not be more than 25 m. On railways, water-filling hoses are used, equipped with connecting heads, the same as in inter-car air brake hoses. highways. If the outside air temperature is below 0 °C, the system should be filled after keeping the car in a heated room for at least 1 day or after filling the heating system and heating the air in the car to +12 °C.
The conductor must pay attention to how the carriage is fueled. It is strictly forbidden to drag the filling hoses with their heads on the ground. During the period between refills, the heads of water filling hoses must be placed in special devices to prevent their contamination. At all water supply points with a water distribution network, both permanent and temporary, the compliance of water quality with GOST requirements is periodically checked.
The car conductor must ensure that the heads of the water-filling pipes of the cars are also protected from contamination. In order to prevent freezing, the heads of water-filling pipes are equipped with water or electric heaters. The most reliable means is to heat the filling pipes with hot water.
The water heater consists of a welded cylindrical body at the end of the filling pipe. Hot water is supplied to and removed from the heater through pipes. The heater body should always be hot to the touch. Isolation taps and valves on the inlet and outlet pipes of the heater are constantly open in winter. After refueling, the valves on the water-filling pipes are closed.
If signs of freezing are detected in pipelines, toilet bowls, and washbasin drain pipes, they should only be heated with hot water from the heating network. Do not heat with a torch or hot coal. When using a heating pad, be sure to wear gloves. Car drain pipes may only be heated inside the car.
At the points of turnover and formation of passenger trains near the equipment tracks, there are fuel warehouses where coal, firewood for heating cars, as well as charcoal and peat briquettes for servicing combined electric heating boilers are stored. Transport paths from the fuel depot to the equipment tracks and between the tracks are asphalted. Coal is transported from the warehouse to the wagons in calibrated containers (for 15-20 kg of coal) on cars. When equipping the carriage solid fuel Through the side vestibule door, the conductor must lock the opposite side and end doors of the car with a key.
Basics of organizing passenger transportation
Lecture outline
1. Characteristics of passenger transportation.
2. Features of the organization of passenger transportation in modern conditions.
3. Technical means for passenger transportation.
4. Passenger transportation management.
1.1. Characteristics of passenger transportation
The growth of the population, the increase in its well-being, the intensive development of the production forces of the Far North, Siberia, the Far East, Central Asia and other regions increase the mobility of the population, creating the need for a constant increase in the volume of passenger traffic by rail.
Today, the passenger complex of Russian railways is about 100 billion rubles. fixed assets and more than 140 thousand full-time employees. Long-distance passenger transportation in recent years has been characterized by a stable volume of traffic with an annual increase of about 2%.
In 2006, the volume of passenger traffic in all communications increased by 3.8% compared to the same period of the previous year and amounted to 139.4 billion passenger-kilometers. At the same time, in long-distance traffic the growth was 5.1%, in suburban traffic - 0.7%. During this period, 1122 million passengers were transported, including 111 million passengers on long-distance routes and 1012 million passengers on suburban routes.
This year was characterized not only by an increase in transportation volumes, but also by faster growth in revenue receipts compared to expenses. This made it possible for the first time to ensure break-even for long-distance passenger transportation in the summer. The most important milestone has been overcome - for the first time in three summer months, passenger transportation was break-even!
In July, cost coverage was 117.5%. In the summer of 2004, the growth in passenger traffic reached the predicted values, and in a number of directions significantly exceeded the forecasts, and the increase averaged 8-10%. At the same time, the volume of traffic in the direction of Crimea increased by 33%, Novorossiysk - by 12%, Sochi - by 16%, Anapa - by 34%. In July, 15.1 million passengers departed from Russian railway stations, which is almost 4.4% more than in July 2003. In August, 12.7 million passengers were dispatched, which is 4.7% more than in August 2003 In general, the “peak” of traffic throughout the network occurred on August 6, when 552 thousand passengers were sent (in 2003, the “peak” was on August 15 - 532.5 thousand passengers). Wherein maximum dimensions movements amounted to 2,247 trains per day versus 2,141 last year.
In 2005, passenger turnover of long-distance trains amounted to over 118 billion passenger-kilometers, which is 3.7% more than in 2004 (Table 1.1). The growth in passenger turnover is small: the influence of competition from other modes of transport - aviation and automobile - is taking its toll. Passenger turnover of railways today accounts for about 24% of the total volume of public transport in Russia.
In order to analyze how intensively the country's population uses a particular type of transport, an indicator of transport mobility of the population is used, which is equal to the ratio of passenger turnover to the total population of the country. Thus, for road transport this figure is the highest - according to estimates, in 2004 it was equal to 900 kilometers per resident of Russia per year. For railway transport, population mobility in 2004 was 790 kilometers per person (Table 1.2). The closest competitor of passenger trains, aviation, transported about 30 million people in 2004, while the passenger turnover of air transport amounted to about 83 billion passenger-kilometers. For every resident of Russia in 2004, there were 580 flight kilometers.
The dynamics of population mobility is explained by two factors: affordability and travel conditions. None of these factors work in favor of railway transport, especially in terms of long-distance transport. In the near distance (up to 200 kilometers), motor transport competes with railways. The increase in motorization of the population, associated with rising incomes, as well as the unsatisfactory quality of railway transport services, are gradually reducing the latter’s share in the total flow of passengers. On the far side (over 2000 kilometers) aviation is confidently regaining lost ground.
The average resident of Russia uses the services of a long-distance passenger complex once a year, while traveling an average distance of just under 900 kilometers. This indicator changes slightly, but it is possible that in the future, with a gradual decrease in the difference in tariffs between rail and air transportation, this average distance will decrease.
Passenger railway services, providing connections between various cities and regions of the country, are divided into direct, local and suburban:
Direct communication - within two or more roads;
Local communication - within the same road;
Suburban communication - within the suburban area.
Long-distance, traveling over a distance of more than 700 km;
Local, traveling up to 700 km;
Suburban, traveling a distance of up to 150 km.
In turn, long-distance and local trains are divided into fast and passenger.
Fast trains are formed from cars of increased comfort and have less weight and train population, travel at higher speeds, travel non-stop for 200-300 km, and the stop time is minimal.
Passenger trains are formed from carriages of less comfort than express ones; they include compartment and non-compartment carriages, and sometimes also carriages for sitting. They have greater weight and population, but lower route speed due to more frequent stops.
Suburban trains have less weight than local ones, and, as a rule, have a larger population. In addition to separate points (stations, sidings, etc.), these trains stop at passenger stopping points, arranged on the tracks specifically for boarding and disembarking passengers.
Tourist and excursion trains, traveling on long-distance, local and suburban routes, are formed from cars of the same category. These trains are intended to serve tourists.
On inactive lines with little passenger traffic and low throughput, freight-passenger trains operate, which are formed from passenger and freight cars and have a weight corresponding to the weight of a freight train.
The basis for organizing passenger transportation is the schedule of passenger trains, which is developed based on data on passenger flows and links the technological process of all departments and services providing these transportations.
Train numbering:
1. All year round ambulances No. 1-100.
2. Early summer ones No. 100-156.
3. Expressways No. 157-170.
4. Long-distance passenger:
Year-round No. 171-300;
Summer No. 301-400.
5. One-time:
Export No. 401-500;
Dashed Nos. 501-600.
6. Local No. 601-700.
7. Tourist and excursion No. 801-848.
8. Local regional No. 851-899.
9. Postal and luggage No. 901-950.
10. Cargo-passenger (on tickets) No. 951-970.
11. Human (according to cargo documents) No. 971-999.
12. Suburban No. 6001-6999.
Trains designated by whole numbers do not change direction throughout the entire route, while trains with fractional numbers change direction depending on the location of sections along the route. An even number is assigned to trains traveling from north to south and from west to east. Odd numbers - in the opposite direction.
The formation of passenger trains is carried out in accordance with established scheme trains, providing for the order of placement in carriages of various categories (sleeping, compartment, reserved seat, general, dining cars, etc.).
Comfort at stations and trains, high speeds of communication, departure and arrival of trains in accordance with the established schedule make up the necessary set of requirements to ensure a high level of passenger service.
At stations and terminals, the passenger begins and ends his use of railway transport. Technological process their work should provide for a high culture of passenger service. To achieve this, station and terminal technology must be based on the scientific organization of labor, the use of automation and mechanization of production processes, which significantly reduce the time spent on serving passengers.
High-quality service for passengers along the route must be ensured by the appropriate composition of trains, the equipment of cars and the efficient work of the train crew. High level passenger service largely depends on the quality of scheduling and scheduling of passenger trains.
1.2. Features of organizing passenger transportation in modern conditions
The efficiency and quality of passenger transportation is affected by a number of factors, which can be divided into technical ones, reflecting the characteristics of the type of transportation, and organizational ones.
The impact of the first group of factors is manifested in the following:
There are no specialized passenger lines on the railway network, and therefore the placement of trains on the schedule is subject not only to the requirements of organizing passenger transportation, but also freight traffic. The technical equipment and development of passenger stations, especially technical ones, do not ensure the reception, departure, formation and disbandment of passenger trains in the number of cars required by passenger traffic. The current restrictions on track conditions significantly reduce the route speed of passenger trains;
Large and major network nodes (Moscow, Rostov, Novosibirsk, etc.) are oversaturated with passenger traffic. Peak hours for commuter traffic upon arrival (7-9 a.m. local time) coincide with the most convenient time of arrival at the hub for long-distance passenger trains;
There is a shortage of passenger rolling stock. The state of the economy is very deplorable. 10% of rolling stock requires write-off due to service life, 40% of cars are older than 20 years. You can imagine what a 20-year-old car is in our private hands and what a carriage is like, through which thousands of people pass every year who are not responsible for the safety of this vehicle. So, 40% of the cars are over 20 years old, 70% of the cars are not equipped with a good air exchange system, and there is no air conditioning at all, which thereby does not provide basic amenities for passengers. Including compartment and SV carriages, not to mention the old reserved seat carriages. The volume of purchases of cars has decreased from 1600, the maximum value in 1992, when it was a state-owned company of the Ministry of Railways, and when the state could purchase rolling stock for itself, to 183 cars, the minimum number purchased in 1998. It is now very difficult to restore all this. About 1,200 wagons need to be purchased annually. We need 4000 at a time. Russian industry will not be able to provide such a volume, if we focus on 1200 cars, this will allow us not to worsen the condition of the carriage fleet at the first stage, and after 4 years we will move on to improving it. Wear is about 65%. It is planned to purchase 13,000 cars over a period of approximately ten years. This requires 269 billion rubles at current prices. The infrastructure is outdated, you are faced with this as passengers, first of all. Repair and maintenance of wagons are carried out under open air- routine maintenance, light repairs. In our country there is only one equipment depot that meets modern requirements, near the Kievsky railway station. This leads to low productivity, the maintenance of excess personnel and expenses for them, a large share of manual labor, and low quality of preparation of trains and rails. Since it is not possible to carry out many operations that modern rolling stock already requires, service centers from manufacturing plants are created. 24 repair and equipment depots (RED) are needed to maintain about 50% of modern rolling stock.
