This article discusses the optimization of the administrative model of the management of urban passenger transport on the route network of the city, as well as the task of optimizing the intervals of traffic of transport, taking into account the costs of passengers time. It is consisted that most passenger traffic can be transported by vehicles of competing routes. With an increase in the vehicle's movement interval, the costs of passengers increase on this route, but the damage from transport of the urban environment is reduced and, on the contrary, with a decrease in the interval of movement, passenger time is reduced, but the damage to the urban environment is increasing. The proposed model without unnecessary restrictions and coefficients with the help of economic estimation of the population time allows you to calculate the optimal number of flights with any passenger traffic. The criteria will solve the tasks of the large dimension corresponding to the size of any city.
vehicle
passenger traffic
traffic intensity
optimization
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In many cities, public transport consists of only one species. As a rule, it is the cities of small sizes. The number of transport operators is insignificant, transportation is unprofitable, so public transport is managed by the administration of the municipality, whose task is to ensure the balance between the losses of the passengers time and the damage from the work of transport in the urban environment.
Optimization of public transport intensity on one route
For drawing up the model, the following source data is needed: passenger traffic, i.e. The intensity of the receipt of passengers, which is able to transport this route, as well as the total intensity of traffic of other routes competing for these passenger traffic. It is also necessary to have information about the cost of one flight and the cost of passenger-hour, based on which the "City" system is set to find the optimal vehicle movement interval of this route, which ensures maximum transport efficiency on the route to the specified period of time.
For the convenience of calculations, we regrure passenger traffic on competing routes, i.e. We define the total passenger traffic, transported by coalitions of competing routes:
R is the number of passenger traffic transported by vehicles of this route together with coalitions of other routes;
λi is the intensity of the i-th flow of passengers transported including the vehicles of this route;
λ is the intensity of the flow of passengers transported by vehicles only this route;
μi is the total intensity of Poisson flows of competing vehicles for the I-th flow of passengers;
μ is the intensity of the Poisson flow of vehicles in this route;
Δ - Damage to the urban environment from one flight on this route.
Based on the fact that Poisson vehicle streams that do not depend on each other and from passenger fluxes, the share of passenger traffic transmitted by each route is proportional to its intensity of movement, i.e. The share of the i-th flow of passengers transported by vehicles of this route is equal to
The average number of passengers transported per unit of time by vehicles of this route is calculated by the formula
The total losses of passengers associated with the expectation of vehicles make up
and the damage to the urban environment from the work of transport -
The purpose of the municipality is to find the optimal interval of vehicle movement on this route, providing minimal total passenger time loss (1) and transport damage (2):
(3)
As an increase in the intensity of movement, the target function increases indefinitely:
Therefore, it is possible to limit the intensity of the Motion of the GPT on the route M from above quite a large constant.
The second derivative of the target function (3) is greater than zero:
Therefore, according to the necessary and sufficient extremum condition at μ\u003e 0, the target function has a global minimum, subject to the equality of zero of the first derivative (hereinafter: as an asterisk denotes the optimal parameter value):
(4)
In this section, the task of optimizing the transport movement interval over one route taking into account the cost of transport and the socio-economic effect associated with passenger downtime. However, work is mainly theoretical interest, since in practice it is necessary to optimize the intervals of the movement of urban passenger transport in several interacting routes at the same time.
Numerical example
Pay attention to an important feature of the model on a small example, consider the route, which is 1000 people. per hour, damage from 1 urban area - 500 rubles, the average cost of passenger-hour - 50 rubles. Then we will calculate the optimal number of flights:
This formula follows from (4) in the absence of competitors. The average waiting time will be 6 minutes, and the total time lost by passengers, 100 hours (1).
Passenger traffic on routes is different, besides on the same route at the rush hour passenger traffic can be more than more than in an early morning or later evening. Suppose passenger traffic will fall 4 times up to 250 passengers. Then, obviously, from the point of view of the transport operator, it is necessary to proportionally reduce the number of flights (in order to maintain profitability). Then 2.5 flights will be completed in an hour, the average waiting time will be 24 minutes, the total passenger losses - 100 hours. Such a solution is unfair to passengers.
The model proposed in this article leads to the fact that the number of flights should be
In this case, the average waiting time will increase only to 12 minutes, and the passenger traffic losses will be 50 h, while the number of passengers transported for 1 flight will fall from 100 to 50. This approach justifies the fact that in small passenger traffic, flights of urban passenger Transport, despite the low filling coefficient of rolling stock.
In practice, in order to achieve this effect, a restriction is introduced to the maximum movement interval of the city passenger transport and the maximum filling coefficient of rolling stock in the peak hours and the interposal time. This leads to about the same results as the model offered in this work. However, the model without unnecessary restrictions and coefficients through the economic assessment of the population time allows you to calculate the optimal number of flights at any passenger traffic.
Optimization of intervals of motion of one type of public transport
We will construct a mathematical model for optimizing the work of passenger transport in the urban environment. In the constructed task, there are two criteria: loss of passenger time and damage from transport activities. To resolve contradictions between these characteristics, it is necessary to come to the overall dimension of the time estimation of passengers and damage to transport. In this model, the cost estimate is used for these characteristics, so the general criterion for the efficiency of the city transport is the total value assessment of the social significance of transportation and damage to the urban environment from the exploitation of passenger transport.
In order to meet the needs of each passenger in transportation, there must be routes capable of transporting the passenger between its initial and end stops, i.e. if a
Ij\u003e 0 then 
The obvious restriction is that the intensity of the flow of vehicles moving along each route is not negative:
Summary damage to the urban environment from the work of the city passenger transport will be
Then the average costs of passengers waiting for transport at the I-M stopping point to move to the j-th, per time calculated as follows:
(7)
The target function in this problem is the total cost of transport to move vehicles along the routes per unit of time (6) and loss of passenger time waiting (7):
(8)
Approval 1. The target function (8) is convexing down on the intensities of traffic in the entire field of existence (5).
Left part (8) is a simplified form of the average waiting time function.
domed to permanent γ, and convex down. The right side of the linear and when adding does not affect the bulge. ◄.
Approval 2. In the problem (5, 8) exists, and moreover, the only one, the final decision.
