The movement of passengers in one direction of the route is called passenger traffic. Passenger traffic can be in the forward direction and in the opposite direction.

A characteristic feature of passenger flows is their unevenness, they change over time (hours, days, days of the week, seasons of the year).

Passenger traffic is characterized by:

Power or tension, that is, the number of passengers who pass at a certain time on a given section of the route in one direction;

The volume of passenger traffic, that is, the number of passengers transported by the mode of transport in question for a certain period of time (hour, day, month, year).

The distribution of passenger traffic on the route (by hours of the day and sections of the route) is presented in Table 1 and Table 2.

Table 1

Hours of the day	Number of passengers	Hours of the day	Number of passengers
forward direction	Reverse direction	forward direction	Reverse direction
6-7			16-17
7-8			17-18
8-9			18-19
9-10			19-20
10-11			20-21
11-12			21-22
12-13			22-23
13-14			23-24	-	-

Settlement and technological section

Characteristics of passenger traffic

Passenger traffic is the number of passengers that are actually transported at a given time on each stage of the bus route or in general on the bus network of all routes in one direction per unit of time.

As a rule, passenger flows are not the same in size at different hours of the day, days of the week, months and seasons of the year, as well as along sections of routes and directions of bus movement.

Surveys are conducted to identify passenger flows, distribute them by destinations, and collect data on changes in passenger flows over time. The task of the survey: to obtain reliable data on the capacity, distribution and fluctuations of passenger traffic on bus routes.

Passenger flows are displayed in the form of graphs, cartograms, diagrams or recorded in tables.

Survey methods are classified according to a number of criteria:

By duration of the covered period:

Systematic (daily, weekly, etc.);

One-time (short-term);

Coverage width:

Continuous (simultaneously throughout the entire transport network of the served area) on average 1 time in 3 years;

Selective (for certain traffic areas) 1 time per quarter;

By type:

Questionnaire method (by filling in previously developed special questionnaires);

The reporting-statistical method is based on ticket-account sheets and the number of tickets sold;

Coupon method (by issuing specially prepared coupons of different colors to accountants);

Tabular method (carried out by accountants located inside the bus near each door, by filling in pre-prepared tables);

Eye method (carried out by collecting data on routes with significant passenger traffic, carried out visually according to a point system from 1 to 5 points). They can be used by drivers or conductors.

The silhouette method is a kind of visual method (according to a 5-point system, by typing silhouettes by bus type);

Polling method - by polling the accountant in the passenger cabin, this method allows you to determine the data on the correspondence of passengers.

Passenger traffic by hours of the day and route segments (forward and reverse) are presented in Table 3, Table 4, Table 5.

Table 3

Hours of the day	Passengers carried
forward direction	Reverse direction	In both directions
6-7
7-8
8-9
9-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24	-	-	-
24-1	-	-	-
Total

Table 4

forward direction

Table 5

Reverse direction

Transport: 1 - bus paz-3205; 2 - bus LiAZ-5256; 3 - "Ikarus-280"; 4 - medium capacity trolleybus; 5 - large capacity trolleybus; 6 - tram

Mar "mrutnaya network; demarcation zone;

§ 20

5.3. Organization of the work of buses on city routes

Chapter 2. 54

G, h days

G, h days

5. Sectoral road transport Complete and timely satisfaction of the needs] of the population in transportation

5.4. Transportation of passengers on suburban routes

Comparative characteristics of the types of suburban transportation (average for groups of routes)

5.5. Rural bus service

5.6. Intercity transportation of passengers

5.7. Organization of bus transportation of passengers in international traffic

Chapter 6

6.1. Classification and characteristics of passenger road transport

6.2. Organization of the work of passenger cars-taxi

Chapter 7

7.2. Indicators for assessing the quality of passenger transportation

Chapter 8

8.1. Approaches to the construction of tariffs and applied tariffs for passenger road transport

8.2. Ticketing systems and tickets for passenger road public transport

Chapter 9

9.1. Features and principles of road passenger transportation management

9.3. Dispatching control of the movement of buses and cars

9.4. Passenger transportation management automation

Chapter 10

10.1. General principles of state regulation of transport activity in the conditions of market relations

10.2. Experience in licensing motor transport activities abroad

10.3. The main provisions of the licensing system in Russian road transport and the activities of the Russian transport inspection (RTI)

Chapter 2. 54

The end of the table. 3.3

Name of indicator	Designation	Unit	Indicator value
The cost of transportation by trolley bus
Increase in the cost of bus transportation
Increase in the cost of tram transportation
The coefficient of efficiency of functioning of urban passenger public transport

3.5. Passenger flows and methods of their examination.

IRREGULAR TRAFFIC

The determining factors in the formation of the route network are directions, distribution over the territory of the served area and the capacity of passenger flows. The power of passenger flows called the number of passengers passing at a certain time through a specific section of the route or the entire transport network of a settlement in one direction. Only having data on the size, direction and distribution of passenger flows over the territory, it is possible to reasonably select the route route, select the type of transport and type of rolling stock, and also determine the number of vehicles.

An important role in organizing the movement of passenger transport is played by the uneven distribution of passenger flows over time and along separate sections of existing routes. Therefore, in order to form an optimal or rational route network, as well as to effectively use the rolling stock and provide a high level of passenger service, it is necessary to know the directions, sizes and degree of uneven passenger flows. Graphically, passenger flows are depicted in the form of diagrams, where their values ​​are plotted along the ordinate axis, and the time of day, days of the week, months of the year, the straightened length of the route, and the direction of movement are indicated along the abscissa axis (Fig. 3.24). Diagrams of passenger flows for transport

network of the city allow you to select and calculate the required number Vehicle in the direction of their movement.

Surveys are carried out to identify passenger flows, distribute them in directions, and collect data on changes in passenger flows over time. Existing methods for surveying passenger traffic can be classified according to a number of criteria.

So, according to the duration of the period covered, systematic and one-time surveys are distinguished. Systematic inspections are carried out daily during the entire period of movement by line workers of the operation service. one-time called short-term surveys for a particular program, determined by the goals.

According to the coverage of the transport network, there are solid And selective examinations. solid surveys are carried out simultaneously throughout the entire transport network of the served settlement or region. They require a large number of controllers and counters. Based on the results of the surveys, they decide on the functioning of the transport network, such as the directions of its development, the coordination of the work of various modes of transport, the change in the route scheme, the choice of modes of transport in accordance with the capacity of passenger flows. Selective surveys are carried out in separate traffic areas, conflict points or certain routes in order to solve local, private, narrower and more specific tasks.

The type of examination may be questionnaire, reporting and statistical, natural And automated.