The task of further improving the repair and equipment base is urgent. It is necessary to complete the program to bring the car depots to the requirements technical regulations, determine specific measures to increase the responsibility of workers when preparing and equipping passenger trains for travel, more actively develop the technology for introducing wear-resistant car parts and increase the guaranteed mileage of a passenger car to 450 thousand km.
The second group of factors reflects the specifics of passenger transportation (unevenness of transportation, features of scheduling passenger trains and transportation planning).
Irregularity: the maximum occurs in July-August for direct and local connections and in July for suburban ones; minimum - for February.
Several characteristic periods can be distinguished during the year:
Winter school holidays;
Spring school holidays;
Some of these periods differ in the rate of growth or decline in passenger traffic, the average travel distance and other indicators of the structure of passenger traffic. Common to all periods is the change in passenger flow.
Suburban traffic is characterized by uneven traffic according to the hours of the day (morning arrival 7-9 o'clock and evening departure 18-19 o'clock).
Planning of passenger transportation is significantly different from freight traffic and is carried out on the basis of analysis and processing of data on the size of passenger traffic for previous years, taking into account the economic and political situation in the country.
The third group of factors (organizational) characterizes the features of the organization of passenger transportation. The existing system of indicators characterizes work in passenger traffic only from a purely transport side and does not directly reflect the quality of transportation. For example, currently there is no clear system of indicators (like freight traffic), which allows us to assert that the newly introduced or adjusted traffic sizes, train routes and, in general, a schematic schedule of rational existence.
The established indicators reflect only the population of the car, the level of speed and the number of trains in circulation and do not give a complete picture of the quality of the organization of passenger transportation. They do not reflect the number of transfers and their duration, convenience or inconvenience, train arrival and departure times and other travel conditions.
Thus, the established indicators do not fully reflect final result, and in some cases they can grow during clearly negative processes. For example, for commuter trains or shared carriages of long-distance passenger trains, passenger gyrometer kilometers will increase. Increased interchange creates additional opportunities to increase local revenues through increased sales of direct reserved seats or services at interchange locations.
A specific feature of passenger transportation is the tariff policy. Now the tariff is conventionally divided into two components: the so-called “ticket” (including costs for the transport structure and locomotives) and the “reserved seat” (services transport company and train stations). In practice, such a system deprives a specialized passenger carrier of the opportunity to estimate the costs of paying for the services of the owner of the infrastructure, stations, and traction rolling stock. Without knowing the structure of upcoming expenses, it is unthinkable to run an effective business.
Significant progress in the situation is possible after the approval of the new price list being developed 10-02-16, which provides for a clear separation of infrastructure, carriage, locomotive and station components. However, even this tariff structure no longer seems detailed enough. The infrastructure component of the tariff should be divided into initial and final operations (shunting work for the supply and removal of cars, formation of passenger trains) and movement operations. In this case, the carrier will be able to adequately assess the economic efficiency of creating its own (or leased) fleet of shunting diesel locomotives. The possibility of separating the station component should also be considered.
In addition to clear structuring of the tariff, its seasonal and geographic diversification is necessary. Today, Russian Railways is forced to keep about 3,000 cars in reserve to ensure the summer peak of traffic. Naturally, the costs of maintaining cars in working condition, which are used at best for three months a year, are not economically feasible. Meanwhile, state-regulated tariffs for passenger transportation are determined only by the class of carriages (general and reserved seat) and are in no way related to the season of departure and direction of trains.
1.3. Technical means for passenger transportation
The main technical means that ensure the transportation of passengers - rolling stock, automation and remote control devices, tracks - must have high reliability.
Since most railway structures and devices serve both freight and passenger traffic, the selection of their optimal parameters and operating technology is made for both types of traffic. Technical means serving passenger transportation must provide high speeds (at soon up to 160 km/h, and on some lines up to 200 km/h), travel safety, optimal weight of passenger and commuter trains, comfortable travel for passengers on trains and their service at stations, clear information for passengers about trains, their times of arrival and departure , minimal time spent on transfers, as well as high efficiency and economy of passenger transportation.
Currently, on the railway network, 85% of the tracks have heavy rails. On the most heavily loaded lines, rails weighing 75 kg/1 m in length are used. To accommodate high-speed trains, turnouts of the following grades are installed at stations: 1/11, 1/18, 1/22 and, in the future, 1/30. Switches of the P65 type 1/18 ensure the passage of trains onto side tracks at a speed of 80-90 km/h, P65 1/22 - up to 120 km/h.
Modern electric and diesel locomotives, multiple unit rolling stock, and all-metal cars on roller bearings are designed for the movement of passenger cars at high speeds. The weight and speed of passenger cars is determined by the locomotives. The main requirements for them are: reliable operation, sufficient power, autonomy, ease of operation and efficiency.
Czech electric locomotives operate on electrified lines:
ChS-1, ChS-3, with a power of 2350 kW, which reach speeds of up to 120 km/h;
ChS-2 N = 4200 kW, V = 160 km/h;
ChS-4 N = 5100 kW, V = 160 km/h;
ChS-2T N = 4510 KW, V = up to 160 km/h.
For high-speed traffic, the ER 200 electric train is used, providing speeds of up to 200 km/h and carrying more than 800 passengers simultaneously.
Main types of passenger diesel locomotives:
Two-section TE7 with a power of 1470 kW (each section), which reaches speeds of up to 140 km/h;
Single-section TE10 with a power of 2200 kW, speed up to 140 km/h;
TEP 60, power 2200 kW, speed up to 140 km/h;
TEP 70, power 2200 kW, speed up to 140 km/h.
Diesel locomotives, like electric locomotives, must provide the ability to travel long-distance and local trains weighing up to 1200 tons at speeds of 120-160 km/h. Moreover, for heavier trains such speeds are achieved by sectioning diesel locomotives.
The choice of traction type for suburban services is largely determined by the nature of traction support for freight and passenger traffic.
On electrified lines, commuter services are served by electric locomotives and electric trains. Electric trains usually consist of 8, 10 and 12 car trains, which are formed from motor-unit sections (consisting of a motor and a trailer car).
Electric trains are especially effective in areas with large passenger traffic. On non-electrified railways, suburban traffic is served by diesel trains and automatrices. The number of sections in diesel trains and trailer cars for automatic rice machines depends on the time of day. It should ensure high reliability of the composition. Sections are usually attached or unhooked at stations.
Most of the cars in circulation on the country's railways are all-metal. The main types of carriages: hard reserved seat (with lying down seats - 54 seats, sitting seats - 81), hard non-reserved seat (68-75 seats), soft with 2-seater compartments (16-18 seats), hard with 4-seater compartments (30-38 seats), etc.
The rather high tare values of all-metal cars (48-56 tons) and their insufficient capacity determine the large weight of passenger cars (800-1200 tons) with a relatively small number of passengers. To reduce car packaging, it is necessary to widely use light and high-strength materials, aluminum alloys and polymers.
1.4. Passenger transportation management
The Russian railway network is divided into 17 railways: East Siberian (Irkutsk), Gorkovskaya ( Nizhny Novgorod), Far Eastern (Khabarovsk), Transbaikal (Chita), West Siberian (Novosibirsk), Kaliningrad (Kaliningrad), Krasnoyarsk (Krasnoyarsk), Kuibyshevskaya (Samara), Moscow (Moscow), Oktyabrskaya (St. Petersburg), Privolzhskaya (Saratov) , Sakhalin (Yuzhno-Sakhalinsk), Sverdlovsk (Ekaterinburg), Northern (Yaroslavl), North Caucasus (Rostov), South-Eastern (Voronezh), South Ural (Chelyabinsk).
Each of them may include several departments of the railway (the East Siberian Railway has no departments), which are in charge of linear enterprises - stations, terminals, carriage and locomotive depots, track and communication distances, etc.
At the state level, regulation of the functioning of railway transport is carried out by Federal agency railway transport (FAZHT) as part of the Ministry of Transport. The FAZhT operates a number of departments in different sectors of the railway industry. Passenger services at the open level joint stock company Russian Railways (JSC Russian Railways) is managed by the Long-Range Passenger Transportation Department (CLD). The structure of the CLD includes the economics department, the international transportation department, the service tickets department, and the general department.
Since 2006, the Federal Passenger Directorate (FPD) has been created at JSC Russian Railways as a branch. The structure of the FPD includes the transportation organization department, the tariff department, the passenger car repair department, the inspection for certification and maintenance control branded trains, control and audit department, service development and passenger service departments at stations and on trains, marketing department, catering department, suburban transportation department.
The goals of reforming the passenger economy are, firstly, to reduce unproductive costs, and secondly, to stimulate the development of passenger services. “The face of the industry is passenger transportation.” This thesis formulates the course of industry reform. But no innovations can replace responsibility for train schedules, quality of service and attention to passengers.
On roads, management functions regarding the provision of passenger transportation are carried out by passenger services (the head of the passenger service has the index L). The service usually includes an operational department, a technical department, an economics department, and a free transportation department.
On the roads, the organization of passenger service work and the management of passenger buildings, technical structures, equipment, property, facilities and materials are carried out by passenger companies or regional passenger service directorates. As a rule, separate directorates for long-distance and suburban transportation are created. This division was carried out for better interaction between railways and regional authorities, which should ensure that the roads receive compensation for discounted passenger travel. For example, in Novosibirsk there is an “Express Suburban” directorate, on the Kuibyshev Railway there is a “Samara-Transsuburban” directorate, in St. Petersburg there is a “Transcom” directorate, etc.
The ranges of the directorates, as a rule, do not overlap, i.e. the structural divisions of the passenger economy are included in the structure of the directorate for long-distance or suburban transportation. At many stations, the application of this rule is difficult, since their stations serve both long-distance and commuter passenger traffic. Within the boundaries of railway departments (head of department - nod), passenger work is carried out only on suburban transportation.