Target function strictly convex, and for each route L
In other words, transportation costs are indefinitely increasing with increasing traffic intensity. If you fix some solution, then it is in the area
therefore, the following limitation should be performed:
The set given by this limitation is convex and limited, therefore, based on these provisions, the solution exists (approval 1), it is of course (9) and the only one (approval 1). ◄.
Approval 3. If (5, 8), the damage from the work of the city's medium and the loss of passengers coincide at this point.
Upon the necessary condition for extremum derivatives from the target function for each direction is zero:
(10)
Expressing α k from (10), we will substitute this expression in (8) and we obtain the necessary result:
◄
Approval 4. If the cost of the passenger-hour in problem (8) will increase in a year, the intensity of traffic movement on the routes should increase at times.
Let Γ1 \u003d Cγ be the new cost of passenger-hour, and is the optimal intensity of traffic in the L-M route at the cost of passenger-hour γ1. Then at the point of optimum, equality is performed
(11)
in (11) we get (10), i.e. The traffic intensity increases. In a similar proportion, the waiting time for transport by passengers is reduced. ◄.
Approval 5. If the damage from the work of the city's medium in problem (8) will increase in a year, the intensity of traffic should be reduced at times.
Let - the new cost of one flight on the L-M route, and is the optimal intensity of transport traffic on the L-M route in this case. Then at the point of optimum, equality is performed
(12)
Obviously, in this case, when substituting the expression
in (12) we get (10), i.e. The traffic intensity is reduced. In a similar proportion, passenger waiting time increases. ◄.
Approval 6. If the intensity of passenger traffic in problem (8) will increase in a century, the intensity of traffic flow should increase at times.
Let - the new intensities of passenger traffic, and the optimal traffic intensity on the L-M route in this case. Then at the point of optimum, equality is performed
(13)
Obviously, in this case, when substituting
in (13) we get (10), i.e. The traffic intensity is reduced. In a similar proportion, passenger waiting time increases. ◄.
To search for solutions of this task, a variety of algorithms have been developed: a method of coordinate descent, Newton method, etc. The criterion convexity and its differentiability on the entire permissible region will solve the tasks of a large dimension corresponding to the size of any city.
Reviewers:
Agakhanov E.K., D.T., Professor, Head. Department of "Automobile Roads, Foundations and Foundations", FGBOU VPO "Dagestan State Technical University", Makhachkala;
Fataliev N.G., D.T., Professor of the Department "Automobile Transport", FGBOU VPO "Dagestan State Agrarian University. MM Jambulatova, "Makhachkala.
The work went on the edit 10.10.2014.
Bibliographic reference
Balamirzoev A.G., Balamirzoeva E.R., Kurbanov K.O., Gadzhieva A.M. Optimization of one type of public transport in the urban environment // Fundamental studies. - 2014. - № 11-3. - P. 499-503;URL: http://fundamental-research.ru/ru/article/view?id\u003d35549 (date of handling: 12/30/2019). We bring to your attention the magazines publishing in the publishing house "Academy of Natural Science"
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Bogomolov Andrei Aleksandrovich. Optimization of routes of urban passenger transport in medium cities: the dissertation ... Candidate of Technical Sciences: 05.22.10. - Vologda, 2002.- 274 C.: IL. RGB OD, 61 03-5 / 1042-8
Introduction
Chapter I. Analysis of the State of the Question 15
1.1. The condition of the organization of the organization of urban passenger transport and the choice of research directions 15
1.2. Analysis of methods for calculating routes of urban passenger transport 22
1.3. Analysis of the process of forming a network of urban passenger transport and the dynamics of its development in medium cities 62
1.4. Brief conclusions for review 77
1.5. The purpose and objectives of the study. Target feature. General research methodology 78
1.6. Conclusions on the first chapter 85
Chapter II. Development of a passenger survey methodology in medium cities 87
2.1. Methods of survey of passenger traffic on the routes of urban passenger transport to determine the number of passenger travel 87
2.1.1. Passenger traffic and methods for their surveys. The general provisions of the proposed methodology for carrying out passenger surveys to determine the number of passenger travels 87
2.1.2. Methodology of work on the survey 91
2.2. Adjustment of passenger transportation on urban passenger transport 103
2.3. Conclusions on the second chapter 108
Chapter III. Algorithm for calculating the optimal routes of passenger transport in medium cities 109
3.1. Selection and rationale for calculation scheme 109
3.2. Development of an algorithm for calculating the optimal routes of urban passenger transport. Program optimization 132.