Rice. 3.24. Cartogram of passenger flows on the routes: AVB, VDG, DE, EA

Questionnaire method, as a rule, covers the entire route network of the served area and makes it possible to identify passenger flows for all types of transport. It is characterized by a continuous survey and the possibility of establishing the need and moving the population in directions, regardless of the prevailing

route network. This method involves obtaining the necessary information using pre-designed special questionnaires. The success of a questionnaire survey and the reliability of the data obtained are largely determined by the nature, simplicity and clarity of the questions posed. Therefore, the form of the questionnaire should be carefully thought out according to the goal and be machine-processable. Sample questions for the survey are given below (using the example of Volgograd).

passenger flow surveys

District number of the city where you live

(1 - Traktorozavodsky, 2 - Krasnooktyabrsky, 3 - Central, 4 - Voroshilovsky, 5 - Dzerzhinsky, 6 - Sovetsky, 7 - Kirovsky, 8 - Krasnoarmeisky)

Way to get to work in the summer

(1 - on foot, 2 - by bike, 3 - by motorcycle, 4 - by car, 5 - by public transport)

Way to get to work in winter

Time of leaving the house (for example, 8 hours 15 minutes put down 0815)

Time spent on the road to the stop (average, min)

Transport waiting time (average, min)

Total travel time from home to work (average, min)

Working day start time

Name of the starting stop of the transport

Mode of transport of the beginning of movement

(1 - bus, 2 - trolleybus, 3 - tram, 4 - departmental bus, 5

fixed-route taxi)

Route number

Number of transfers (if none, put 0)

Name of the point of the 1st transfer

Type of transport of the 1st transfer (put the number according to clause 10)

Route number of the 1st interchange

Name of the point of the 2nd transfer

Mode of transport 2nd interchange

Route number of the 2nd interchange

Time spent on transfers (total, min)

The name of the final stop when landing at work (write in spells)

Finishing time (h, min)

Time to arrive at a stop when traveling home (h, min)

Transport waiting time (min)

Number of non-work trips per week

Are you satisfied with the mode of operation of your enterprise (yes - 1, no - 0)

The questionnaire survey gives the greatest effect when interviewing the population at the place of work of the main passenger generating and passenger absorbing points (with the involvement of the personnel department) of the served area, although it can also be carried out directly in the rolling stock or at stopping points. The complexity is the processing of questionnaires. In order to reduce the complexity of processing, questions and answers are coded and then processed using a computer.

Reporting and statistical method The survey relies on the data of ticket-account sheets, the number of tickets sold. In addition to the tickets sold, it is necessary to take into account the number of persons transported on monthly travel tickets, service certificates and persons using the right of free reduced-price travel, as well as those who did not purchase a ticket.

Natural surveys, in turn, can be coupon, tabular, visual, silhouette and questionnaire.

Coupon method surveys of passenger traffic allows you to have information about the power of passenger traffic along the length of the route and time of day, about the passenger exchange of stopping points, passenger correspondence, filling the rolling stock, etc.

When surveying by this method, preliminary preparation is necessary, which includes the development of a program and the calculation of the required number of accountants and controllers. The survey program determines the technological sequence of work with an indication of the timing. The quality of the information received largely depends on the accuracy of the work of accountants and controllers, as well as on the preparedness and awareness of passengers. In the course of the inspection, accountants at each stop, starting from the final one, issue coupons to all passengers who have entered (Fig. 3.25),

Tram Tram

Metro Metro

a) b)

Rice. 3.25. Form of examination coupons for referrals: A - direct; b - reverse

having previously noted the number of the stop at which the passenger entered. For each direction of movement, their own coupons are used with increasing or decreasing numbers of stops and, as a rule, in different colors. When exiting, passengers hand over coupons, and counters mark the number of the stop at which the passenger got off. When transferring, passengers tear up the corresponding inscription on the ticket. At the final stops, the accountants hand over the used coupons for a specific flight to the controller and receive new ones.

Tabular Method examinations are carried out by accountants who are located inside the bus near each door. Accountants are supplied with survey tables, which, in addition to data on the bus, its output and change, indicate the numbers of flights in the forward and reverse directions, the time of their departure and stopping points (Table 3.4). For each stopping point of the flight, the accountants enter in the appropriate columns the number of incoming and outgoing passengers, and then count the filling for the conversation.

Table 3.4

Passenger traffic survey table on route No._

Waybill No. Exit No.

Bus Model Exit Garage

Bus No. Driver

Change Conductor

forward direction (reverse direction)

Flight numbers										Distance between DU stops, km
Departure time h-min
Stops
1. Control room
2. School number 3
Total Passengers

Symbols: С - passengers got out; H - filling (do not fill counters); In - included passengers.

nah route. Accounting and registration of moving passengers are carried out separately by each accountant, and the processing of the received data is carried out jointly. The tabular method can be used for systematic and one-time, continuous and sample surveys. In continuous and systematic surveys, the form of tables should allow the processing of survey data using a computer. For this purpose, tables are grouped, and then they are dirty by days of the week, routes, hours of the day when the bus exits and work shifts.

Visual, or eye method The survey serves to collect data on stopping points with significant passenger traffic. Accountants visually determine the filling of buses according to a conditional point system and enter this information into special tables. For example, 1 point is assigned when there are empty seats in the passenger compartment for sitting; 2 points - when all seats are occupied; 3 points - when passengers stand freely in the aisles and storage areas; 4 points - when the nominal capacity is fully used and 5 points - when the bus is overcrowded and some passengers remain at the bus stop. Points are entered in the table according to the make and model of the bus. Knowing the number of seats for sitting and the capacity of a particular brand and model of the bus, you can go from points to the number of moving passengers. The visual method in scoring the filling can be used by drivers or bus conductors, who are issued with an accounting table. At the end of the shift, the tables are handed over to line dispatchers, and in the operation department they are reduced to the final one. This method is more often used in sample surveys.

Silhouette method is a kind of visual with the same areas of use. Instead of a scoring assessment of the filling of buses, a set of silhouettes by types of buses is used, which is constantly with the accountants, who select the number of the silhouette that matches the filling of the bus, and enter it in the table. Each silhouette corresponds to a certain number of moving passengers.

Poll method Passenger traffic surveys involve the use of accountants who, while in the passenger compartment, question incoming passengers about the point of exit, destination, transfer, purpose of the trip and record this information. This method makes it possible to obtain data on passengers' correspondence, which helps to correct routes and develop organizational measures to reduce the time for transferring passengers.

Surveys of bus operation and identification of passenger flows are extremely laborious and require, as a rule, the involvement of a large number of accountants, which can be high school students, college and university students. In addition, the processing of data collected from surveys takes a significant amount of time, and as a result, these data reflect the pattern of changes in passenger flows over the past period.

Recently, there have been developed and implemented automated methods, providing information in a processed form without the participation of people. The existing methods of automated survey of passenger flows can be divided into four groups, namely: contact, non-contact, indirect and combined.

contact methods allow obtaining data on passenger flows through the direct impact of passengers on technical means. Its essence lies in the fact that residents enter information about the needs for movement into a semi-automatic device by pressing the appropriate key. The devices are placed in large passenger-forming and passenger-absorbing nodes. This method of surveys allows you to have information about the correspondence of passengers, the movement of the population and conduct a sociological survey. It can be used to optimize the bus route scheme and traffic forecasting.