1. Name the place of railway transport in passenger transportation.
2. How do passenger services differ?
3. Name the types of passenger trains and provide their comparative characteristics.
4. Which of the existing modern problems passenger complex have the greatest restraining influence on its development?
5. Describe the technical means of passenger transportation.
1. Introduction
Bus transport represents the most widespread type of passenger road transport. It plays a significant role in the country's unified transport system. It accounts for more than 60% of the volume of transportation of all types of mass passenger transport, and passenger turnover is about 40%. Bus as transport common use has become widespread not only in cities, but also in rural areas. Buses are used in urban, suburban, intercity and international regular services. In the vast majority of small towns, the bus is the only type of mass passenger transport. Buses provide transport links throughout the city and help unite all districts of the city into a single urban complex. On intra-district, inter-district and intra-regional routes bus transport provides transportation of passengers to railway stations, river ports, summer cottages, and distant bus stations bus services. In intercity transport, bus transport carries out extra work railway and air transport. In some cases, the route of long-distance bus services is more straightforward and passengers are delivered to their destination by buses with significant time savings.
The main tasks of entities engaged in passenger transportation are:
· full satisfaction of the population's needs for passenger road transport.
· ensuring a high culture of passenger service and ensuring transportation safety.
· effective use Vehicle and maximum reduction in transport costs
· generalization and dissemination of advanced work methods.
During the period of economic reforms from 1992 to 2002, global changes in the management and reform of this industry occurred in the country's road transport. The ownership of motor transport as subjects of the provision of motor transport services has changed radically. In the passenger car market transport services There are enterprises of all forms of ownership from state, municipal, joint stock to private entrepreneurs.
The purpose of this course project is to organize the operation of buses on a suitable route “N. Novgorod - Kamenki"
Transportation organization includes:
· systematic study of passenger flows;
· development, based on materials from a survey of passenger flows, of rational route schemes, providing, if necessary, for opening new and changing the direction of existing routes, choosing a top and determining the number of rolling stock on the route;
· drawing up bus schedules and scheduling buses on the line;
· traffic control of vehicles and operational control of regularity of movements;
· servicing passengers at bus terminals, bus stations and along the route;
· organization of work of drivers;
2. Calculation and technological section
2.1. Determining the distance between stopping points and along the route as a whole.
A bus route is an established and appropriately equipped bus route between starting and ending points.
To measure the length of the route, a commission consisting of representatives of the road and motor transport organization is created. The commission, by driving a car equipped with a working and sealed speedometer, determines the actual distance between the stopping points provided for highways, including inside cities and towns. The distance between stopping points must be determined with an accuracy of one tenth of a kilometer. Based on the results of the measurement, the commission draws up a report. (table 2.1)
Table 2.1.
measuring route length
Using the act of measuring the length of the route, we calculate the distance between stopping points and along the route as a whole.
2.1.1. The distance between stopping points (length of the stretch) is determined by the speedometer readings.
L lane =PS n+1 -PS n; km,
where PS is the speedometer readings, PS n+1 is the speedometer readings at the next point, and PS n is the speedometer readings at the previous point.
1. Stage: N. Novgorod - Olgino
L lane =111.0-100.0=11.0 km.
2. Stage: Olgino - B. Borisovo
L lane =113.8-111.0= 2.8 km.
3. Stage: B. Borisovo - Mitino
L lane =118.0-113.8=4.2 km.
4. Driving: Mitino – Vyazovka
L lane =121.0-118.0=3 km.
5. Route: Vyazovka – Gardens
L lane =126.6-121.0=5.6 km.
6. Route: Gardens – Kamenki
L lane =131.7-126.6=5.1 km.
2.1.2. The distance from the starting point to subsequent stopping points and along the route as a whole.
L=PS n - PS 1; km. ,
where PS n – speedometer readings at the nth point,
PS 1 – speedometer readings at the starting point of the route.
1. N. Novgorod - Olgino
L=111.0-100.0=11.0 km
2. N. Novgorod - B. Borisovo
L=113.0-100.0=13.0 km
3. N. Novgorod - Mitino
L=118.0-100.0=18.0 km
4. N. Novgorod – Vyazovka
L=121.0-100.0=21.0 km
5. N. Novgorod – Gardens
L=126.6-100.0=26.6 km
6. N. Novgorod - Kamenki
L=131.7-100.0=31.7 km
Check: L m =L 6 =åL lane; km.
L m =11.0+2.8+4.2+3+5.6+5.1=31.7 km
The calculation results are entered into table 2.1
2.2. Determining the time of movement, message, flight, return flight.
To determine the time of the voyage, timing observations are made. Timing observations are carried out along the route of the surveyed route on rolling stock that has the lowest technical and operational characteristics used in the direction in question. The driver of the bus on which the flight time is measured must have average qualifications and know the route being surveyed. Timing is carried out for all operating hours on typical days of the week (weekdays, Saturdays, Sundays), each season of the year (winter, spring, summer, autumn), as well as when the operating mode of transport and passenger flows change. The position of the timekeeper on the bus is determined by the best possible view of the route, as well as the entry and exit doors of passengers. The observations are recorded on a time map of the route containing a list of stopping points. Based on the results of processing time-keeping observations, a report is drawn up (Table 2.2).
Table 2.2.
processing time observations along the route
2.2.1. Movement time.
Travel time is the time spent by a bus on the route from one end point to another, taking into account delays due to traffic reasons.
To determine the travel time, we use a map for processing timing observations along the route (Table 2.2); the travel time along the route for a trip is determined by summing up the travel time for individual sections.
t dv =åt` dv; min. ,
where t` dv – travel time on one stretch, min.,
n – number of stages on the route.
t dv =24+6+9+6+10+10=65 min=1.08 hours.
2.2.2. Downtime at intermediate points per flight.
Downtime at intermediate points for a flight is determined by summing up the downtime at individual intermediate points.
t by = åt` by,
where t` is the downtime at the intermediate point, min.
k – number of intermediate stops
t by =1+1+1+1+1=5 min.
2.2.3. Message time.
Communication time is the time from the moment of departure from one final stop to the moment of arrival at the other final stop, it includes travel time and idle time at intermediate points.
t c = t dv + t po; min.
t c =65+5=70min.=1.16 hours.
2.2.4. Flight time.
A flight is the distance a bus travels in one direction from one end point to another; the flight time includes travel time, downtime at all intermediate stops and parking time at one end point.
t r =t dv +t by +t co; min.
t p =65+5+10=80 min=1.33 hours.
2.2.5. Return flight time.
A return trip is the distance traveled by a bus in both directions.
The return trip time includes the forward trip time and the return trip time.
t rev = t r pr + t r arr; h.
in this embodiment, t r in the forward direction is equal to the flight time in the opposite direction.
t r pr = t r arr = t r;
t rev = 2*80=160 min= 2.66 hours.
2.3. Calculation of bus speed (average technical, communication, operational).
2.3.1. Average technical speed.
Average technical speed is defined as the ratio of route length to travel time.
V m = L m / t dv; km/h
V m = 31.7 / 1.08 = 29.35 km/h
2.3.2. Message speed.
The message speed characterizes average speed movement of passengers along the route and is determined by the ratio of the route length to the communication time.
V c = L m / t c; km/h
V c = 31.7 / 1.16 = 27.3 km/h
2.3.3. Operating speed.
Operating speed is defined as the ratio of route length to travel time.
V e = L m / t r; km/h
V e = 31.7 / 1.33 = 23.8 km/h
2.4. The concept of passenger flows. State the goals and methods of their study.
2.4.1. The concept of passenger flows.
The movement of passengers in one direction of a route is called passenger flow. Passenger flow can be in the forward direction and in the opposite direction.
Passenger traffic is characterized by:
· power or intensity, i.e. the number of passengers traveling at a certain time on a given section of the route in one direction
· volume of passenger transportation, i.e. the number of passengers transported by buses over a certain period of time (hour, day, month, year)
· passenger turnover, i.e. transport work performed when transporting passengers.
The nature of the characteristics of passenger flows is their unevenness. They change by time (hours, days, day of the week, period of year, etc.), by sections of the route (segments) and directions of the route.
2.4.2. Goals, timing of studying and surveying passenger flows.
To improve the quality of the transport services provided and ensure the efficient use of rolling stock, entities are required to systematically study passenger flows by day of the week and month of the year, both on individual routes and on the entire route network. Enterprises and organizations that have the right to open bus routes annually draw up and approve a schedule for surveying passenger flows, in which they determine the timing of its implementation.
The state customer for passenger transportation and municipal administrations, if necessary, provide assistance in conducting surveys and studying passenger flows. The survey of passenger flows is carried out comprehensively and selectively. A complete survey is carried out simultaneously on all routes of one (or several types of transport). Selective - on individual routes or route flights.
The following frequency of surveys of passenger traffic on bus transport is established:
· continuous – on the entire urban, suburban and intercity route network at least once every three years
· selectively – on certain urban, suburban and intercity routes at least twice a year (in autumn-winter and spring-summer periods), as well as with a sharp change in passenger flows.
· on newly opened routes, the examination is carried out after three or four months of regular bus operation.
The survey of passenger flows is carried out in accordance with current regulatory documents. The material obtained as a result of the passenger flow survey serves as the basis for adjusting the route diagram of individual routes, drawing up bus schedules, and organizing express, semi-express, shortened and paired flights. Selecting the type of buses, distributing them along routes, assigning stopping points. The materials are also used to develop measures to improve service to the population during rush hour.
2.4.3. Methods for studying passenger flows.
To solve the problems of current planning of passenger transport, improve the route network, and improve the quality of service to the population, the following methods of studying passenger flow are used:
· method of visual inspection of rolling stock filling. It is carried out at the stopping point on a six-point scale, represented by the silhouettes of the rolling stock and marking the degree of filling.
1 point – lowest – corresponds to 1/3 of the seats being occupied.
2 points – 2/3 of the seats are occupied.
3 points – all seats are occupied.
4 points – all seats are occupied and approximately half of the standing places are occupied.
5 points – corresponds to the maximum permissible filling.
6 points – the highest degree of filling, the bus interior is overcrowded.
Using this method, you can determine the capacity of passenger traffic by route sections and hours of the day. The regularity of traffic on stages, the coefficient of intra-hour unevenness of passenger flow, and the registration of the filling of a mobile unit is carried out on a specially designed hourly format.
· method of counting incoming and outgoing passengers at a stopping point. Data is recorded in a special table (counting-tabular method). This method allows you to determine the passenger turnover of a stopping point and the regularity of traffic on stages.