3.2.1. Calculation of the transport network of urban passenger transport 135
3.2.2. Source data for calculation 137
3.2.2.1. City map with transport network 137
3.2.2.2. The size of passenger traffic between all points of the city 138
3.2.3. Calculation of the shortest path between paragraphs 138
3.2.4. Calculation of routes introduced by a volitional method 140
3.2.4.1. Enter routes by a volitional method 140
3.2.4.2. Count of entered routes 141
3.2.4.3. Calculation of the maximum passenger traffic on the distance 142
3.2.4.4. Calculation of entered routes 148
3.2.4.5. Calculation of the balance of rolling stock 149
3.2.4.6. Correction of the matrix of pair correspondence 149
3.2.4.7. Calculation of the total cost of all passengers transported on routes input 150
3.2.4.8. Calculation of transport work performed on routes entered 152
3.2.5. Calculation of express routes 153
3.2.5.1. Selection of express routes 154
3.2.5.2. Calculation of express routes 156
3.2.5.3. Calculation of the residue of rolling stock 158
3.2.5.4. Correction of the matrix of pair correspondence 158
3.2.5.5. Calculation of the total cost of all passengers transported on express routes 159
3.2.5.6. Calculation of transport work performed on express routes 160
3.2.6. Calculation of high-speed routes 161
3.2.6.1. Selection of high-speed routes 161
3.2.6.2. Calculation of the maximum passenger traffic on the distance of the route 163
3.2.6.3. Calculation of high-speed routes 164
3.2.6.4. Calculation of the remnant of rolling stock 165
3.2.6.5. Adjustment of the matrix of pair correspondence 166
3.2.6.6. Calculation of the total cost of all passengers transported on high-speed routes 166
3.2.6.7. Calculation of transport work performed on high-speed routes 167
3.2.7. Calculation of tram routes 167
3.2.7.1. Entry of finite points 168
3.2.7.2. Selection of tram routes for calculations 168
3.2.7.3. Calculation of tram routes 169
3.2.7.4. Calculation of the balance of rolling stock 170
3.2.7.5. Correction of the matrix of pair correspondence 170
3.2.7.6. Calculation of the total cost of all passengers transported on tram routes 170
3.2.7.7. Calculation of transport work performed on tram routes 170
3.2.8. Calculation of trolleybus routes 171
3.2.9. Calculation of ordinary bus routes 171
3.2.9.1. Entering time spent by a passenger on a transplant in paragraphs 172
3.2.9.2. Calculation of the original route circuit 172
3.2.9.3. Calculation of additional end-to-end routes 176
3.2.9.4. Calculation of potentials for passenger traffic 178
3.2.9.5. Calculation of additional routes 179
3.2.9.6. Check the obtained schema on a given capacity utilization factor 182
3.2.9.7. Calculation of the remnant of rolling stock 186
3.2.9.8. Calculation of the total spent time of all passengers transported on ordinary routes 186
3.2.9.9. Calculation of transport work performed on ordinary routes 187
3.2.10. Calculation of final values \u200b\u200b187
3.2.10.1. Calculation of common transport work on all routes "188
3.2.10.2. Calculation of the total cost of time to move all passengers 188
3.3. Adjustment of the work of urban passenger routes
transportation in interconneous time 188
3.4. Conclusions on the third chapter 192
Chapter IV. Optimization of the routes of urban passenger transport (on the example of Cepovets) 193
4.1. Study of passenger traffic of urban passenger transport, their rating 193
4.1.1. Calculation of passenger traffic on urban passenger transport 193
4.1.2. Check the accuracy of the data received when examining passenger traffic on city passenger transport 198
4.2. Matrix of the shortest distances and pair correspondence 203
4.3. Calculation of optimal routes of urban passenger transport 208
4.4. Analysis of the calculation results and the formation of a network of urban passenger transport 245
4.5. Conclusions for the fourth chapter 247
Chapter V. Implementation and Economic Evaluation of Work Results 248
5.1. Development of the implementation scheme 249
5.2. Implementation of the results of the routes
cherepovets 251.
5.3. Economic evaluation of the results of work 253
5.4. Conclusions on the fifth chapter 257
Conclusions on the thesis. Perspectives
Work development 258.
Literature
Introduction to work
The share of urban public passenger transport in Russia accounts for at least 80% of all passenger traffic carried out in the country. The length of only bus route lines is more than 2 million km.
In addition to buses, the cities are transported by passengers and on other types of land transport. In particular, on electric transport, in the assets of which 3 thousand km of tram tracks and 4.5 thousand km of trolleybus lines.
In total, in our country, public transportation of passengers perform about 105 thousand buses and 25 thousand trams and trolley buses, more than 21.5 billion passengers are transported daily.
Over the years of reforms in urban transport, significant changes have occurred. The reforms that began in the early 1990s were accompanied by a sharp decline in the vital level of the population and the rise in prices for tickets for travel on city routes. The level of transport service to the population by urban passenger transport has decreased significantly. In Russia, buses are now used for urban passenger transportation, more than half of which are completely flying and 40% requires write-off, so the problem of transporting passengers has escalated significantly.
Providing terrestrial transport in the cities of Russia is about 60% of the need. Practically suspended the renewal of public transport park due to the lack of funds for its acquisition. Passenger traffic is loss due to the transport of a large number of preferential passengers and regulated tariffs, as a result of this unprofitable path. Compensation of the cost of transporting preferential passengers is provided in incomplete sizes. In addition, the share of passengers,
transferred on preferential conditions, grows. According to some information, it comes to 65%.
The author of the article has led the comparative characteristics of urban passenger transport using the example of two medium cities. The real fare is shown, which is lower than the cost of a ticket for travel. However, due to the lack of compensation of drop-down income, transport, however, remains unprofitable.
In one of the works, the author of the article (135] showed on the example of the cities of the Russian Federation (Saratov, Yaroslavl, Dzerzhinsk (Nizhny Novgorod region), etc.) of the established problems of urban passenger transport and the ways to solve them. Visually led charts on revenue and cost-covered costs for passenger enterprises of data Cities. It turns out that a large amount of damages is caused by the high cost of transportation and a large number of beneficiaries that have the right of free drives. In other conditions, urban passenger transport in Russia may be, if not profitable, at least, breakless.
There are in Russia and fairly effective achievements. Already 7 years of the efforts of the city hall of Cherepovets under the direction of the adviser to the mayor of transport A.P. Leshchenko is studied by the system of urban passenger traffic, almost perfectly adapted to go to the market model. During this time, the experience of Cherepovets became the property of all Russia. The best year for passenger traffic in Russia was 1985, the author calls him the norm. Today, 1000 inhabitants of Cherepovets have buses about 1,3-1.4 at a rate of 1, 1 km of roads about 1.17 buses at a rate of 0.67 and 5.9 tram at a rate of 2.5. Approximately 60% of passengers on urban routes are transported by private entrepreneurs, and under the same conditions as municipal transport. As for the cities of Russia, now the average accounts for 0.3 buses per 1 km of roads.
The task of increasing the efficiency of the city passenger transport in principle can be solved both by updating transport and by increasing the efficiency of the existing rolling stock. But to reduce the costs of enterprises to carry out transport work, it is necessary to improve the work methods, and, as a result, to reduce the cost of transportation and improving the quality of service.
In order to reduce the cost of transporting passengers and achieve minimization of budget expenditures when providing regulatory quality, it is necessary to develop a system of action to improve the working conditions of all participants in the transportation process. In medium-sized cities, and not only, the route circuits have developed historically, as cities and the demands of the population grows. This causes an increase in the cost of transporting passengers from the carrier. And the passengers themselves due to the imperfection of the route network have an enlarged time.
The middle city is a city with the number of residents of 200 thousand - 500 thousand with a limited number of modes of transport, a city in which the vast majority of trips are performed without transfers.
It is known a significant number of works devoted to optimization.
routes of city buses and transport in general. At the same time, as experience shows, the purpose of routes cannot be relying only on mathematical calculations. It is necessary to take into account traditions, habits, environmental and other factors. And the inevitable deviations from the calculated models led to the destruction of the calculated system of routes as a whole. Therefore, in real life, the introduction of the optimal route circuit did not occur. In the proposed work, an attempt was made to bypass the contradiction between theoretical models and real possibilities in dynamic programming mode.