The contact methods include an automatic system for accounting for transported passengers, including electrical impulse sensors mounted on the steps of the bus doors and connected to decoders that are connected to the counters of incoming and outgoing passengers. When passengers act on the steps, the electrical impulses from them are sent to the decoder, which, according to the order in which the signals arrive, determines the direction of the passenger's movement and transmits information to the counters of the incoming or outgoing passengers, respectively. The disadvantage of such a system lies in the large inaccuracies (up to 25%) of work during peak hours.

TO non-contact include methods using photovoltaic devices. In photoelectric accounting of transported passengers, photoconverters are used, which are installed in doorways or on the outside of the bus, two for each flow of boarding and disembarking passengers. When entering or exiting, passengers cross a beam of light rays coming to photo sensors that record the movement of passengers. Electrical impulses from the photo sensors are sent to the decoding unit and, depending on the order of receipt, are sent to the register of incoming and outgoing passengers. The digital display unit sums up the number of passengers entering and exiting at each stop. The disadvantages of this method include the fragility of devices, the complexity of setting up and adjusting photoelectric sensors.

At indirect method accounting for the transported passengers use special devices that allow you to weigh all the passengers of the bus at the same time, followed by dividing the total mass of passengers by the average (70 kg). The total mass of passengers is determined using strain gauge transducers located on the spring pads. The output signals of the transducers are fed to the input of a recorder, which records the readings on chart paper over time. The survey data are presented in the form of diagrams of passenger flows over time, the processing of which does not require large costs and time. The disadvantage of this method is the need for separate boarding and disembarking of passengers at the stopping point.

At combined method passenger registration is carried out using two types of sensors. When entering the bus, passengers step on the lower and then on the upper contact steps. The signals from a pair of steps and the opening of the doors are sent to the control unit, where the logical processing takes place and the formation of the counting input pulses, which are recorded by the recording device (digital printing mechanism, perforator or magnetic tape). The counting output pulses are formed in the reverse order of the impact of passengers on the steps. Registration of data on the number of passengers entering and exiting, the distance traveled, the time and the number of the stopping point is made after the doors are closed at the beginning of the bus movement. Both mass and photoelectric sensors can be used simultaneously.

Automated surveys of passenger flows provide a constant and continuous receipt of information on traffic volumes at a relatively low cost and without the involvement of accountants.

The listed methods for studying passenger flows can be conditionally divided into three groups depending on from the method of obtaining the necessary information, namely: methods based on counting the number of passengers carried; methods for obtaining information using instruments (automated) and analytical (calculation) methods for predicting the probable magnitude of passenger traffic.

When choosing a survey method, its labor intensity and necessary costs are taken into account. In any case, the reliability of the data obtained and the possibility of their use in the organization of transportation is necessary. Successful solution of the issues of rational organization of passenger transportation and efficient use of rolling stock is impossible without a systematic study of the nature of changes in passenger traffic in the transport network.

Work on the survey of passenger traffic in any way and regardless of the duration and breadth of coverage should be carried out according to a pre-compiled and approved plan. The plan is developed taking into account specific conditions and must be realistic in terms of deadlines, scope of work and the number of performers. The plan usually consists of three parts: preparation for conducting the survey; work on the implementation of the survey and statistical processing of the collected information.

To manage the conduct of surveys, motor transport enterprises and transport associations allocate a part of their employees as inspectors. During mass surveys, the population is notified about the beginning and goals of surveys two to three weeks in advance. During surveys, disruptions to other modes of transport must be avoided and their coordination and management must be ensured. The study of passenger flows makes it possible to identify the main patterns of their fluctuations in order to use the results of surveys in planning and organizing transportation. In other words, the nature of the change in passenger flows on routes and in general for a particular settlement is subject to a certain pattern, therefore, the systematic identification of the distribution of passenger flows over time, route length and directions is the main task of the operation service of transport enterprises or a coordinating center in the form of a central dispatching or logistics center. Passenger flows characterize the load of the transport network in the directions of movement in a certain period of time (hour, day, month). As noted earlier, passenger flows are schematically depicted in the form of diagrams and determine the intensity of the route, road section, line. The nature of the change in passenger traffic by hours of the day, days of the week, months, route length and directions is shown in Fig. 3.26. Passenger flows

4 6 8 10 12 14 16 18 20 22T, h

c) O" Mr. P d

Pi Wed 11t Century T. days Tue Thu So

Y, month 12 34 5 6 7 8 9 10 11 12 km

13 5 7 9 e) pass/h 100 - 80 60

pi.

0.5 1.6 2.0 2.8 3.6 4.0 4.7 5.1 5.7 6.3 6.9 7.4 km 0.7 1.7 2.2 3.13.64.1 4.85.1 5, 9 6.4 7.1 7.4 km

Rice. 3.26. Change in passenger traffic:

20 40 60 80 100 120 140 160 180 200

A- by hours of the day; b - by days of the week; V- by months; d - along the length of the route; d - in directions of movement (there and back)

are not a constant value, that is, they are uneven. The degree of non-uniformity of passenger flows is estimated using the coefficient of non-uniformity T| n. It is determined by the ratio of the maximum passenger traffic capacity £) max for a certain period of time to the average passenger traffic capacity (3 cf for the same period:

L „ \u003d e, groin / a p - (3.97)

There are non-uniformity coefficients by hours of the day, days of the week, months of the year, as well as by sections of the route and directions of movement. The coefficient of non-uniformity in directions is the ratio of the maximum passenger traffic capacity per hour in the busiest direction to the average passenger traffic capacity in the opposite direction. The value of the coefficient of non-uniformity for large cities of Russia is within: by hours of the day Г| n = 1.5-2.0; on the days of the week Г|„= 1.1-1.25; in directions Г|„= 1.3-1.6.

The results of passenger traffic surveys are used both to improve the organization of passenger transportation on existing routes, and to reorganize the transport network as a whole.

Based on the survey materials, it is possible to establish the main technical and operational indicators of bus operation: traffic volume, passenger turnover, average passenger travel distance, filling of buses and their number on routes, flight time and number of work shifts, speed, intervals and frequency of movement, mileage over time attire. These data serve as the basis for improving both the route system as a whole and the organization of the movement and operation of buses on each specific route.

3.6. BUS ROUTES AND LINE FACILITIES

To carry out urban, suburban, rural (local), intercity and international transportation of passengers, urban, suburban, rural (local), intercity and international routes are organized respectively. The route is the regulated route of the rolling stock during transportation. By nature, the routes can be pendulum and ring (Fig. 3.27).

Mayatnikov called such a route in which the route of the rolling stock in the forward and reverse directions passes along the same route.

Ring is called such a route in which the route is a closed loop.