· visual method. Method of visual inspection in rolling stock. It is carried out by accounting workers by driving along the route and recording the filling of the rolling stock on the list of stopping points, also on a six-point scale. It allows you to determine the capacity of passenger traffic by route sections and by hours of the day.
· a method of interviewing passengers at a separate stopping point. It allows you to determine transport connections with other stopping points. When interviewing passengers waiting for rolling stock, a special hourly communication table is filled out.
· method of comprehensive survey of passenger traffic on existing routes. It is carried out in rolling stock in three main ways:
a) using an registration coupon issued to the passenger at the entrance to the cabin with a mark on the boarding stop and collected at the exit with a mark on the number of the disembarkation stop. The survey method is labor-intensive to process and is not designed for the use of computer technology.
b) By surveying incoming passengers regarding their exit stop (previously this method was called a tabular method). The essence of this method is that the surveyor, having learned from the passenger which stop he is going to, must enter the destination in a specially designed table opposite the boarding point.
c) by counting the number of passengers entering and leaving at each stopping point and filling out the corresponding tables (counting - tabular method).
With a comprehensive survey, it is possible to determine the distribution of passenger traffic along routes, the capacity of passenger traffic across sections, the average passenger travel distance along the route, the correspondence of passengers between stopping points on the route, the occupancy rate, the turnover rate of passengers, and other indicators.
· method of surveying labor correspondence (questionnaire method). It is carried out by filling out questionnaires in enterprises, institutions, and at the place of residence. This method can determine the average distance of movement around the city, correspondence between city districts. There is also a reporting and statistical method based on the analysis of data on revenue from the transportation of passengers on routes and tickets sold. Due to less labor intensity and the possibility of obtaining a significant number of indicators and using computer technology to process observation results, the tabular method is most widely used in bus transport.
The passenger flow survey consists of three stages:
a) preparation for the examination
b) conducting a survey
c) processing of survey materials
Organizational and technical preparation of the examination method:
· determination of goals and choice of survey method;
· determination of the labor intensity of preparing the survey for groups of workers (instructors, accountants, Information Support);
· determination of the volume of computational work;
· determination of the volume of transport work for the delivery and delivery of accounting workers;
· determination of the scope of graphic work;
· determination of prices for all types of work;
· development of a schedule for preparing, conducting surveys, processing and analyzing materials;
· drawing up cost estimates and identifying sources of financing for work;
· concluding contracts with performers and other work;
The population is notified about the planned survey through the media and special announcements at least 10 days before the start of the survey. The result of processing the survey materials are tables of distribution of passenger flows by hour of the day (Table 2.3), sections of the route during rush hour (Table 2.4), correspondence from stopping points, etc.
Table 2.3.
Distribution of passenger traffic by hours of the day
| Number of passengers | Number of passengers | ||||
| Hours of the day | Directions | Hours of the day | Directions | ||
| direct | the opposite | direct | the opposite | ||
| 5 – 6 | 44 | - | 14 – 15 | 69 | 62 |
| 6 – 7 | 67 | 50 | 15 – 16 | 65 | 58 |
| 7 – 8 | 87 | 74 | 16 – 17 | 27 | 50 |
| 8 – 9 | 67 | 54 | 17 – 18 | 56 | 20 |
| 9 – 10 | 57 | 27 | 18 – 19 | 47 | 40 |
| 10 –11 | 24 | 50 | 19 – 20 | 23 | 47 |
| 11 – 12 | 51 | 54 | 20 – 21 | 10 | 22 |
| 12 – 13 | 61 | 58 | 21 – 22 | - | 17 |
| 13 – 14 | 63 | 61 | |||
Table 2.4.
Distribution of passenger traffic by route sections
during rush hour (from 7 to 8)
2.5. Construction of diagrams, distribution of passenger traffic by hours of the day and sections of the route during rush hour.
A graphical representation of passenger flow is called a passenger flow diagram.
2.5.1. Constructing a diagram of the distribution of passenger traffic by hour of the day.
Using the information obtained as a result of processing the survey materials (Table 2.3) and choosing the image scale, we build a diagram of the distribution of passenger traffic by hour of the day. (see Graphic part, sheet 2)
“Rush hour” in the forward direction is from 7 to 8, when 87 passengers are transported, in the opposite direction from 7 to 8, when 74 passengers are transported.
2.5.2. Constructing a diagram of the distribution of passenger traffic along sections of the route during rush hour (from 7 to 8).
Using the information obtained as a result of processing the survey materials (Table 2.4) and calculations in paragraphs 2.1.1 - 2.1.2, choosing the scale of traffic volume and distance, we construct a diagram of the distribution of passenger traffic along sections of the route during rush hour. (see Graphic part, sheet 3)
The busiest section of the route is the Mitino – Vyazovka section, on which 68 passengers are transported in the forward direction during rush hour; this value is taken for further calculations.
2.6. Determination of the number of passengers transported per day, passenger-kilometers performed.
2.6.1. Number of passengers transported per day.
The number of passengers transported per day is determined by summing the number of passengers transported per hour in forward and return directions.
Q day = åQ h, pass.
where Q h is the number of passengers transported in one hour on the route
5 – buses start operating
22 – end of bus service
Forward:
Q day pr =44+67+87+67+57+24+51+61+63+69+65+27+56+47+23+10=818 pass.
In the opposite direction:
Q day arr =50+74+54+27+50+54+58+61+62+58+50+20+40+47+22+17=1562 pass.
Overall for the day:
Q day = Q day pr + Q day arr; pass.
Q day =818+1562=2380 pass.
2.6.2. Number of passenger kilometers completed per day.
R day =(Q day pr + Q day arr) *L avg pass-km,
where L avg is the average travel distance of one passenger based on survey materials.
L av =16.3 km. (Table 5, tasks)
R day =(818+1562)*16.3=38794 pass-km
2.7. Determining the number of buses on the route, interval and frequency.
The route is served by PAZ-3205 buses.
Brief technical characteristics.
Wheel formula - 4x2
The body is all-metal, load-bearing, welded, carriage-type;
one passenger door, driver's door, emergency exit door
Number of passengers – seating 28, total 37
Weight - weight of the equipped bus 4720 kg
full mass 7705 kg
on the front axle 2890 kg
on rear axle 4815 kg
Heating system - heater from a radiator and 3 heaters connected to the engine cooling system (from 4 heaters connected to the engine cooling system and starting heater)
Overall dimensions (mm) - length 7000
width 2480
height 2960
base 3600
front wheel track 1940
track rear wheels 1690
ground clearance 264
door opening width 726
distance from floor to ceiling of salon 1962
Steering mechanism - MAZ-64229 with power steering
Drive axle - rear, main gear - conical, hypoid, gear ratio 6,17
Ventilation - 3 hatches in the roof, vents on the side windows
Clutch - 1-disc, dry, with torsional vibration damper;
Brake systems - working-double-circuit with pneumohydraulic
drive; shoe brake mechanisms, bar-
bath type;
parking– mechanical drive to the brake me-
mechanisms of the rear wheels (bar brake mechanism)
bath type affecting the transmission);
Suspension - front- dependent, spring with shock absorbers;
back- dependent, spring with correction springs and
shock absorbers;
spare- one of the circuits of the service brake system;
Fuel tank - capacity 105 l
Tires - 8.25R20
Seats - semi-soft, double, not adjustable, upholstery - leatherette;
semi-soft, separate, non-adjustable, upholstery - velor;
2.7.1. The required number of buses to service the route.
A m =Q max *t rev / g n; units ,
where Q max is the intensity of passenger traffic; Q max =68 (see paragraph 2.5.2)
t rev - bus turnover time; t rev =2.66 h (see paragraph 2.2.5)
g n – nominal capacity of the bus; g n =36 people.
A m = 68*2.66/36=5 units.
2.7.2. Movement interval.
The interval of movement is the time between the arrival at the stopping point of buses following one another. The interval is determined by the ratio of the turnaround time in minutes to the number of buses operating on the route.
I = (t rev / A m) * 60 ; min.
I = (2.66/5)*60 = 32 min.
2.7.3. Bus frequency.
Bus frequency is the number of buses passing per hour in one direction through a specific stopping point.
N a = A m / t rev; auto/h or N a = Q max / g n; auto/h
N a = 5 / 2.66 = 1.8 auto/h or N a = 68 / 36 = 1.8 auto/h
2.8. Preparation of bus schedules.
2.8.1. General scheduling requirements.
The schedule is the basis for organizing bus traffic on routes and is mandatory for all line workers of passenger vehicles. It determines the number of flights, travel time between stops, etc.
The traffic schedule should be developed taking into account the need to ensure:
· meeting the needs of the population for transportation along each route;
· use of bus capacity according to established standards;
· minimal passenger time spent on travel;
· regulation of bus traffic along the entire route;
· creation of necessary amenities along the route;
· compliance with the regime and working conditions of drivers and conductors, in accordance with labor legislation;
ATP, organizations, entrepreneurs and individuals are required to draw up a bus schedule in accordance with the requirements of the current regulatory documents. The traffic schedule for all types of bus transportation (urban, suburban, intercity) must be drawn up on the basis of standard speeds at individual stages of the route, provided that these speeds comply with the permitted rules traffic and road signs. Based on the operating conditions of the rolling stock, maximum speeds on routes can be set below the limit established by traffic rules.
Bus schedule for city, suburban, intercity and intra-district bus routes annually agreed with the administrations of districts and cities, and approved by the state customer for passenger transportation.
The route schedule is the main document of the vehicle operation service and determines its operating mode, the required number of rolling stock, drivers, material, financial and other resources.
In order to best serve passengers, increase the productivity of rolling stock and make better use of it, the route schedule is developed in several options:
· weekdays, pre-weekends and weekends;
· autumn-winter and spring-summer seasons;
The need to have different timetable options are:
· variability of passenger flows;
· changes in the time norms for the movement of rolling stock on the route;
· changes in the number of rolling stock produced for work on the route;
Based on the data contained in the route schedule, the following are developed:
· driving schedules;
· traffic schedule for dispatchers at the final and intermediate points of the route;
· traffic schedule for passengers (if the traffic interval exceeds 15 minutes);
Each bus route on the schedule is assigned a specific exit number, i.e. schedule number according to which the sequence of bus release for each route is carried out.
The beginning and end of bus service on each route are determined by local conditions, taking into account the distribution of demand for transportation.
The methodology for drawing up a traffic schedule is largely formalized. In the process of drawing up a traffic schedule, mainly analytical and partially graphical methods are used.