Relevance of workIn our opinion, it is determined by the need to more efficiently use rolling stock for the carriage of passengers.
Working is due to the following circumstances:
historically current transport networks in cities do not provide optimal costs of funds and time to transport passengers;
the non-optimal transport network requires a passenger of excessive time spent on the ride and increases the number of transfers;
the low standard of living of the population does not allow to establish such a tariff that ensures the acquisition and replenishment of the mobile fleet;
municipal budgets do not have the ability to fully compensate for passenger enterprises for the transportation of passengers.
The purpose of the dissertation work. The aim of the work is to increase the efficiency of using the rolling stock of GPT by optimizing routes and the schedule of movement of passenger transport.
Research methods. The main research methods use system analysis and dynamic programming. Experimental studies were carried out on urban passenger enterprises and routes of ground urban public transport of Cherepovets and Vologda.
When obtaining the results of calculations, the provisions of the theory of probabilities and mathematical statistics, mathematical modeling, dynamic programming are used. The calculation of the characteristics of the elements of the system and individual parameters was performed using a computer as well as software.
Scientific novelty Research is that:
the algorithm and the calculation program for the optimization of the routes of urban passenger transport in Middle cities, which take into account the possibility of making volitional solutions when using various types of passenger transport;
a modular model of calculating the optimal routes of urban passenger transport, which takes into account the possibility of landing passengers to follow various routes;
a methodology for surveying passenger traffic in cities, combining the results of a sample survey of passenger traffic and information obtained from large city-forming enterprises.
Practical value Research is as follows:
developed an algorithm and program to optimize the routes of urban passenger transport in medium cities;
the results of the dissertation work are used to calculate the route network in the cities of Cherepovets and Vologda;
executive studies have entered scientific and technical reports on the calculation of passenger traffic on city public transport in G.G. Cherepovets and Vologda.
Implementation of the results of work. The results of the research performed entered the training process of Voge to the exchange rate. The results of work and studies are used in Cherepovets.
Approbation of work. The main results of research reported, discussed and received approval at the first regional interuniversity scientific-practical conference on May 25-26, 2000. "University Science -Region", at the Interuniversity Scientific and Methodological Conference on May 24, 2000. "Education at the turn of the III Millennium", on the second regional
interuniversity Scientific and Technical Conference February 23-24, 2001 "University Science - Region", on the third regional interuniversity competition of computer programs, at meetings of the Department of "Cars and Automotive" Vologda State Technical University.
Publications. According to the dissertation results, 6 articles were published in the collections of scientific papers of the Vologda State Technical University with a total volume of more than 1.5 printed sheets.
Art mature of work. The dissertation work consists of the introduction, four chapters, conclusion and bibliography. The scope of the thesis is 273 pages of machine-visiting text, contains 62 tables and 44 patterns. At the end of the work, a list of used scientific sources was given, including 169 names (of which 161 in Russian and 8 are in foreign languages).
The defense is taken out The following provisions:
modular model of the optimization system for the routes of urban passenger transport in medium cities;
methods of statistical analysis of the survey of passenger traffic on urban routes;
the results of the calculation and formation of a network of urban passenger transport.
Analysis of methods for calculating the routes of urban passenger transport
In the area of \u200b\u200bthe development of methods for calculating the routes of urban passenger transport, Anthoshvili M.E., Bologunkov G.V., Gersonimus B.L., Mitaishvili R.L., Spirina I.V., Khrushchev M.V., Tsapfin L .IN.
Athanasyev L.L., Blatnov MD, Weinshtok MA, Verevkin N.I., Geronimus B.L., Gudkov V.A., V.G., Kuznetsov ., Mirotin L.B., Ligul Yu.S., Lukinsky BC, Ostrovsky N.B., Reva V.M., Samoilov D.S., Sotnikov V.E., Fitterman B.M., Zuckerberg See, Schefer Ya.I., Yudin V.A. other.
Types of GPT routes, whose calculations are proposed by the listed authors, can be grouped according to the scheme represented by the Naris. 1.2.
When organizing passenger traffic by public transport by road transport workers, a number of tasks are solved, different in importance, complexity and complexity. Determine route diagrams, quantity, type and type of PS to work on each route, distribute routes to carriers.
The basis of the first part is the development of a rational transport plan for the population, and the second is aimed at ensuring and the most effective implementation and operation of this plan. Currently, the sequence of work on ensuring the rational organization of the PS can be represented by the scheme shown in Fig. 1.4.
Among the factors determining the effectiveness of the work of the GPT, the important place is occupied by factors depending on the methods of organization of movement. Improving the Movement of the PS on the basis of economic and mathematical methods is one of the main directions of improving the efficiency of the work of the GPT on the routes. The use of such methods can significantly improve the transport service of the urban population, especially in the "Peak" watch.
In this direction, methods for the organization of PS movement are developed and developed, among which it can be noted such as the informed organization of the route bus network, the massive use of large capacity buses, the dispersal of the work schedules of enterprises, increasing the speed of the PS, operating on certain routes, the organization of shortened and special routes, etc.
The use of economic and mathematical methods (EMM) allows you to evaluate passenger traffic, reasonably build a route network, choose the type of buses, calculate the time beginning and end of the movement, as well as the interval for the periods of the day with the number of buses along the routes.
The implementation of each of the listed areas requires the rationale for the decisions taken. The special meaning of UM use for the scientific substantiation of the organization of the Movement of the PS even on existing routes is acquired in conditions of mathematical modeling and application of computer programming.
To increase the efficiency of the work of the GPT, the scientific organization of the Movement of the PS, based on UM, is served, with the development of the optimality criterion for the prosecuted result and its assessment methods.
Analysis of work affecting issues on improving the service of the population in cities allows you to select the following indicators as the main factors: the total time to move "from door to door", the remoteness of stopping points, the frequency of the GPT movement, the number of transfers when traveling passenger, security, filling PS , fare, convenience of using transport, etc.