When performing urban transportation, the concept of a route corresponds to a section of streets or roads along which regular traffic is carried out from the initial to the final stops.

Routes, depending on their location in the service area, are divided into: diametrical, connecting the peripheral areas of the city and passing through the center; radial, connecting the peripheral areas of the city with its central part; semi diametrical, passing through the center and urban areas, but not diametrically located; ring; tangential connecting separate peripheral areas and not passing through the center; outbound, which go beyond the served area, but correspond in nature to the main routes of the urban transport network (Fig. 3.28).

Traffic routes are divided into stages. haul called the section of the route between two adjacent stopping points. The length of hauls on urban routes is assumed to be 300-700 m, on suburban routes 700-1500 m, and on intercity routes - according to the distance between large settlements.

Rice. 3.27. Driving routes: A - pendulum;b - ring

Rice. 3.28. Subdivision of routes depending on the location in the city: 1 - diametrical; 2 - radial; 3 - semi-diameter; 4 - departure; 5 - tangential; 6 - ring; 7 - peripheral

Stops divided into final(at the beginning and end of the route) and intermediate. Intermediate, in turn, can be: permanent- at points with constant and sufficient passenger exchange; temporary when the passenger exchange

unstable in time by the hours of the day - near theaters, concert halls, stadiums - or by the seasons of the year - in resort areas in the summer near beaches, attractions, etc .; at the request of passengers on hauls of considerable length at points where there is an insignificant, but periodically arising passenger exchange. All intermediate stops are divided into ordinary And nodal where several routes intersect and passengers transfer from one route or mode of transport to another.

The locations of stopping points are determined taking into account the distribution of passenger flows along the route sections, ensuring traffic safety, the convenience of boarding and disembarking passengers, and are agreed with the State Traffic Inspectorate (GIBDD). On urban routes with heavy vehicle traffic, stopping points are usually located behind intersections. The time spent by passengers on approaching stopping points in cities, if possible, should not exceed 10-15 minutes. taking into account the routes of all types of urban transport. If several urban routes are combined in separate sections at a high frequency of traffic, dual stopping points should be organized, with the stops of routes with a higher frequency of traffic usually located ahead.

The distance between stopping points is chosen taking into account the fact that, on the one hand, small hauls provide the least time spent on approaching the stopping point, but, on the other hand, with such hauls, the speed of communication decreases and the duration of the trip itself increases. Long hauls help to increase the speed of passenger delivery, but at the same time increase the time to reach stops. To determine the rational value of the length of the haul, a graph of the dependence of time costs G, on the length of the haul / lane, is plotted for various average travel distances / en (Fig. 3.29). As a guide, you can use the following data:

The choice of any type of route (urban, suburban, intercity, local) is carried out in compliance with the following requirements: bus route routes must pass through passenger-generating and passenger-absorbing points at the shortest distances; they should ensure the minimum time spent on the trip of passengers, as well as the possibility and convenience of transferring to other modes of transport; the length of routes is set depending on the size of passenger traffic and the profitability of transportation. It must be remembered that long routes provide direct communication between the peripheral areas of the settlement and high operating speed, while short routes provide a more uniform load of buses throughout the route and more regular traffic.

The opening of bus routes is preceded by a lot of preparatory work, which should include: identifying possible passenger traffic; route selection; inspection of road conditions; determining the location of stopping points; development of feasibility studies for the expediency of opening the route; compiling a bus route passport.

Rice. 3.29. Time spent on travel depending on the length of the haul: 1 - at /en=4 km; 2 - at /en=3 km; _? - at /en=2 km

The expected passenger turnover is established by means of a questionnaire survey, a population survey, forecasting and an approximate calculation. The route route is selected according to the intended and desired directions of passenger movement in accordance with traffic safety requirements and road conditions. New routes can be arranged if the state

roads and their arrangement comply with traffic safety requirements. The carriageway of streets and roads should have a width that ensures the safe passage of buses with oncoming vehicles without slowing down. The capacity of artificial structures should correspond to the weight and dimensions of the buses. To assess road conditions, a commission is being created from representatives of the operation services of motor transport associations, employees of road authorities and the State Traffic Inspectorate (GIBDD). Based on the results of the check, an act is drawn up.

After choosing the route route, the location of the stopping points is determined, taking into account the presence of sufficient passenger exchange, their pedestrian accessibility, safe placement and ensuring the minimum total time spent by the passenger when using transport (time of approach, waiting, following the bus and moving from the final point).

The opening of the route should be accompanied by a clear feasibility study of its feasibility. Opening a route is easier than closing it. In general, bus traffic in cities and towns is opened with the permission of the Ministry of Transport upon submission of feasibility studies.

According to the Charter of Road Transport, the opening and closing of bus routes is carried out:

urban and suburban - by the transport authority of the region, territory, republic in agreement with the city and district administrations;

intercity within the region, territory, autonomous republic - by the transport authorities of the region, territory, republic in agreement with the relevant departments of the administrations of the autonomous republics or regions (territories); between regions, territories, republics - the Ministry of Transport.

10 days before the opening or closing of traffic for the information of passengers, announcements must be posted at the initial, final and intermediate stopping points, as well as at bus stations and bus stations. Announcements about planned changes in routes and stopping points are posted no later than 5 days before their implementation.

A passport is drawn up for each bus route. Route passport - the main document characterizing the route route with indication of linear and road structures; route, availability of stopping points; road characteristics; fulfillment of the main operational indicators; route billing. The passport contains: route scheme; the act of measuring the length of the route; a table of distances between stopping points of the route and belt numbers to determine the fare; characteristics of car pavilions, bus stations, bus stations, dispatch centers; start and end times of bus movement, intervals of movement by periods of the day and days of the week, start and end times of the main enterprises located near the route.

The form of the route passport, as well as the procedure for its completion and maintenance, are stipulated by the instructions approved by the Ministry of Transport. The passport, as a rule, consists of a set of standard forms, on which the serial number of the sheet is indicated in the upper right corner and an alphabetic index is added indicating the suitability of this sheet for a particular type of route: G - urban, P - suburban, M - intercity.

All changes occurring on the route are entered in the passport, indicating the reasons for the changes and amendments. Sheet 8GMP of the passport is specially designed for this. Information is entered into it about shortening the route, introducing detours, changing stopping points, temporarily stopping traffic with an indication of the reasons, etc.

After the start of movement on a particular route, it is necessary to organize monitoring of the operation of buses and the number of passengers transported on a monthly basis. Then the monthly data is reduced to annual data and entered in the sheet 12GPM (fulfillment of the main operational indicators). For urban and suburban transportation, the passport is filled out in two copies (one for the ATP, the other for the transport authority of the region (territory), and for interregional and inter-republican transportation - in three copies (one in Rosavtotrans).

Routes must be equipped pointers. On the pointers of stopping points of a standard sample with an identification mark "A", metal, 350x595 mm in size, they put: the name of the stopping point, route numbers, traffic intervals by hours of the day and the name of the final stopping point. When the interval of movement exceeds 20 minutes, a schedule is posted.