Route schedules, developed in tabular form, contain data characterizing the route route, differentiated mileage rates by periods of the day, the accepted working hours of drivers, the type and quantity of rolling stock used, the start and end time of movement on the route, the length and time of zero runs and other requirements.
The required number of trips, interval and frequency of movement are calculated in accordance with the data on the distribution of passenger flows separately for “rush hours” and other hours of the day, special attention is paid to determining the number of necessary trips during “rush hours”, the calculation of which is carried out taking into account the normal filling of buses in compliance with the established passenger service quality standards.
2.8.2. Initial data for development route schedule.
The number of operating buses on the route is 5;
Zero mileage:
from the ATP to the starting point – 5 km;
from the final point to the ATP – 5 km;
Time to zero mileage:
from the ATP to the starting point – 10 minutes;
from the final point to the ATP – 10 minutes;
Travel time from the starting point to the final point (clause 2.2.3.) – 70 minutes = 1.16 hours;
Downtime at each final stop is 10 minutes (according to Table 2.2);
The starting and ending point of the movement is N. Novgorod;
The time of the first departure from the starting point is 5 00;
Movement interval – 32 min min;
Last departure time from N. Novgorod to Kamenki - 19 08
Operating mode: two shifts;
Lunch break location:
1st shift – Kamenki
II shift – N. Novgorod
The average duration of a lunch break is 50 minutes;
The place where bus crews change on the line at the starting point of the route.
2.8.3. Development of a bus schedule on a suburban route.
Based on the initial data given in paragraph 2.8.2, we draw up a schedule. (see Graphic part, sheet 4)
2.9. Determination of bus performance indicators according to schedule.
2.9.1. Duration of operation of each bus.
The operating time of the bus is the time from the moment of leaving the ATP until the moment of returning to the ATP, minus the time of lunch breaks.
T n = t arrival - t exit - åt about lane; h.
T 1 n = 19 40 – 4 40 + (0 50 + 0 30) = 13 40 hours.
T 2 n = 20 12 – 5 12 + (0 50 + 0 30) = 13 40 hours.
T 3 n = 20 44 – 5 44 + (0 50 + 0 30) = 13 40 hours.
T 4 n = 21 16 – 6 16 + (0 50 + 0 30) = 13 40 hours.
T 5 n = 21 48 – 6 48 + (0 50 + 0 30) = 13 40 hours.
All buses operate on the line for the same number of hours.
2.9.2. The car is in use for hours.
ACh e = å T n; h.
ACh e = 13 40 + 13 40 + 13 40 + 13 40 + 13 40 = 68 20 h = 68.33 h
2.9.3. Average amount of time on duty.
T n av = ACh e / A m; h.
T n av = 68.33 / 5 = 13.66 hours.
2.9.4. Number of trips performed by one bus.
n`р = nр 1cm + nр 2cm; flights
n` р = 6 + 4 = 10 flights
All buses perform the same number of trips.
2.9.5. Total number of scheduled flights.
n r disp = ån` r; flights
n r schedule = 10 + 10 + 10 + 10 + 10 = 50 flights
2.9.6. Checking the operating time of one bus.
T n = n` p * t p + åt o ; h
T n = 10 * 80 + 20 = 820 min. = 13.66 hours
2.9.7. Mileage of buses along the route with passengers.
The distance traveled by a bus along a route with passengers is called useful mileage.
L floor = n r spread * L m; km.
L floor = 50 * 31.7 = 1585 km.
2.9.8. Total mileage of buses.
L total = L floor + A m * åL o; km.
L total = 1585 + 5 * 10 = 1635 km.
2.9.9. Daily mileage utilization rate.
β = L floor / L total
β = 1585 / 1635 = 0.97
2.10. Compiling a travel cost table.
Tariffs for passenger transport services in the region are established in accordance with the law and are mandatory for all entities engaged in passenger transportation.
The fare on suburban routes is set based on the approved tariff per passenger kilometer and the distance between stopping points on the route and the type of rolling stock.
The distance between stopping points on the route must be determined with an accuracy of 0.1 km.
On a commuter route, a fare table is compiled indicating the cost of travel from the starting point to the final point and between intermediate points.
2.10.1. Table of distances between stopping points.
11.0 km 2.8 km 4.2 km 3.0 km 5.6 km 5.1 km
2.10.2. Route cost table.
Based on the tariff for one passenger kilometer (30 kopecks), we determine the cost of travel between stops and along the route as a whole.
C pr = 0.3 * L lane; rubles
2.11. Income from passenger transportation per day.
D lane = m n-km * R day; rubles
D per = 0.3 * 38794 = 11638.2 rub.
Note: Income is calculated without taking into account discounted travel for some categories of passengers and travel for children.
2.12. Calculation of the production program for operation.
2.12.1. Listed number of buses.
A sp = A m / a i; units
where A m is the number of buses on the route according to the schedule,
a and – park utilization factor,
A cn = 5 / 0.72 = 6.9 units.
2.12.2. Vehicle - days in operation.
AD e = A m * D e; hell.
where D e is the number of days of work per year
AD e = 5 * 365 = 1825 a-d.
2.12.3. Car - days on the farm.
AD x = A sp * D k; hell.
where D k – calendar quantity for a period or year
AD x = 6.9 * 365 = 2519 a-d.
2.12.4. The car is in use for hours.
ACH e = T n * AD x; h.
ACh e = 13.66 * 1825 = 24929.5 hours.
2.12.5. Average daily mileage of a bus.
L av.s = L total / A m; km.
L av.s = 1635 / 5 = 327 km.
2.12.6. Average daily useful mileage.
L avg floor = L floor / A; km.
L avg floor = 1585 / 5 = 317 km.
2.12.7. Total mileage of buses per year.
ℐ total = L av.s * AD e; km.
ℐ total = 327 * 1825 = 596.8 thousand km.
2.12.8. Mileage of buses with passengers per year.
L floor = L avg floor * BP e; km.
L floor = 317 * 1825 = 578.5 thousand km.
2.12.9. Mileage utilization rate per year.
β total = L floor / ℐ total
β total = 578.5 / 596.8 = 0.97
2.12.10. Volume of traffic per year.
Q year = Q days * D e; pass.
Q year = 2380 * 365 = 868.7 thousand passengers.
2.12.11. Passenger turnover per year.
R year = R day * D e; pass-km
P year = 38794 * 365 = 14159.8 thousand pass-km.
2.12.12. Number of scheduled flights per year.
N r year = n r day * D e; flights
N r year = 50 * 365 = 18250 flights
3. Organizational section.
3.1 General issues of organizing the work of bus crews.
A set of measures that ensure the rational placement of drivers, regulating their time and shifts on the route, as well as rest time, is called the labor organization system for bus crews.
The organization of work for drivers and conductors must ensure:
· efficient operation of buses in accordance with the approved schedule and quality service for passengers;
· safety of passenger transportation;
· full use of the standard working time for the accounting period;
· compliance with the duration of the working day established by labor legislation, the procedure for providing rest and breaks from work for meals;
· efficient use of buses;
Bus traffic conditions on each route differ in the nature of the distribution of passenger traffic and traffic volume, turnaround time, opening and closing of traffic, as well as the duration of the buses’ stay on the line. Therefore, the duration of the shifts of drivers and conductors differs in the time of their departure on different routes and depends on the route schedules.
Considering that the turnaround time, as a rule, is not a multiple of the duration of the work shift, it is not always possible to create a working day of normal length for drivers. Therefore, according to the current regulations, bus drivers are allowed to introduce summarized monthly working time recording, so that the duration of the working time fund for the month does not exceed the monthly working time fund established by law.
According to road safety conditions, the duration of a driver’s work shift with cumulative recording of working hours can be set to no more than 10 hours.
Shift schedules determine the start, end and duration of the work shift, the time of breaks for rest and meals, as well as the time provided for inter-shift and weekly rest. Shift schedules are brought to the attention of drivers no later than two weeks before they come into effect.
A break for rest and food is provided for no more than 2 hours, usually in the middle of the work shift. The duration of daily rest, together with the time of breaks for rest and food, must be at least twice the duration of work in the shift preceding the rest. Normal working hours cannot exceed 40 hours per week.
3.2. Basic forms of labor organization for bus crews.
The following forms of labor organization are used in passenger vehicles:
Built form
With this organization, 3 drivers are assigned to one bus, the average duration of a work shift is 8.9 hours, the time the bus spends on the route is 18.2 - 19.2 hours.
Two-Half Shape
This form provides for the assignment of 5 drivers to two buses, one of whom is a substitute, the average duration of a work shift is 7.4 hours, the time the bus is on the route is 15.2 - 16.2 hours.
Twin form
This form provides for the assignment of 2 drivers to one bus, the duration of the work shift is 7 hours, the time the bus is on the route is 15 - 16 hours.
Twin form
This form provides for the assignment of 2 drivers to one bus, working every other day, the duration of the work shift is 11.8 hours, the time spent on the route is 12 - 12.5 hours.
One and a half form
This form provides for the assignment of 3 drivers to two buses, the duration of the work shift is 8.9 hours, the time spent on the route is 9.1 - 9.6 hours.
Single form
This form provides for the assignment of one driver to one bus, the duration of the work shift is 7 hours, the time the bus is on the route is 7.3 - 7.8 hours.
3.3. Calculation of the required number of drivers. Determining the shift schedule, drawing up a monthly work schedule.
3.3.1. Number of operating hours of buses on the line per month.
For calculation, we take the month of May 2003, the number of calendar days is 31. We consider that the route is constantly operating, and buses operate on the route all days of the month.
ACh em = A m * T n sr * D e; h.
AC em = 5 * 13.67 * 31 = 2119 h.
3.3.2. Hours of preparatory, final time.
H p-z = t cm p-z * n cm * D e; h.
where t cm p-z – hours of preparatory, final time for drivers per shift, taking into account the time for pre-trip inspection,
n cm – number of work shifts per day according to schedule.
t cm p-z = 23 + 5 = 28 min. = 0.47 hours
H p-z = 0.47 * 10 * 31 = 145.7 hours.
3.3.3. Drivers' working hours per month.
Ch c = ACh e + Ch p-z; h.
H in = 2119 + 145.7 = 2264.7 hours.
3.3.4. Required number of drivers.
N water = H in / FW in
where FRV in is the driver’s working time fund, according to the production calendar, FRV in = 151 hours.
N waters = 2264.7 / 151 = 15 drivers
3.3.5. Number of drivers per bus.
N in 1aut = N in / A m
N in 1aut = 15 / 5 = 3 water.
We accept a structured form of organizing the work of drivers for the month of May (see graphic part, sheet 5).