The above indicators of the quality of service of passengers of the GPT can be grouped by three main features shown in Fig. 1.5. Indicators affecting the quality of service of the population of urban passenger transport
One of the most common criteria for assessing the transport service of the POP population is the cost of movement time.
The costs of the time of passengers on the trip, or rather, the paths of its abbreviation are shown in Fig. 1.6.
Passenger traffic and methods for their surveys. General provisions of the proposed methodology for carrying out passenger surveys to determine the number of passenger trips
We have developed and tested by the technique, which allows to investigate passenger traffic with minimal labor costs and receive an objective result. The survey is carried out on all types of ground-based GPT in all public transport enterprises that participate in ensuring these traffic.
Given the large number of routes in the city, as well as a significant degree of duplication of routes, the survey is not carried out on all urban routes, but on the so-called representative routes. The representatives of the representatives should be the characteristic main routes of the city, their number should be at least 20-25% of the total number of routes. Matching the odd route to the representative to the representative is checked by Formula 2.20, this will be said below.
Each route should be covered by at least one bus (trolleybus, tram), and if there are several models of machines with different passenger capacity, each model is examined separately. The number of counters in the cabin must correspond to the number of doors, otherwise the accounting of the "Peak" clock is impossible to perform. The survey is carried out on the most characteristic days - workers (Wednesday or Thursday) and weekends (Sunday), first and second shifts.
The tasks of the survey are: - determine the share of passengers passing on subscription coupons, on preferential documents, for travel tickets; - determine the volume of traffic in workers and weekends; - determine the filling of rolling stock; - develop recommendations for improving passenger service by urban public transport; - Develop recommendations on streamlining costs for transport services Population. The survey is performed in 2 stages: the survey of the passenger traffic (payment of travel, filling the rolling stock); Statistical processing and analysis of survey results. At the "own" doors of the PS, constantly used to enter passengers, are located two meters.
At each stopping point of the route (starting from the second stop), the first counter collects from passengers overlooking the "his" door, numbered coupons, and enamence data into the appropriate Count Table Count opposite the number of the neighborhood in each direct or reverse direction.
The second counter, "attached" to the same door of the PS salon, as the first counter, is called the controller account. The controller accounting is equipped with bags of numbered coupons of different colors and accounting forms, which includes data on the number of passenger travel with travel tickets and documents for the right "preferential" travel. Data for each revolving flight is recorded in the corresponding column graphs (see Fig. 2.2).
The controller accounting at each stopping point warns the included passengers to conduct a survey so that they were preparing for the exit on "their" stop. Verifying the passage of the passage, the accounting card provides all the passengers with the coupons of the corresponding color and the number. Each category of payment form corresponds to a certain color of the ticket, and the number is determined by the landing microdistrict number.
Focusing on the color and coupon number, at the end of each passenger's ride, the account reader enters the coupling number opposite the name of the microdistrict and the form of payment.
The surveyed route passes through the city, which is pre-divided into n microditions. These microdistrict will submit to work with the pair correspondence matrix and the calculation of the program. The division of the route by districts, as an example, is represented in Fig. 2.3.
The conductor at the end of each flight (at the final stop) makes the number of tickets sold subscription (the number of passengers who paid for their one-time passage) for the flight, this information is used to control. The number of shifts of meters and controllers must correspond to the number of driver shifts. Overcoming counters and controller counters on double-minute graphs is carried out at the appointed time at the final stops or in the appointed place.
The number of counters in the cabin must correspond to the number of doors, otherwise the accounting of the "Peak" clock is impossible to perform. On each machine large capacity, the account will lead 4 counter (2 doors).
Before holding this kind of surveys, it is necessary to carry out in advance the instruction on the work of a specific counter on a specific route and safety technique. Each meter is supplied in advance to account (Fig. 2.2) and the necessary material (coupons, bags for these coupons, collection boxes). A conversation is held with the crew of the surveyed vehicles, responsible persons are appointed to collect material at the end of the shift and working day.
Thus, accounting material is collected on the number of passengers transported, their correspondence and accounting documentation on the number of "preferential" passengers for each flight.
Development of an algorithm for calculating the optimal routes of urban passenger transport. Optimization program
Based on the analysis of the methods for calculating the HPT routes, we concluded that existing methods of calculation require refinement in terms of practical application. Below is a methodology and software for the calculation of optimal routes that take into account the above considerations.
In general, the task of choosing the scheme of routes of the GPT in medium-sized cities is presented as follows. It is required to determine (calculate) the scheme of the routes of the GPT in the middle cities, so that the total spending of time by all passengers to wait, travel and transplants were minimal. This is the main optimization criterion in our task.
As noted in his work Bologunkov G.V. , with the minimum time spent on the complete movement of passengers, the optimal distance of the residue on the usual bus varies from 0.4 to 0.6 km, on a high-speed bus from 0.6 to 1.5 km, and on the extension bus over 4 km. The smaller the distance of movement, the less efficient use of high-speed transport.
Based on the specified formulation of the task of choosing the scheme of urban passenger routes in medium cities, the following main source data is needed to solve it.
1. The map of the city calculated with the transport network, the streets connecting the items on which the PS movement is possible (bus, tram, trolleybus).
2. The matrix of pair correspondence for the estimated period is the size of passenger traffic between all points (microdistrics) of the city. In our case, in the hour "Peak". The most appropriate route scheme is to develop on the basis of labor and other trips to the morning "Peak" watches in winter. Consequently, the survey of passenger traffic on urban passenger transport should be carried out at the specified time.
3. The capacity of each rolling stock model, taking into account the specified capacity utilization factor, ensuring the provision of passengers the necessary amenities of the trip. 4. Time spent by one passenger on transplants in each item. 5. The maximum PS movement interval that does not require a fixed schedule on routes. 6. The coefficient of uneven passenger approach to the stop. 7. The coefficient of intra-domestic non-uniformity of the passenger flux. 8. The duration of the estimated period of the day. 9. Waiting time with one passenger express and (or) high-speed routes. 10. The effectiveness of the use of the optimal length of the range of express and high-speed routes.