For servicing passengers, resting drivers, conductors and controllers, as well as accommodating linear personnel of the passenger operational service, bus routes have linear facilities. The simplest linear structures are car pavilions with a capacity of 5-20 passengers to protect against rain, snow, wind and sun. On intercity and suburban routes in settlements located on the route route, cash points intended for the sale of travel tickets and reference and information services for passengers. It is advisable to combine cash points with existing auto pavilions.

At the final and junction bus points of city routes, service bus stations, designed to accommodate line personnel - passenger operational service, controllers and drivers on vacation. In the absence of linear structures at the final stops, they must be equipped with means of communication or devices for fixing the time of arrival.

The construction and maintenance of city linear structures in good condition is entrusted to mayor's offices and city administrations, and on highways outside the city - to road maintenance organizations.

Motels and campsites are being built to serve autotourists. Motel is a hotel for autotourists, in which, in addition to hotel rooms, there are places for storage, washing, maintenance and minor repairs of personal vehicles. Camping- These are special camps for autotourists, located in picturesque places and having basic amenities for accommodation and accommodation of autotourists.

TO bus stations include linear facilities on bus routes for receiving and departing buses, boarding and disembarking passengers, as well as servicing and accommodating road transport personnel. The bus station consists of a passenger building in a block with an apron, a platform for settling buses between flights and office space. They are built at the final and intermediate stops of suburban and intercity routes. Passenger buildings of bus stations are of two types: with a capacity of up to 25 passengers and from 50 to 75 passengers.

Bus station is a building complex isolated from urban traffic, which includes a passenger building, an inner territory with platforms for boarding and disembarking passengers, a layover area for regular buses, a station square with entrances and parking lots for public transport and an economic zone. Typical projects provide for the classification of bus stations depending on the capacity (for 100, 200, 300 and 500 passengers). In addition to the total capacity, they take into account their throughput or the number of buses that can arrive and depart at the hour of maximum load.

The territory of bus stations and bus stations will be equipped with signs and fences necessary to direct the movement of passengers and accommodate transport. The platforms are equipped with signaling and control systems for receiving and sending buses. Passenger buildings designed to serve passengers, organize and manage the transport process, can be single-storey and multi-storey (2 floors or more). A common type of bus station can be considered a two-story one with a capacity of 500 passengers.

Bus stations and bus stations, as a rule, are built on the basis of standard designs according to the volume of passenger departures from a given point per day and the traffic intensity of passing buses (Fig. 3.30 and 3.31).

The main functions of bus stations are: consumer services for passengers during their stay at the bus station; dispatching control of the movement of vehicles; management of passenger traffic on the territory of the bus station; commercial operations and control; maintenance operations; accounting and analysis of passenger traffic; organization of life and recreation of bus crews; keeping premises and grounds clean. The area of ​​the passenger premises of the bus station building is determined depending on the estimated capacity, taking into account the number of passengers per specific premises and the specific normalized area per person:

Rice. 3.30. Master plan of the bus station:1 - the building of the bus station; 2 - platform; 3 - overpass; 4 - parking; 5 - household yard

Rice. 3.31. Master plan of the bus station: 1 - station building; 2 - arrival platform; 3 - departure platform; 4 - sludge area; 5 - parking of cars; 6 - overpass; 7- treatment facilities

^pass=/Un> (3-98)

where / ud - specific normalized area, m 2 / person, for this building; N n - the number of passengers accommodated in a particular room.

M p \u003d * pass a / W, (3.99)

Where<2пас - расчетная вместимость пассажирского здания;

a - the share of the area of ​​​​each room, determined according to the recommendations. An indispensable condition for the layout of the premises is the placement of the passenger hall on the first floor and exit from the hall directly to the platform. The passenger hall should adjoin or directly communicate with it: a buffet, cash desks and an information desk, post office, left-luggage offices, rooms for passengers with children, a first-aid post, a toilet. Cash desks must communicate with the premises for counting, collection of proceeds and storage of monetary documents. Dispatch rooms are located on the ground floor from the side of the arrival and departure platforms for buses for a better overview. Premises for drivers must communicate with the control room. On the second floor, it is advisable to have sleeping rooms (hotel rooms) for passengers and drivers, office space, a station control unit, a communication unit, a restaurant, a hairdresser, etc.

During the construction of bus stations, great attention must be paid to the location and equipment of platforms. So, for example, there must be a canopy above the departure platform, and the sidewalk must be located 250-300 mm above the carriageway. The platform area, to the edge of which the bus is placed, is called the landing (disembarkation) post. There can be three possible arrangements of buses relative to the platform: rectilinear, comb (end, oblique) and ledge.

The procedure for the operation of bus stations (bus stations) for servicing passengers and carrying out transportation is regulated by the Standard Technological Process for the Work of Bus Stations (Bus Stations) of Intercity Communications. The technological process provides for the rational organization of the work of bus stations and the interaction of all its services. It includes: rational organization of ticket offices; constant interaction of cashiers with the dispatch service; the system of operation of the dispatch service and its interaction with drivers, station and landing attendants; organization of cultural and community services for passengers (reception, storage and delivery of luggage, boarding procedure, information and reference support, etc.); the procedure for servicing technical means of communication, automation and control; the procedure for maintaining and cleaning the premises of the bus station and the territory near the station.

A passport is issued for each bus station, which includes the production and technical characteristics, namely: the daily number of passengers served; number of bus departures by types of messages; the number of places in the storage rooms; master plan and layout of the passenger building; service hosting plan; platform system with notification. At present, the construction of integrated stations is being practiced, combining two or more types of passenger transport on the same territory (railway and road, river and road, etc.). United stations are created on the basis of the existing ones and are designed again taking into account the service of passengers of various modes of transport in one building complex (Chelyabinsk, Elista, Sochi, Volzhsky, etc.). The operation of a combined station is cheaper than the operation of two or more separate stations.

The management of bus terminals and bus stations was initially carried out by the ATP, performing intercity transportation. With the growth in the number of intercity, suburban, local routes and ATPs operating them, such management became inappropriate and it was transferred to specialized organizations (associations of bus stations).

Associations of bus stations are a specialized organization for the implementation of intercity and suburban transportation of passengers with the inclusion of all regional bus stations and bus stations, as well as a centralized dispatch management and a single technological process. As a result of the centralization of the management of the activities of railway stations and stations, the introduction of a single technological process, there is an improvement in the organization of intercity and suburban transportation, conditions are created for the development of means of communication and automation of the processes of tracking the movement of buses. Radio tracking systems for buses with the transmission of operational information about the time of departure from stopping points, the availability of free and vacant seats on arrival contribute to increasing operational control over the regularity of movement and improving the quality of passenger service.

The main sources of funding for bus stations are income from the sale of tickets, a commission fee for the advance sale of tickets, deductions from income from the sale of tickets for the carriage of luggage, income from luggage storage, rest rooms and other services.