3.3.6. Actual number of hours worked by drivers per month.
PDF fak water = t p 1cm * n 1cm + t p 2cm * n 2cm + (n 1cm + n 2cm) * t cm n-z; hours
FW Shukin = 8.33 * 11 + 5.33 * 10 + (11 + 10) * 0.47 = 154.8 hours.
PDF of crucian carp = 8.33 * 10 + 5.33 * 11 + (11 + 10) * 0.47 = 151.8 hours.
FRF of ruffs = 8.33 * 10 + 5.33 * 10 + (11 + 10) * 0.47 = 146.5 hours.
PDF of whitefish = 8.33 * 11 + 5.33 * 10 + (11 + 10) * 0.47 = 154.8 hours.
FRF of carp = 8.33 * 10 + 5.33 * 11 + (11 + 10) * 0.47 = 151.8 hours.
PDF Piskarev = 8.33 * 10 + 5.33 * 10 + (11 + 10) * 0.47 = 146.5 hours.
Shark PDF = 8.33 * 11 + 5.33 * 10 + (11 + 10) * 0.47 = 154.8 hours.
PDF of moray eels = 8.33 * 10 + 5.33 * 11 + (11 + 10) * 0.47 = 151.8 hours.
PDF Leshchenko = 8.33 * 10 + 5.33 * 10 + (11 + 10) * 0.47 = 146.5 hours.
FRF of flounders = 8.33 * 11 + 5.33 * 10 + (11 + 10) * 0.47 = 154.8 hours.
FRF of whales = 8.33 * 10 + 5.33 * 11 + (11 + 10) * 0.47 = 151.8 hours.
PDF of stingrays = 8.33 * 10 + 5.33 * 10 + (11 + 10) * 0.47 = 146.5 hours.
FRF perch = 8.33 * 11 + 5.33 * 10 + (11 + 10) * 0.47 = 154.8 hours.
burbot PDF = 8.33 * 10 + 5.33 * 11 + (11 + 10) * 0.47 = 151.8 hours.
PDF of yazov = 8.33 * 10 + 5.33 * 10 + (11 + 10) * 0.47 = 146.5 hours.
3.3.7. Implementation of the working time fund.
∆FRV = PDF actual - PDF water
1 driver ∆FRV = 154.8 – 151 = 3.8 (overtime, permitted by the Labor Code)
2nd driver ∆FRV = 151.8 – 151 = 0.8 (processing)
3 driver ∆FRV = 146.5 – 151 = - 4.5 (defect, developed on another route)
3.4. Organization of dispatch control of bus traffic on the route.
When serving the population with transportation, it is necessary to organize the regularity and accuracy of bus movements. The regularity and accuracy of bus traffic is ensured by:
· organization of dispatch control and systematic monitoring of the movement of each bus along the route;
· introduction of control and accounting of the movement of buses on each route, both at the final and intermediate control points of the route;
· use of technical means of communication to control the movement of the bus;
· introduction of a schedule for each bus, in which the driver is indicated not only the arrival and departure from the final points, but also the travel time of the intermediate points;
· establishing for drivers strictly permissible deviations from the set time according to the schedule (for suburban ± 3 minutes)
The dispatch service for bus transport is designed to prepare and organize the release of buses onto the line, manage their movement on routes, and monitor their timely return to the enterprise. Dispatching management in bus transport is divided into intra-fleet and linear.
The main tasks of intra-park dispatching are:
· control over the preparation of buses for release on the line;
· preparation of travel and dispatch documentation;
· organization of timely release to the line and control over departure time;
· monitoring and recording the time of return from the line at the end of the working day;
· registration of all cases of premature return of buses from the line for technical and other reasons and taking measures to urgently prepare these buses for re-departure or replacing them with other buses;
Linear dispatch tasks:
· control over the compliance of the actual travel time of each bus with the time established in the approved route schedules;
· traffic regulation, if the actual movement of buses deviates from the time established in the schedules, the traffic conditions of buses have changed (fog, ice, etc.), the conditions of transportation and distribution of passenger flows on any directions or routes in certain periods of the day have changed;
· restoration of disrupted traffic in case of delays on the line or departure of the bus for technical or other reasons;
· preparation of daily reports on executed movements;
Unlike dispatch control of bus traffic in cities, the dispatch control system of bus traffic in suburban traffic has its own characteristic features related to the specifics and conditions of passenger service, route length, flight duration, distance between stopping points and traffic intervals.
Dispatch control of bus traffic on this route is carried out by bus station dispatchers located on final points route (Nizhny Novgorod, Kamenki)
Dispatch services at bus stations are equipped with wired telephone communication with ATP.
The main methods of dispatch control of bus traffic in suburban traffic are:
· catch-up, delay in the next flight;
· holding the bus at the final stop;
· increasing the departure interval of buses from the final station;
· use of reserve buses, etc.
When controlling the movement of buses, the bus station dispatcher is guided by the route schedule and ensures that the scheduled routes are completed.
The technological control process consists of 3 sequentially performed stages:
information
control
regulation
The information includes data on release, time of departure of buses from the ATP or starting points, and flight time.
The control system provides for the complete and timely release, timely execution of flights provided for in route schedules, the regularity of bus movements on each route, etc.
The information received is entered into a checklist for recording and analyzing the schedule and regularity of movement along the route.
The traffic control system provides for the need for the dispatcher to apply regulatory measures to ensure the restoration of the disrupted regularity of bus traffic on the route.
The bus station dispatcher receives the necessary information from the ATP dispatcher and from the driving staff. Bus station dispatchers are required to systematically maintain communication between themselves and the ATP for the purpose of mutual information on all issues of bus traffic. The bus station dispatcher transmits information to the adjacent bus station about bus departure times, changes in schedules, etc.
3.5. Licensing of passenger bus transportation.
Freedom of entrepreneurship in the field of motor transport without appropriate government regulation can lead to a number of negative consequences in road safety, pollution environment etc. In order to prevent this, licensing of passenger motor transport services is carried out.
Licensing is a method of state regulation aimed at solving the following problems:
· compliance by legal entities and individual entrepreneurs with safety requirements for the transportation of passengers and environmental protection;
· admission to the transport services market of qualified, reliable and financially capable producers of these services.
Licensing of passenger road transport (except international) falls within the competence of executive authorities of the constituent entities of the Russian Federation. The regulation on licensing of passenger road transport (except international) in the Russian Federation was approved by Decree of the Government of the Russian Federation dated March 14, 1997 No. 295.
In accordance with the current decree of the Government of the Russian Federation, urban, suburban and intercity, including interregional, transportation of passengers by buses owned by legal entities, regardless of their legal form, as well as by individuals carrying out entrepreneurial activity, without forming legal entities.
A license is issued for the right to organize the above transportation; license cards are attached to the license for each vehicle included in the license. In the case of transporting passengers in intercity traffic, including interregional traffic, the licensee must have a contract of compulsory personal insurance for passengers.
To obtain a license, submit to the licensing authority:
· application for a license in the prescribed form, and signed by the head legal entity(individual entrepreneur);
· a copy of the constituent documents of the legal entity;
a copy of the certificate of state registration(if not certified by a notary with presentation of the original);
· document confirming payment for consideration of the application;
· certificate from the tax authority on registration of a legal entity or a copy of the state registration certificate individual as an individual entrepreneur with a tax authority stamp;
· data on available vehicles in the prescribed form (form No. 1);
· data on fixed assets and forms of control that ensure compliance with road safety requirements (according to form No. 2);
· declaration of the availability of own parking or the possibility of storing vehicles in other permitted places;
· data on the composition and qualifications of specialists of the enterprise (legal entity) for the licensed type of activity, as well as for ensuring road safety (according to form No. 3);
After checking and considering the submitted documents, the licensing authority issues a license for a period of 3 years (at the request of the applicant, for any period less than 3 years), a license card for 1 year, according to the payment term. The licensing regulations provide a one-time license renewal; the renewal period is not limited. Upon expiration of the license cards, the applicant must contact the licensing authority with a request to issue them. A license is issued for each type of transportation. The regulations on licensing of passenger transportation provide that activities on the basis of a license can be carried out on the territory of other constituent entities of the Russian Federation, except those where it was issued, only after registration of the license by the licensing authority of the relevant constituent entity of the Russian Federation. Licenses and license cards for motor vehicles are issued on a paid basis. The license holder is obliged to ensure compliance with the conditions specified in the license, to ensure that the driver has a license card when working on the line. Provide the licensing authority, upon its request, with information about licensed activities. Comply with established requirements to ensure the safety of road traffic and passengers when transporting them by road, and implement measures to prevent accidents.
The license holder is prohibited from transferring the license or license card to another legal entity or individual.
The implementation of the above rules is controlled by the Rostransinspektsiya and other bodies with supervisory functions.
License holders for violating traffic rules and other conditions specified in the license are liable in accordance with current legislation, up to and including revocation of the license.
4 . Conclusion.
The goal of the course project was to organize traffic on the suburban route “Nizhny Novgorod - Kamenki”. According to the initial data and calculations, to organize traffic and ensure the transportation of a given number of passengers on a suburban route with a length of 31.7 km, 5 PAZ-3205 buses will be required. In accordance with the distribution of passenger traffic by hour of the day, traffic on the bus route begins at 5:00 minutes and ends at 21 hours 48 minutes. The return flight time is 2.66 hours, the traffic interval throughout the entire route is the same and is equal to 32 minutes. The average technical speed of buses along the route is 29.35 km/h. One bus makes 10 trips per day. The total number of flights per day is 50, as provided for in the schedule. The average time a bus stays in service is 13 hours 40 minutes, during the day all buses completed: total mileage– 1635 km, mileage utilization factor – 0.97, useful mileage – 1585 km. A single tariff is set for the route in the amount of 30 kopecks per passenger kilometer. The fare from the starting point to the final point is 9 rubles 50 kopecks, and the income per day from passenger transportation is 11,638.2 rubles. To service the route, it is necessary to assign fifteen drivers to five buses, whose work will be organized according to a structured form. Regulation of control over the movement of buses and regulation of their movement is carried out by bus stations at final stopping points, which have telephone communications between themselves and the enterprise. According to production program the required number of buses is 6.9 units, 868.7 thousand passengers will be transported per year, 14159.8 passenger kilometers will be completed.