Number of PS in motor vehicles working on the transport of passengers in the city trait. 12. Release ratio on the line of each type and brand PS. The following limitations are superimposed: 1) The length of express and high-speed routes should not be less than specified, based on the efficiency of operation of these routes; 2) the waiting time for passengers of express and high-speed routes should not be higher than the specified; 3) high-speed routes must pass through the transport network sites on which these routes can use, based on the calculations of this stage of the program; 4) the calculation of the stages is carried out strictly according to the algorithm set forth in Fig. 3.1; 5) Other limitations arising from the conditions of a particular city. Along with these restrictions, we allow the possibility of a volitional destination of routes due to other, for example, historical, administrative or environmental factors.
Check the accuracy of the data received during the survey of passenger traffic on urban passenger transport
How can you judge the table. 4.7, the results of the passenger traffic survey, obtained in 1999, at the end of 2000 are quite reliable. The data obtained by PPP-2, not confirmed by surveys, the cause of the results is the increase in the number of suburban routes surveyed by PPP-2. With a further study for PATP-2, a total percentage of preferential passengers was adopted 34.5 against 22.98, obtained in 1999, however, strictly speaking, it is necessary to hold a more representative examination of PPP-2 routes. This was recommended by the administration of Vologda.
Stage II. Calculation of the number of preferential passengers for transportation. In 2000, the following proportions of the flux of passengers between carriers are expected: WET - 0.383, Patp-1 - 0.57, Patp-2 - 0.047 (1999 data plus new suburban routes for PATP-2). These proportions in further calculations play the role of weight coefficients.
The total number of all paid passengers for 2000 is projected in the amount of 61419 + 1360 thousand \u003d 62779 thousand people. Here 61419 thousand - the total of 1999, 1360 thousand - the increase in 9 months, the forecast until the end of the year with the gain of the increase (equal to 1.2).
According to the results of 1999, the percentage of paid passengers (subscription tickets + travel) for WET and PATP-1 is, respectively, 53.113 and 53.171, for Patp-2 - 65.5, based on the above clarification. Thus, the total number of passengers transported, thousand passengers, including beneficiaries and "Zaitsev", is 62779000-100
The percentage of preferential passengers in WET and PATP-1 is adopted in the same way (43.457). The figure was obtained in 1999 on representative routes, the results of the survey of the end of 2000, as shown above, they were not refuted. According to PPP-2, the percentage of preferential passengers, as stipulated, was taken equal to 34.5. Social beneficiaries in relation to all adopted in the proportion specified in Table. 4.7.
Stage III. Evaluation of the confidence limits of the obtained solution. Passenger traffic has a random character, so it makes sense to calculate, in what limits there is a possible variation of the results.
We define with a probability of p \u003d 0.95 borders, in which there may be a number of preferential passengers regarding the number of paid passengers. The number of subscription tickets sold by each specific passenger enterprise is easily controlled. The mathematical apparatus for this kind of calculations is set forth in paragraph 2.2, see also formula (2.23). Calculations are summarized in Table. 4.9.
The calculation algorithm is presented in section 3.2.3 in Fig. 3.3. We took the assumption that the PS of all types and species moves at all areas of the network with an average response rate of 17 km / h (data on passenger enterprises in Cherepovets). Using the formula (3.11), the following time was calculated on each network link .. The data and time of the movement on each site of the network are entered as initial data on the transport network. The information in the program is in matrix form.
Our company performs the design and optimization of the public transport route, including the development complex schemes for the organization of transport service to public transport (QCOT), What allows you to improve the quality of passenger service (passenger traffic):
- Proposals for the passage of new routes, to meet demand passenger traffic;
- Optimization of tariff policy and much more
Passenger traffic
City passenger transport plays a significant role in the economy of any country, region or city, since it is the route transport that is the main way of moving passengers, where there is a high demand for passenger traffic.
Passenger traffic - an ordered transport network movement of passengers, quantitatively expressed in the amount of passengers transported on any kind of public (ground, underground, air, etc.) or individual transport per unit of time (hour, day, month or year).
In connection with the increase in the level of motorization and an increase in population mobility against the background of the insufficient pace of development of the street-road network of cities, it is very acute the problem of optimizing passenger traffic aimed at reducing the temporary or cash costs for traveling, for example, from a house to work, to the university, In the store, etc. In other words, it is necessary to maximally satisfy the demand of passenger traffic for any types of movement.
Optimization of work (routes, schedule) of public transport
In large megalopolis, public transport must serve a "decent" alternative to individual transport - to reduce the level of urban roads, improve the ecology in the city, etc. It is for these purposes that programs are being developed to optimize the work of urban public transport.
The main task of optimizing public transport is to increase its attractiveness for citizens. This result is mainly achieved in various ways, for example - a decrease in time in the path of passengers, a decrease in the number of transfers, an increase in pedestrian accessibility to stopping points, compliance with the schedule, timely informing passengers on the arrival of transport, the allocation of public transport bands and much more.
Our company offers the following list of solutions to optimize public transport, aimed at improving the quality of passenger service (passenger traffic):
1. Conduct passenger traffic surveys on public transport routes;
2. Analysis of the existing position of urban passenger transport:
- Functional characteristics of an existing route network
- Evaluation of the duplication of routes
- Characteristics of the quality of the population by the population by routes of passenger transport, etc.
3. Creating a tool to maintain decision-making in the field of transport complex management based on the model of public transport movement routes ("Management" by passenger traffic)
4. Development of proposals for optimizing the work of public transport (both on the current position and for the promising year):
- Proposals for the improvement of transport and pedestrian service of the territory - Improving accessibility (transport and transplant node, city district, region, etc.)
- Proposals for the passage of new routes to meet the demand of passenger traffic;
- Proposals for the arrangement of additional stopping points, or their exceptions;
- Proposals for changing the schedule of public transport movement for every day of the week (calendar use);
- The rationale for the expediency of the arrangement of the highlighted bands for public transport;
- Calculation of revolutions of public transport routes;
- Optimization of tariff policy and much more.
The Department of Transport and Road Economy of the Novgorod Region published a program to reduce city public transport flights in order to reduce its unprofitability. Indeed, in recent years, transport even in the peak hours is filled with no more than 60%, and the average daily trigger and is at all one third. On the right and incorrect optimization methods tells the project curator "Beautiful Novgorod" Maxim Sharapov.
Regional officials are offered as measures to optimize public transport costs, you can.