3.7. NORMALIZATION OF MOVEMENT SPEED AND DOWNTIME

Passenger transport operates according to a schedule that is based on established reasonable, acceptable and feasible rates of travel speeds and downtime for the rest of the

novki. A feature of scheduled work is the lack of the ability for drivers to independently change the time of the flight and turnover. The lack of time for the bus to move along the route causes irregular work and a decrease in the safety of the trip, and an excess of time reduces the efficiency of the bus and increases the travel time of passengers. Properly set speed contributes to the efficient use of buses on the route. Almost all operational calculations are based on the speed indicator, which, in turn, depends on a number of factors: bus design; road conditions and route features; traffic intensity; passenger intensity of the route; climatic and meteorological conditions; driver skill. Their influence can be taken into account only when the speeds of movement are normalized taking into account specific conditions. Speed ​​rationing is done by flight. As noted earlier flight- is the movement of the bus along the route in one direction from one end point to another. The run of the bus along the route in both directions is considered a return trip. The flight time is the sum of the movement time t R and the idle time at intermediate stops G os -

*d "os 1 *os" *>

where n is the number of intermediate stops.

Time return flight consists of the time of the flight in the forward direction, the time of parking at the final point r k and the time of the return flight, i.e. + There is a concept

turnover, which includes the time from the moment of departure from the final destination to the time of departure from the same point after the return flight (Fig. 3.32). Turnover time:

"ob \u003d" p + "k +" ї + "k. (3.101)

When establishing the turnover time, its constituent elements are revealed: the time of direct movement; idle time on pro- Fig. 3.32. Schedule of bus turnover at city-intermediate bus stations R sh RU those

paragraphs; time delays due to heavy traffic and special route conditions; slow motion time caused by adverse road conditions; settling time

at the end points.

The actual speeds are usually significantly different from those that can be obtained from the dynamic characteristics. The maximum allowable bus speeds, determined by traffic safety requirements, vary widely depending on the width of the carriageway, the number of lanes, the purpose of the street or road, the presence of slopes, etc. Thus, in suburban transportation, the allowable speeds are largely determined by the category roads (Table 3.5).

Parameter

Movement speed per OS

new roads,

estimated

admissible dli^v^owl

150 80,2-85,8

120 75,3-80,4

100 70,4-75,6

65,7-70,3^

The speed of movement on roads in rough

Terrain: estimated _ admissible for ^^vtob^sov

Number of lanes dvi^yo W^- 120 65,1-70,5

100 45,3-50,7

30,8-35,4

25,7-30,9.

15 or more

Width roadway parts of the road, m

If the calculated operating speed remains constant for a long time, then there comes a period when the established trip time begins to make it difficult for drivers who use more advanced bus driving techniques or does not correspond to the changed traffic volume. Consequently, the normalization of traffic speeds and control over the state of the actual flight time should be carried out systematically in cities and populated areas.

Rationing can be carried out: by manual timing of the elements of the transport process by the observer; with the help

shew special equipment and instruments installed on the regular bus (tachometers); observers at the checkpoints of the route; by a dedicated bus or car, which imitates the movement of a regular bus; mobile laboratory and theoretical (calculation) method.

The flight time by the calculation method (NIIAT method) is determined enough exactly when the speed is influenced by constants factors. However, due to the nature of specific routes various settlements of the vast territory of the country, the presence of random interference with traffic, fluctuations in passenger flows and changes in the passenger exchange of stopping points calculations difficult, therefore it is expedient to carry out chronometric observations or to use tachometers.

The method of speed regulation includes preparation in the form of studying the route, road conditions, types of rolling stock; conducting measurements; processing of received data; definition characteristic periods for the time of work on the route for differentiation of flight time standards; flight time calculation.

Timekeeping Observations on the bus and at checkpoints on the route are laborious and can give acceptable results. only with a sufficiently large number of measurements. The time recorded by the instruments cannot be attributed to all buses of the route, and the time on a specially allocated bus is usually overestimated.

The best results are achieved with the help of specially equipped mobile laboratories designed to normalize traffic speeds, taking into account the intensity of the traffic flow, the coverage and condition of the roadway, the profile of the road, the presence of road signs and restrictions, lighting, etc. Such laboratories should be at the disposal of the territorial authorities passenger transport management.

The bus speeds do not remain constant during the hour, they also change according to the hours of the movement period, are not the same on different routes and differ in stages (see subsection 3.1). The change in the speed of movement in a limited period of time (an hour) obeys the law of normal distribution; by periods of movement, it largely depends on the total intensity traffic flow A ^ bsch, A also varies along the route. According to the schedule (Fig. 3.7), they install and choose number And the duration of the characteristic periods of change in speed by hours of the day. The technical speed along the route is determined by expression (3.7) (Fig. 3.8).

The duration of the bus stop at the end points is set differentially by the hours of the movement period (during peak hours, the parking time is reduced) and is determined depending on the length of the route, flight time and traffic conditions. Downtime at intermediate stops toc depend mainly on the type of rolling stock and the passenger exchange of the stopping point. For busy urban routes, the distribution of downtime as a whole obeys, as noted in subsection 3.1, the Erlang law of the 2nd order (Fig. 3.6); and the numerical value determined by the mathematical expectation varies by routes and brands of buses. Downtime at intermediate stops is directly proportional to the number of incoming and outgoing passengers Q(Fig. 3.9), and by the hour of the period of movement varies depending on passenger flows (Fig. 3.10).

The actual values ​​of both speeds and downtime at stopping points, established as a result of observations and measurements, are the basis for scheduling. Rationing of speeds of movement and downtime can be carried out by tachometers, which are installed on the panel next to the speedometer. A speedometer cable and a wire for power from the battery are connected to the tachometer. The bus operation parameters are recorded on a paper disc, which is inserted inside the device. The movement of the disk is synchronized with the clock mechanism - one revolution per day. Recording on the disc in the form of diagrams and symbols is made by recorders built into the device. On the front side, the speed of movement is recorded throughout the entire operation of the bus, the time of all types of downtime and distance. On the reverse side, the engine speed is recorded. At the end of the work, the disk is removed, and the records on it are decrypted and analyzed. The use of tachometers in passenger transport seems to be promising and expedient not only for normalizing the operation of buses and determining economical driving modes, but also for monitoring driver work modes.

There is also an analytical method for determining the main characteristics of traffic, based on the breakdown of the route into sections, the boundaries of which are obstacles that affect the change in speed, safety and convenience of passengers (stops, turns, traffic lights, lifts, etc.).

In order to speed up the delivery of passengers on urban and suburban routes, in addition to the usual ones, high-speed and express traffic modes are used. At normal mode buses are required to stop at all intermediate points of the route. At speed mode buses stop only at separate, as a rule, nodal, predetermined and known to passengers stopping points. Express Mode corresponds to the movement of buses along the route without intermediate stops from the starting point to the final point. The modes of movement of buses can also be applied according to shortened route, when a part (rarely all) of the buses moves along some segment of the route corresponding to a significant and stable passenger flow. Depending on the distribution of passenger traffic over time, high-speed, express and shortened routes can be permanent or temporary.