CHAPTER 7 DETERMINING DEMAND FOR PASSENGER TRANSPORTATION
7.1. Transport mobility of the population
A person’s life activity is closely related to his movements in space. Most general characteristic the need for movement is general mobility of the population, which is measured by the number of movements per resident per year and can vary from 100 for a small city to 1,000 in a city with a population of over 1 million people. It is customary to distinguish between voluntary movements - related to the personal needs of residents and forced ones - trips to work, to a medical institution, etc. The classification of types of movements of the population is shown in Fig. 7.1.
Providing movement on public transport - public transport - is essential for ensuring the life of the city. In this regard, we will further consider accounting transport mobility, measured by the number of trips on the highway per capita per year:
P tr = O g / N w
Rice. 7.1. Classification of types of population movements
Where Q,- annual volume of GPT transportation; УУ Ж - population of the city.
For efficient operation of the GPT transport movements vary according to the purpose of the trip, time, days of the week and season.
In accordance with the purpose of the trip, the following groups of movements are distinguished:
labor - trips to and from work (this is the most stable group of trips). Work trips include a significant part of all movements on the highway;
educational - trips of students, mainly to higher and special educational establishments. Study trips are characterized by vacation breaks;
business - committed during working hours due to production needs;
cultural and everyday - trips for personal and household purposes.
The time of day at which the transport capacity of the transport
systems are used to the maximum extent, called peak hour. This period is characterized mainly by work and educational trips. The time and duration of rush hour depends on the operating hours of enterprises and organizations, urban planning features of the city and other factors. Usually the highest intensity of movement is characterized by the morning rush hour, which lasts from 7 to 9 o'clock. In the evening, the maximum intensity of movement is lower, but the period of increased demand for transportation is longer (from 16 to 20 hours). The task of carriers is to ensure the maximum number of vehicles on the line during this period.
Trips are characterized by direction, and therefore their starting and ending points are distinguished. The number of trips between a certain pair of points is transport correspondence. There are network (between city districts) and route (between stopping points) correspondence. Network correspondence forms the basis of the information base for routing passenger traffic.
Passenger movement on the site transport network forms passenger flow. Passenger traffic is measured by intensity - the number of passengers transported per unit of time. The number of passengers boarding and disembarking the bus is passenger exchange of stopping point for a certain period of time.
To group correspondence, transport zoning is carried out - the city territory is divided into transport microdistricts, the centers of which are accepted as the starting and ending points of the trip. I choose the number and size of transport microdistricts! depending on the size of the city territory and its planning features. The more transport districts are assigned, the more accurately the correspondence will be determined. However, the increase in the number of transport microdistricts significantly complicates the calculations.
The boundaries of transport microdistricts are chosen taking into account the expected distribution of passengers along the transport network. The boundaries are usually rivers, ravines, railroad rights-of-way, reservoirs, and forest parks. In other cases, the boundaries pass at points equidistant from the main thoroughfares where passenger transport lines are supposed to be built.
On a large-scale plan of the city, the boundaries and centers of transport microdistricts are drawn, the shortest routes are determined. possible ways travel between neighboring microdistricts. If transport microdistricts are separated by any natural or artificial barrier that is insurmountable for buses (a river, a wasteland, streets unsuitable for organizing bus traffic), then such microdistricts are considered to have no direct transport connections. This is indicated in the restrictions on the subsequent calculation of the UPT operation scheme by prohibiting the organization of the corresponding section route connecting the data centers of transport microdistricts. For the remaining pairs of microdistricts, a table is drawn up indicating the distance and time to travel between them (matrix of distances and time). For the centers of nodal transport microdistricts that are connected to more than two other microdistricts, the average time spent by passengers on a transfer from one direction of travel to another at a given node is determined.
7.2. Obtaining data on demand for passenger transportation
There are a wide variety of methods for obtaining information about the transport mobility of urban populations. In order for these methods to represent some kind of ordered system, they need to be classified in a certain way. As the main feature for classification, we will choose the purpose of the survey, since this feature determines the volume, composition, methods of obtaining and processing initial and resultant information, as well as the nature of its practical use. The classification of transport survey methods is presented in Fig. 7.2.
According to the intended purpose of the examination, all methods can be divided into two groups. The first includes methods that are associated with a survey of the transport needs of the population, the second - those that are associated with a survey of the current system
Rice. 7.2. Classification of methods for transport surveys of transport services for the population, i.e. carried out directly at the GPT.
Surveys of transport needs of the population carried out to obtain information about the patterns and features of the formation and manifestation of demand for passenger transportation.
Surveys of transport services for the population, held at the city public transport, are aimed at obtaining information about the current level of satisfaction of the population's demand for passenger transportation under the current transport service system.
Both of these groups of transport surveys, depending on the structure and volume of information received, can be divided into classes according to type of examination.
Types of surveys of the transport needs of the population include surveys of settlement, mobility, attendance at service institutions, statistics of changes in places of work or residence and time budget, and types of surveys of transport services include surveys of passenger flows, trips and occupancy.
Settlement surveys make it possible to establish the patterns of settlement of city residents in relation to the places of their work activities, as well as to determine various characteristics labor movements. The information obtained as a result of this type of survey is used in the development of city master plans, integrated urban transport development schemes and in solving such issues as staggering the start and end times of the working day for enterprises and organizations of the city, improving transport services for industrial zones and individual large enterprises.
Mobility surveys of the population is carried out to determine the characteristics and establish patterns of movement of different groups of the population for various purposes in transport and on foot. The purpose of this type of survey is to assess transport demand, as well as determine the current level of transport services for the population and accumulate information for subsequent forecasting. Conducting population mobility surveys provides broader information than a settlement survey, since the materials obtained as a result of this type of survey include data on labor movements of the population, and, consequently, on patterns of settlement in relation to places of work.
Attendance surveys cultural institutions are carried out if it is necessary to justify the placement of cultural institutions when developing master plans for cities or projects for the reconstruction of individual areas. This type of survey allows us to study in more detail the structure and sequence of population movements for various purposes. Surveys of this type can be carried out directly at the places of visiting institutions or at the place of residence.
Surveys for changes in employment or residence are necessary for predicting settlement patterns when developing master plans for cities and comprehensive urban development schemes. Such surveys make it possible to identify trends in changes in the patterns of settlement of city residents depending on their socio-demographic characteristics.
Time use surveys make it possible to identify all sorts of patterns in the attraction of city residents to public institutions and to predict the mobility of the population for various purposes.
Travel surveys allow you to obtain information about intra-route correspondence of passengers, the magnitude and directions of passenger flows on urban transport routes, passenger exchange at stopping points and the filling of substations on the transport network or its sections. Thus, travel surveys include information on passenger flows and the filling of train stations, but their main difference from the corresponding types of surveys is in obtaining data on inter-stop correspondence.
The results of this type of survey are used to assess the quality of transport services, establish rational indicators for the use of vehicles, analyze the causes and identify trends in changes in transport performance indicators depending on various aspects of the life of the urban population.
Passenger Flow Surveys are similar in many ways to travel surveys. The difference between them is that the passenger flow survey does not provide information about inter-stop passenger correspondence.
Filling surveys carried out to obtain information about the level of substation use throughout the city’s entire transport network or its individual sections. This survey method is based on approximate visual estimates of vehicle filling. Most often, partial visual examinations are performed. The information obtained as a result of this type of survey is used by transport organizations only for operational purposes, since it is very limited in its content and volume. To survey fillings, the silhouette (template) method is mainly used. The number of passengers in a vehicle is determined depending on the nominal capacity according to the degree of occupancy of the cabin based on standard templates (only seating areas are occupied, there are standing passengers, the cabin is completely filled, etc.) With the visual method, the driver or conductor makes an assessment of the number of passengers.
Each type of examination has a specific method of conducting it, and for some types the same methods may be used. By way of carrying out surveys can be ledger-based, questionnaire-based, diary-based surveys, field surveys, automated surveys, and statistical reporting surveys.
To conduct a survey of transport services to the population, the most progressive way is to use modern systems that, using laser or infrared sensors installed in doorways, count the number of passengers entering and exiting. This data is linked to a stopping point, which is determined using a satellite navigation system. The error in calculating the total number of passengers entering and leaving during one flight ranges from 4 to 10%, depending on the filling of the vehicle interior.
To reduce the cost of conducting such surveys, a vehicle equipped with this system can be used periodically on different routes.
The data received from the routes is accumulated in permanently stored databases of passenger flows, and is subsequently processed by application software in the sections required by the ATO and the city administration. This provides an automated analysis of passenger flows along routes, specific stopping points, hours of the day, days of the week, and seasons, which allows for objective planning of vehicle operation along routes.
The total number of people moving between transport districts in a certain time (usually 1 hour or more) important cases 15 min), obtained from the survey of transportation needs, constitutes a correspondence matrix (movement table). Such matrices can be built for different groups of movements, days of the week, season, etc., which makes it possible to most accurately plan the work of the GPT, although the correspondence matrix for morning hour peak.
Data on network transport correspondence is collected mainly by questionnaire, with the most effective being a questionnaire at the place of work. Although the survey provides information mainly about work trips, it covers the most active part of the population and is not associated with significant material costs. To adjust the operating modes of existing routes, you can use methods based on driver observations, using automatic recorders and survey methods, cross-sectional surveys or coupons.
Control questions
1. Give a description of the transport mobility of the population.
2. List the types of population movements.
3. Why is transport zoning carried out?
4. What is passenger correspondence?
5. What are the methods of transport surveys?
Describe the methodology for constructing a correspondence matrix.
ORGANIZATION AND TECHNOLOGY OF PASSENGER TRANSPORTATION
8.1. Classification of passenger road transport
Passenger transportation provides the population with transportation needs, and often this need can only be satisfied with their help.
The basic requirements for AT passenger transportation are established in GOST R 51825 - 2001 “Passenger road transport services. General requirements".
Depending on the degree of passenger participation in setting the parameters of the service provided transportation is divided into the following groups:
Custom transportation (the passenger determines the route, stops and departure times);
Minibus taxis (the passenger determines the stopping places, and the route and schedule are set in advance);
Route transportation (all transportation parameters are set in advance, regardless of the passenger).
By type of PS used for transportation transportation is divided into bus, trucks, specially equipped for the transportation of passengers, cars. Depending on the ownership of the vehicle, one should distinguish between transportation by public transport, departmental transport and personal vehicles.
The main burden of meeting the population's demand for passenger transportation falls on bus transportation, which depending on type of message are divided into urban, suburban, intercity and international. Depending on the type of communication on the route, different PSs are used and appropriate technologies for organizing bus operation are used.
Depending on the regularity of execution transportation is divided into regular and irregular (one-time).