Let us now understand whether such measures will be effective. Let's start with why we generally need public transport. If only to transport residents of the city, not mastered the purchase of a personal car, if public transport is designed to use them only from hopelessness - then yes, it is often unprofitable to drive the buses, which every year are filled less, because everything is more Part of the economically active adult population transplanted on cars, the benefit of many car loans available.
But in this case, the bundle of residents of the city is increasing, when non-lettotobile feel more and more disadvantaged, forced not clear how much to wait at the bus stop, which will come after a minute, or after 20 minutes, whether it does not come at all. Of course, with the first opportunity, unlucky passengers of public transport will try to buy a car and get to any point of the city for 10-15 minutes, leaving buses to use students and retirees.
Or not for 10-15 - depending on the time of day. After all, when at one time in one place, too many people want to move around the city with a maximum comfort, this happens:
The result is the situation, the not described Arkady Raykin: "We are all going slowly, because everyone needs to quickly." At least twice a day, the city rises in traffic jams in which people are forced to lose weight at all of no extra time and nerves, regardless of their way of movement. The drivers and passengers of personal cars and passengers of public transport are equally standing equally.
What is good public transport? The fact that he, taking a place on the road only about three times more than a car, is transported at the same time 30-40 times more people. If all the passengers of the bus are sitting in cars, we will get such a picture on the road:
From this follows the paradoxical conclusion at first glance. And fundamental motorists, and officials, many of which are moving only on cars, favorably have an attractive public transport for residents in the city. No one is going to force everyone to transfer to buses and return to Soviet times when they traveled almost exclusively buses with terrible contest in the cabin because of the extremely rare intervals and the absence of alternative ways of movement.
According to one of the most prominent transport experts in Russia, doctors of technical sciences Mikhail Yakimova (Perm), a good transport system is the one in which personal and public transport is balanced so that the total time for the implementation of transport correspondence of all residents of the city (pedestrians, cyclists, motorists, passengers of public transport) was minimal. Increasing the number of cars on the roads due to an unsaving public transport system increases congestion, reduces the overall speed of movement, and therefore increasing the total time of transport correspondence. The development of a public transport system, turning it into a comfortable and predictable arrival, departure and trips to the time of arrival, departure and trips makes more people transplanted into transport, which takes a summary less space on the road, thereby freeing the roads from the excess amount of cars.
As a result, the congestion disappear, public transport and personal cars on the roads faster get to the destination for the freed roads, which means that the total time for the implementation of transport correspondence of all residents of the city is significantly reduced. The city becomes more friendly and comfortable for residents, the cost of people's time is reduced, and moving around the city from a heavy quest turns into pleasure.
Offering to cancel a part of the flights to the interconnect time, in order to increase the output of the rolling stock and the frequency of the intervals in the peak hours, we seem to make the inhabitants of the benefit. But in fact, not quite. Soviet times have passed when the entire city worked on the half-life of the same enterprises strictly with eight-nine-nine in the morning to six-seven in the evening, and during the day the need for movements around the city has arisen except for pensioners. Now people work in a variety of public and private organizations for the most different schedule, plus the number of work related to the city's disposal has increased; It is enough to look at the number of cars on the roads of the city in the middle of the day, to understand that the need to move people around the city during the period between the morning and evening hours of peak is also high.
It is clear that the material capabilities of Novgorod carriers, alas, are not dimensionless. However, instead of one unpopular measure, it would be much better and more efficient to apply a set of measures of popular, which will increase the quality of the public transport system without significant costs for updating rolling stock and at the same time will lead to savings in the long run.
Contrary to the established Russian official tradition, the word "optimization" is not synonyms for the word "abbreviation" or "cutting", but means a comprehensive change in this system in order to more efficiently combine costs and results.
At firstIt is necessary to more rationally distribute the rolling stock on the routes. Buses of a high capacity ("Garmoshki") send to the maximum strengthening of the main urban routes No. 1, 2, 4, 6, 9, 9a, 11, 16, 19, 20 (here will take it and "student" route number 8a, which For obvious reasons, uses very large passenger traffic). On the other routes, such as Nos. 5, 7a, 7a, 8, 12, 13, 22, 33, 35a, to install only low capacity (short), long to put long in the case of a categorical lack of rolling stock.
It is worth considering the possibility of additional purchases by carriers at least five units of rolling stock of a large capacity ("short" buses, such as LIAZ-5256, LIAZ-5293, MAZ-103) with the aim of directing the current quantitative distortion of the rolling stock towards the "Harmoshk" buses ; It is possible to adopt a target program for financing the update of rolling stock or procurement on the conditions of co-financing carriers and the region.
Secondly, Public transport should be made predictable for passengers. Transport expert Anton Buslov Once he wrote a very correct thing: "In Europe, where transport walks on a schedule, and not at intervals, the clock can be checked at its time to stop. People there are not "waiting for transport", but come out exactly the time of the arrival of their car. Just as you do not go to the airport to wait for the first aircraft to Vladivostok - you go to the time ". This can be done in the simplest and most cheap way - to post at the bus stops of the schedule (and not intervals of movement) routes. At some stops, for example, Korovnikov Street, such schedules already have:
Such schedules can already be printed tomorrow at the printer and place on those stops where only "rare" routes go (at intervals of more than 15-20 minutes):
On the streets of Metskova-Volosov, Kaberov-Vassevskaya, Big V. Vasser, Oryolskaya, Prussian, Troitskaya (routes No. 7, 7a, 10, 17, 17a, 26, 26a);
On the streets student and park ("student" routes №№ 5, 8A);
On Hermann Street (Bus route №№14, trolleybus routes №№2, 3, 5);
On Zelinsky Street (stop opposite the house number 52, route number 33);
On the streets of Chemists and Mendeleev (route number 35a);
In the Krechevian microdistrict (route number 101).
Of course, at the same time there should be no unrequitable flights to one or another time, for which the same residents of Korovnikov Street are complaining of, which were lucky to have at their bus stops of the bus number 33. To do this, you need to remember the practice of keeping backup buses in the park and quickly feed them in the case of such a breakdown. This practice existed in the USSR and is currently used in almost all developed countries.
ThirdlyNo matter how unpleasant it is to talk about it, it is necessary to make an automated flight system for travel with electronic tickets and validators as soon as possible in urban transport, and then introduce time-based tickets with the possibility of free transfers from one flight of public transport to the other for example, for example, 60 minutes.