Differentiated flight time standards by hours of the movement period, calculated on the basis of chronometric observations, instrument records or approved methods, are the source materials for the preparation of traffic schedules. The movement of buses along the routes is carried out in strict accordance with the approved timetable. The bus route schedule is the main document of the operation department, on the basis of which the work of all parts of the operational and technical services is built.

A correctly drawn up route schedule should provide: the shortest waiting time for bus passengers and a trip to their destination; normal filling on all stages of the route; high regularity throughout the entire period of movement; high speed of communication while maintaining the safety of travel; efficient use of buses, normal mode of work of drivers, consistency of traffic intervals for departures at key stops; fulfillment of the planned indicators of the work of transport enterprises.

Due to significant fluctuations in passenger traffic by season and day of the week, traffic schedules are drawn up for the spring-summer and autumn-winter periods of the year, as well as separately for working, Saturday and Sundays. In addition, especially for intercity and suburban routes, special schedules are drawn up for holidays and pre-holiday days, fairs, public events. The start and end of the movement of buses on each route is determined by local conditions, taking into account the distribution of demand for transportation.

The main type of schedule is consolidated route schedule for each route in tabular or less often graphical (intercity routes) form. The route schedule contains the names of the end points, data on the length of the route, the date of introduction of the schedule, the type and number of rolling stock, the start and end times of the movement, the accepted mode of work of drivers, differentiated flight time standards for periods of movement. The schedule provides for the organization of the movement of buses from both final points of the route. For each bus exit, the schedule should include the time of departure from the ATP, zero mileage, the start and end points of the movement, the time of arrival at the ATP, the number and duration of shifts, flights, the time of arrival and departure at the final points. The required number of flights, the frequency and intervals of traffic are calculated in accordance with the observational data and the distribution of passenger flows separately for peak hours, decline in passenger traffic and duty hours. Particular attention is paid to determining the required number of flights during peak hours, taking into account the normal filling of buses (y = 1) and the proper quality of passenger service.

Scheduling is an extremely important and very time-consuming job. Numerous searches for a fully automated scheduling method have so far been unsuccessful. A semi-automatic method with software has been proposed, which is much less labor intensive and more convenient for the scheduler. The computer calculates and prints the time grid of flights "Stencil", taking into account the differentiated norms of travel time. A schedule for all outputs is applied to the grid, and this information is entered into the computer. Printed out is the timetable for the final destinations, the operational table of buses on the route, the schedule for the stops for each exit.

Based on the route schedule bus or working schedule for each exit. The timetable indicates the time of departure from the ATP and arrival at the starting point of the movement, the duration of the shift, the time of lunch and rest (if any), the name of the checkpoints and the time they pass for each flight. The working schedule is issued to the driver according to the line exit number to monitor compliance with the regularity of traffic on the route.

For each control point (station) are station (dispatching) timetable in tabular form, where all bus routes are entered vertically, and the time of arrival and departure for each flight is entered horizontally. The schedule is located in the line control points or is handed out to the line dispatchers of control points to monitor the regularity of movement.

A variation of the station is informational timetable at stopping and final points for passengers. In the information schedules of intermediate points, only the time of arrival is indicated, and at the final points, the time of arrival and departure of buses.

Graphical embodiment of schedules are motion graphics, giving a visual representation of the movement of buses on the route. They are built for intercity and some suburban routes when transporting over long distances. The summary schedule of movement of all buses on a particular route (Fig. 3.33) is a plan for the work of production units serving the route.

Rice. 3.33. Fragment of the consolidated bus schedule

Depending on the multiplicity of the bus turnover time and the time of day, the traffic schedule can be stable and sliding. A stable schedule is obtained when the bus turnover time is a multiple of the time of day. If the turnaround time is not a multiple of the time of day and there is no possibility to vary the downtime at the end points, then a sliding traffic schedule is obtained. The time of advance or delay in each subsequent day is determined by the remainder of dividing the turnaround time by 24.

3.8. REQUIREMENTS FOR DRIVERS AND ORGANIZATION OF THEIR WORK

The quality and reliability of transportation, traffic safety mainly depend on the drivers of vehicles as direct participants in the transport process. The work of the driver is associated with great nervous and physical stress due to continuously changing road conditions, traffic intensity, frequent stops, significant passenger traffic, etc. In this regard, in modern conditions, the requirements for the human psyche, the elements of which are perception, attention, memory, emotions, will. Violation of any of these properties can be a source of erroneous actions that are the causes of traffic accidents. The cause of an accident in most cases (90-95%) is a person (driver or pedestrian). The fight against accidents is, first of all, the fight against erroneous actions of a person when driving a car. There may be various reasons behind the driver's erroneous actions: indiscipline, lack of education, or very limited psycho-physiological capabilities, which affects precisely in a difficult, emergency situation.

The speed of the driver depends on the speed of movement. It has been established that the driver, when driving a car in conditions of heavy urban traffic, performs 40-50 operations per 1 km of the road. This means that at a speed of 40 km / h, one operation takes 1.8-2.25 s, 80 km / h - 0.9-1.225 s, respectively, i.e., in certain periods, the driver’s work proceeds in conditions of lack of time . In such cases great importance have sensorimotor reactions, or human responses to stimuli. It is generally accepted that the time of a complex reaction to braking is

0.8-1.0 s. Driving a car at high speeds and a bus in urban traffic requires a special skill.

A person's ability to professional activity Drivers are mainly defined by the following qualities:

good physical development, endurance, agility and good coordination of movements;

ease of obtaining and changing motor skills;

a high degree of development of the senses (vision, hearing and muscle hearing);

speed and accuracy of sensorimotor reactions;

speed, accuracy of determining the speed of movement and spatial relationships;

wide distribution, switching speed and stability of attention;

good visual memory, high degree of readiness of memory;

perseverance, determination, courage;

penchant for technology, technical thinking, interest in the professional work of the driver;

emotional stability, self-control, discipline;

initiative and resourcefulness.

In this regard, persons wishing to qualify as a driver undergo a special medical examination, and after five years - a re-examination. Drivers of category D who have undergone special training are allowed to drive the bus.

All drivers are required to undergo pre-trip medical examinations, which are based on asking the driver about his health, as well as conducting an external examination, measuring pulse, blood pressure and, if necessary, body temperature. The determination of the presence of alcohol in the exhaled air is carried out when signs of alcohol intoxication are noted: glitter of the eyes, reddening of the face, verbosity, angularity of movement, increased heart rate. After checking, a mark is placed in the waybill, allowing the driver to be allowed to work. The duration of the examination of one driver, as a rule, does not exceed 3-5 minutes. Drivers who have abnormal health conditions are referred to a doctor. If the driver shows signs of intoxication, then an act is drawn up, which is transferred to the manager.

children to take appropriate action against the violator of labor discipline.