By form of organization transportation can be:
route - carried out along approved routes with passengers boarding and disembarking at stopping points. As a rule, such transportation is carried out according to a schedule or buses run at a certain interval;
custom - carried out under contracts and one-time orders of organizations and the population;
direct mixed (multimodal) - carried out by several modes of transport with the provision of a single travel document to the passenger. In this case, bus transport, as a rule, plays the role of delivering passengers to main modes of transport when their terminals are remote from their places of residence (airports, seaports, etc.).
Depending on the appointments transportation is divided into:
to public (publicly accessible) - intended to serve the population. Buses or taxis performing such transportation usually have distinctive features in the form of a special color (GOST 24348 - 80 “City and long-distance buses. Color schemes. General technical requirements” (as amended on March 1, 1988)), a special license plate, route indicator, etc.;
official - associated with the delivery of employees to and from work, as well as with business trips during the working day;
school - organized to transport schoolchildren to their place of study and back. As a rule, such transportation is associated with increased security measures, and buses for their implementation are traditionally painted in yellow;
tourist - intended for transporting organized groups of tourists, conducting excursions, etc.;
special - carried out by custom buses or passenger vehicles under contracts or pre-orders.
The individual need for movement of the population is satisfied through taxi transportation and transportation by personal vehicles.
Services not related to the transportation of passengers and baggage, but directly related to them, include:
sale of travel documents;
information Services;
provision of services in premises for waiting and resting passengers, first aid stations;
sanitary and hygiene services;
luggage storage and handling.
8.2. Urban passenger transport
Urban passenger transportation is carried out within the boundaries of a city or town.
At route method of organizing traffic buses stop at stops located in areas with the largest concentration of potential passengers. Some stops may be optional and are carried out only at the request of passengers (demand stops).
Express routes have areas where buses travel long distances without stopping. Such routes are assigned if there is a stable passenger flow between certain stopping points, if there are stops with little passenger traffic or a drop in demand at certain times of the day, or if the bus is full at the first stops of the route. The introduction of high-speed traffic reduces travel time for most passengers. In practice, the most acceptable option is to introduce both high-speed and regular bus services on routes with large passenger traffic on the same routes.
Express routes have no intermediate stops and are designed to transport passengers from the starting point to the final point.
If significant passenger traffic is observed only on part of the route (usually this happens during a certain period of the day), a shortened flights.
The route of the proposed bus route is inspected by a commission, which necessarily includes representatives of the road service and the traffic police of the Ministry of Internal Affairs of Russia. A route passport is compiled and updated annually for each route. Technical indicators of the route include route length L M ; number of stopping points n ost; average haul length l p = L M /(n OCT - 2); turnaround time T about; bus interval I= T rev /A, where A is the number of buses on the line; speed (technical v T takes into account travel time and traffic delays associated with traffic control; messages vc additionally takes into account the time spent on passenger exchange; operational v e additionally takes into account the time spent on downtime of buses at final points); required number of buses during peak hours A peak = Q peak T rev /(60q), where Q peak is passenger flow on the busiest section of the route during rush hour; q- bus capacity.
The main form of organizing passenger transportation on city bus routes is scheduled traffic. In this case, the main document defining the organization of bus operation is route schedule, which sets the start and end time of each trip, the time of arrival at stopping points, the drivers' lunch time and intra-shift breaks (bus layover).
The following indicators of passenger service depend on the rationality of the route schedule:
Shortest waiting time for bus passengers and travel to their destination;
Acceptable bus filling in terms of transportation quality indicators on all sections of the route;
High regularity throughout the entire period of movement;
Coordinated schedule of buses with transfer points of other modes of transport;
Fulfillment of planned performance indicators of the ATO;
Effective work and rest schedule for drivers.
To match bus operating modes to fluctuations in passenger traffic, route schedules are drawn up for spring-summer and autumn-winter periods year, as well as separately for workdays, Saturdays and Sundays. For individual routes, route schedules can be drawn up for other individual periods of the year, month, day of the week, time, etc.
From the route schedule, a bus schedule is generated that is convenient for passengers to use, and a dispatch schedule containing information about the movement of buses on all routes through the corresponding point.
The conditions for using buses on each route differ in the nature of the distribution of passenger flows over time, which must be taken into account when determining the duration of the driver shift, the time the bus is in service, the start time, end time and duration of breaks.
To increase the efficiency of buses on city routes, three-piece (three drivers work on one bus) and one-and-a-half (two permanent and one substitute driver work on two buses) forms of driver labor organization can be used.
The set of bus routes forms city bus network. The degree of coverage of a city or individual area by a bus network is characterized by several indicators. Route coefficient η m is equal to the ratio of the total length of the routes to the total length of the streets along which at least one of the routes passes. Route network densityδ is equal to the ratio of the total length of the street network along which the routes pass to the area of the built-up part of the city or district.
Custom bus and taxi transportation are designed to deliver passengers at their request and do not have predetermined routes. A significant part of chartered bus transportation is made up of tourist transportation.
Control of bus operation is key stage, on which the quality of passenger service depends. The classification of methods for monitoring the operation of route buses is presented in Fig. 8.1.
Comparative characteristics of those shown in Fig. 8.1 methods for monitoring the operation of route buses are given in Table. 8.1.
| Comparative characteristics of methods for monitoring the operation of route buses | ||||
| Control method | Short description | Advantages | Flaws | Implementation |
| Visual control by dispatcher | The arrival and departure of the bus is controlled by a line dispatcher | No technical equipment required | Availability of line dispatchers at all end points; human factor | Widely used in ATO practice |
| Stamp watch | The driver marks the waybill or route sheet in an automatic stamp watch, which prints his number (location), date and time | Low costs for equipment | Same | Used as an addition to control by a line dispatcher |
| Navigation systems | Determine the geographic coordinates of the bus location using a satellite system | High reliability of results | Relatively high cost | Serial products from a large number of manufacturers |
| Tracers | Record data about the operating mode, can use a navigation system or gyroscope as a data source | Ease of use | There is no data while the bus is operating on a route | Experienced |
| samples |
Visual control of bus operation by line dispatchers does not meet modern requirements for passenger quality
Rice. 8.1. Classification of methods for monitoring the operation of route routes
buses
transport, since even with the simplest technical means in the form of a stamp-clock, it cannot ensure the reliability of the reporting data. Receiving data only after the end of trips reduces the possibility of prompt intervention to make adjustments to the bus operating plan.
Tracers- These are devices for tracking the route and operating modes of buses. The gyroscope, in combination with a clock and a distance sensor, allows you to record the route of the bus and the duration of stops. The bus route can be determined more accurately if there is navigation system. The memory card is removed from the device after the end of the flight or shift, and its data is compared with the planned ones.
The standard technical means for monitoring the operation of automatic telephone exchanges is tachograph. In Western European countries, its installation on buses with more than eight seats is mandatory. However, even a digital tachograph only records the time the vehicle is parked or moving at a certain speed. Using this data, it is impossible to accurately determine the route of the bus, but its use is very effective for documenting the actual operation of the bus.
Dispatcher control of bus operation is carried out to correct bus operating modes in accordance with real conditions, traffic delays and technical faults.
In connection with the operation of buses on an extensive road network, effective dispatch control of bus operation is based on the use of special technical means. Domestic technical means developed from the simplest
Table 8.1
| Dispatcher navigation systems | Provide data on the location of the bus with a visual display on an electronic map and compare real results with planned ones; As a rule, they provide continuous radio communication with the driver | High efficiency; automatic control mode possible; complete independence from the human factor | High cost of equipment | Luch-2000 systems, NPP Transnavigation, VICOS-LIO |
| Inductive sensors | Allowed on control points receive information about bus arrivals and exchange voice messages with the driver | Relatively low cost | Availability of communication between the control and dispatch center via wires; low efficiency of received data | Systems ASU-MPT, NEZHAN-300, NEZHAN-600, “Sadko” |
| Radio frequency identification | Allows you to read data about a bus passing a checkpoint and transmit it to the dispatcher | Very low cost and high reliability | Low efficiency of received data | Experimental systems |
semi-automatic systems based on data transmission from a substation on the principle of inductance, to complex operational control systems using multiphase modes in combination with navigation satellite systems. Usage operational control dispatch systems(DSOU) allows you to obtain objective information about the operation of buses, quickly respond to violations of plans and schedules, and conduct a systematic analysis of the efficiency of public transport.
Basics of passenger transportation
MAIN CHARACTERISTICS OF PASSENGER AND FREIGHT TRANSPORTATION
4.1 Fundamentals of passenger transport
4.2 Passenger flows and quality of transport services
4.3 Freight flows and quality of freight transport
4.4 Fundamentals of traffic forecasting in the region
4.5 Main functions and directions of marketing in transport
Basics of passenger transportation
Passenger transport is of great social importance because it satisfies one of the most important human needs - the need to move. The passenger transportation carried out most clearly characterizes this or that type of transport, since passengers, based on their own considerations, evaluate its advantages and disadvantages differently. In the passenger transportation market, there is stronger competition between modes of transport than in freight transportation.
The transport market for passenger transportation provides passengers with services of various types of transport, which most often are not equivalent in cost, speed, regularity and comfort. The passenger, guided by his capabilities, goals and tastes, and sometimes forced, gives preference to one or another type of transport. At the same time, it is often not the economic, but the qualitative characteristics of modes of transport that are decisive, therefore, when analyzing the transport market for passenger transportation, it is necessary to take into account not only the economics of transportation, but also the quality of transport services, demographic, social, social, production and other factors.
Passenger transport carries out transportation of the population in international, intercity, suburban and intracity communications.
Road transport also occupies first place in terms of passenger turnover in Russia - more than 46%. However, if you do not take into account intracity bus transportation, then the primacy belongs to the railways, whose share in passenger turnover will increase to 60%.
Air transport plays an important role in passenger transportation. Its share in total passenger turnover is 14%. However, the number of passengers transported by air has declined in recent years due to a significant increase in ticket prices and a decrease in the solvency of the population.
For passenger transportation by river and by sea transport accounts for a relatively very small share (less than 1%). Marine vessels are mostly used for tourism, including cruise travel, recreation and excursions. River vessels, in particular hydrofoils, are widely used to transport passengers on inland waterways in the Volga, North-Western and other regions of the country.
The development strategy for passenger transport in Russia should include not only an increase in traffic volumes, but also a significant improvement in the quality of passenger service, an increase in travel speeds, and an expansion of the range of services associated with transportation (hotels, food, leisure, etc.). Passenger transportation involving different types transport on a single ticket.