What is the optimization, are these additional costs? - You will say.
It's like that. But if you think not only about today, but also about tomorrow, it becomes obvious that the automated management system will allow not only to save, but in the future to increase the revenue of passenger motor transport enterprises. First, the lack of the need to pay for the transplant will stimulate the inhabitants of the city to use public transport more often and on an ongoing basis (and not to prefer if possible to move around the city by other ways - on foot, on a personal car, by taxi), and therefore tickets will be purchased more , revenue will increase. Secondly, the automated management system will give the opportunity to take into account all passengers transported, including beneficiaries. Thirdly, the presence of e-tickets will give the opportunity to enter travel tickets not only for an unlimited number of trips per month, but also on a fixed number of travels (for example, 40, 60, 80 trips per month, with each activation of the ticket in the validator from the card, one trip is written off ); Such tickets will cost much cheaper than the unlimited travel and will be beneficial for both passengers and carriers, since the number of tickets acquired will increase.
And most importantly: the presence of free transplant will provide an opportunity to cancel a part of rare routes with small passenger traffic. For example, why keep the route number 1, if from the trading side to the Pskov district it will be possible to get to a much more frequent routes No. 4, 19 with a change in Sofia Square on routes №2, 11 for the same 20 rubles? Similarly, it will be possible to cancel such routes as №2K and №27, and the released rolling stock will be directed to the strengthening of the main urban routes.
FourthBy canceling unprofitable routes, you need to introduce new ones in some cases, albeit with rare intervals, but with a schedule at each stop and walking clearly on schedule. For example, canceling too long and duplicating other routes No. 33, it is advisable instead of restoring it once the existing route No. 34 "Lomonosov - Nekhinskaya - Kochetova - Korsunova - Korovnikova - Zelinsky - Kochetova - Nekhinskaya - Lomonosov. This route will give the opportunity to maintain public transport for residents of Korovnikov Street and connect the Western and Eastern part of the Western district. By this route, residents of Korovnikov and Kochetov streets will be able to travel, for example, to the clinic and cinema on Lomonosov Street.
Similarly, by canceling Malopopular Trolleybus Routes No. 4 and 5, instead, it is worth restoring another previously existing bus route №29 "Department Store" Kolos "- Korsunova - Peace - Nekhinskaya - Station, thanks to which the residents of Grigorov will finally get public transport not only Large St. Petersburg and the city center, but also to the West District; The route tracing on the avenue of the world instead of existing in the 2000s tracing on Kochetov Street will allow residents of Grigorov to come to the zone of walking distance to all three of the main streets of the Western District (Lomonosov, Peace, Kochetov).
After the introduction of transference tickets, you can cancel the route number 1 and instead of it to extend the route No. 4 to the village of Volkhovets with the arrival of some flights to Nanino. Then it will be possible to accommodate the offer to reduce the bus number 18 to the Sychakovo-Kolmovo route, because we remember that the residents of Sychakovo by then will be the possibility of free transplant to Kolmovo to other city routes.
In addition, intensifying due to the released rolling stock Routes No. 4, 6, 19, 20, it will be advisable to completely cancel the route taxi Nos. 53, 54, 58 and 62, fully duplicate bus routes No. 19, 20, 6 and 9a, but Significantly inferior to comfort and safety buses.
FifthYou will have to swallow another bitter pill: start typing on the most downloaded streets of the city highlighted bands for public transport. It is necessary in order to enable buses to walk strictly on schedule as trains and train. In addition, the highlighted bands will stimulate the inhabitants of the city to ride the most loaded streets of the city is not a car, but by public transport, which will attend people without interference in the minimum time, regardless of the road situation.
Usually the fear of administration of selected bands is due to the fear of the occurrence of congestion on the main streets of the city. However, the congestion on them occur more and more often during the day and now, while alternatives allowing them to somehow compare them and get faster, no.
If public transport becomes predictable and any resident of the city will know that if he comes out of the house at 8:10 and sit down at 8:19, he will come to work exactly at 8:36, then part of personal car drivers will prefer indefinitely Standing in a traffic jam by a quick bus trip, and the car drivers remaining on the road will go faster, more comfortable and safer for the roads freed from unnecessary cars and congestion.
Experience in the introduction of highlighted bands for route vehicles on roads with only two bands in each direction, in Russia there is - for example, in Kazan. Turning cars to the right in this case is carried out with highlighted bands. However, the problem arises, the problem with turning cars to the left with the only band remaining for cars in this direction, as the waiting turn to the left car blocks the entire flow. Therefore, the introduction of highlighted bands should be started with those streets on which turns left are prohibited or replaced by reversal through a wide separation strip. First of all, the highlighted bands must be introduced on a large St. Petersburg Street from Hermann Street to Schusev Street and on Korsunov Avenue from Builders Square (including Viaduct) to Peace Prospect.
According to expert counts, the highlighted bands work effectively where the public transport of all routes walks every two or three minutes. In a large St. Petersburg and Korsunov, where a significant part of urban routes converges, the frequency of the bus and trolley buses is just such. Control the absence of car races on highlighted bands can be used by installing automatic video confixation tools in buses drivers, as is being done currently in Moscow. On weekends, when the intensity of the car movement is small, check-in on the dedicated bands can be resolved. Also on highlighted bands can be allowed legal passenger taxis.
Finally, the arrows and rotary elements on the trolleybus contact network should be upgraded, replacing them from physically and morally obsolete mechanical on modern automatic, switchable remotely from the cabin on the entrance to the intersection. This will significantly increase the speed of trolleybuses at intersections and turns, passing them not 5 km / h, as now, and with the speed of a total flow, how buses make. The increase in the passage of the route will not only increase the attractiveness of trolleybuses for passengers, but also will provide an opportunity to increase the turnover of rolling stock on the route, and therefore ensure more frequent movement intervals with the same amount of rolling stock, which will have a positive effect on the attractiveness of trolleybus transport, will increase the amount Passengers and revenue from ticket sales.
The main thing is not to consider optimization only as a destructive measure: cut, cancel, take away everything and divide ... Optimization - This is an achievement Optimal, that is, the best, result. And everything is good necessary create, and canceling one, enter another. And then in the future it will pay off a hundredfold. And in moral, and in the material sense.