When organizing the work of drivers, it is necessary to strictly adhere to the established regime of work and rest, normalized in accordance with the "Regulations on working hours and rest time for car drivers", as well as the correct alternation of morning, afternoon and evening work shifts. In the practice of transport enterprises and organizations, daily or summarized (monthly) accounting of working time is used.

Daily accounting apply if drivers work the same number of hours per shift every day. Processing in excess of the established duration (7 hours for a six-day and 8 hours for a five-day working week) of a working day cannot be compensated for by underworking on other days and vice versa.

Summary Accounting working time is based on the results of work for the month. In passenger transport, it is often impossible to establish a normal working day for drivers and conductors, since the time spent on the line can be different - more or less than the established one. This is due to the need to complete the started flight. However, the total working time per month should not exceed the monthly fund, which is determined by the product of the normalized working day by the number of working days in a given month.

On June 25, 1999, No. 16, the Ministry of Labor and Social Development of the Russian Federation adopted a Resolution approving the "Regulations on working hours and rest time for car drivers", and on October 23, 2001, No. 77 approved changes and additions to it. This document establishes the features of regulation of work and rest of car drivers in accordance with the labor legislation of the Russian Federation.

"Regulation" is a regulatory legal act, which applies to drivers working under an employment contract on cars belonging to organizations registered in the territory of the Russian Federation, regardless of organizational and legal forms and forms of ownership, departmental subordination, entrepreneurs, as well as other persons.

The regime of work and rest, provided for by the "Regulations", is mandatory when scheduling the work of drivers. Timetables and schedules for the movement of vehicles in all types of messages should be developed taking into account the norms and requirements of the "Regulations".

The normal working hours of drivers may not exceed 40 hours per week. For drivers working on a five-day week with two days off, the duration of daily work (shift) cannot exceed 8 hours, and for those working on a six-day working week with one day off - 7 hours.

In cases where, due to the conditions of work, the established daily or weekly working hours cannot be observed, drivers can be assigned a summary record of working hours (usually for a month). For the transportation of passengers in the resort area in the summer-autumn period, the accounting period of time can be set up to 6 months. The duration of working time for the accounting period should not exceed the normal number of working hours.

The decision to establish a summarized recording of working time is made by the employer in agreement with the relevant elected trade union body or other body authorized by employees (and in their absence - in agreement with the employee) fixed in the employment contract (contract) or annex to it.

With the summarized accounting of working time, the duration of the daily work (shift) of the driver can be set to no more than 10 hours.

In the case when, during intercity transportation, the driver needs to be given the opportunity to reach the appropriate place of rest, the duration of daily work (shift) can be increased up to 12 hours.

If the driver's stay in the car is foreseen for more than 12 hours, two drivers are sent on a flight. In this case, such a car must be equipped with a sleeping place for the driver to rest.

For drivers who carry out transportation in official cars, cars, when serving state authorities and local governments, heads of organizations, the duration of daily work can be increased to 12 hours if the total driving time during the period of daily work does not exceed 9 hours.

The daily duration of driving a car during the period of daily work (shift) cannot exceed 9 hours, and in mountainous areas when passengers are transported by buses with an overall length of more than 9.5 m, it cannot exceed 8 hours.

In case of summarized accounting of working time, by the decision of the employer, in agreement with the relevant elected body or employee, no more than twice a week, the daily duration of driving a car can be increased up to 10 hours. In this case, the total duration of driving for two weeks in a row should not exceed 90 hours.

Bus drivers working on urban, suburban and intercity regular passenger lines, with their consent, can be set a working day with a shift divided into two parts, provided that the drivers return to their place of deployment before the start of the shift break no later than four hours after the start work. At the same time, the duration of the break should be at least two hours, excluding time for rest and meals. Short-term rest time is provided at the place of deployment. The break time between two parts of the shift is not included in the working time.

After the first three hours of continuous driving (intercity transportation), a stop for a short rest of the driver lasting at least 15 minutes is provided, in the future, a stop of such a duration is provided no more than every two hours. When stopping for a break for rest and meals, the specified additional time for a short rest is not provided to the driver. The composition of the working time G r to the driver includes: driving time - G n;

time of stops for a short rest from driving on the way and at the final points - Г 0;

preparatory and final time to perform work before leaving the line and after returning from the line to the organization, and for long-distance transportation - to perform work at the point of return or on the way before the start and after the end of the shift - G pz;

the time of the medical examination of the driver before leaving the line and after returning from the line - Г m0;

downtime through no fault of the drivers and the time of work to eliminate the vehicle malfunctions that occurred during work on the line - Gor.

G r \u003d G n + G 0 + G pz + G mo + G or. (3.102)

The composition and duration of the preparatory and final work included in the preparatory and final time, and the time of the medical examination of the driver is established by the employer in agreement with the relevant elected body or employee.

The working time of the driver also includes the time of guarding the car during parking at the final and intermediate stops in the implementation of long-distance transportation, if such duties are provided for by the employment contract, and the time the driver is present at the workplace when he does not drive the car when two drivers are sent on a flight. The time of protection of the car is credited to the driver during working hours in the amount of at least 1/3, and the time of the presence of the driver at the workplace when he is not driving the car in the amount of at least 50%. Specific values ​​are determined by the employer.

Drivers in accordance with the legislation of the Russian Federation enjoy the right to:

breaks during the work shift for rest and meals;

daily rest;

rest on holidays;

annual paid leave and additional holidays in the manner prescribed by the legislation of the Russian Federation, the collective agreement (agreement);

rest in other cases stipulated by the legislation of the Russian Federation.

Drivers are provided with a break for rest and meals lasting no more than two hours, as a rule, in the middle of a work shift, but no later than four hours after the start of work.

If the duration of daily work established by the shift schedule is more than eight hours, the driver may be provided with two breaks for rest and meals with a total duration of not more than two hours.

The duration of the daily (between shifts) rest, together with the break time for rest and meals, must be at least twice the length of the working time on the working day preceding the rest.

On long-distance transportation, with a summarized accounting of working time, the duration of daily (inter-shift) rest at turnover points or at intermediate points can be set at least the length of time of the previous shift, and if the vehicle crew consists of two drivers - at least half the time of this shift with a corresponding increase in time rest immediately after returning to the place of permanent work.

Weekly uninterrupted rest must immediately precede or immediately follow the daily rest, while the total duration of rest, together with the break for rest and meals on the previous day, must be at least 42 hours.

With the summarized accounting of working time, weekly rest days are set on different days of the week according to shift schedules, while the number of weekly rest days in the current month must be at least the number of full weeks of this month. In the event that drivers, with the summarized accounting of working time, work shifts lasting more than 10 hours, the duration of the weekly rest can be reduced, but not less than 29 hours. On average, for the accounting period, the duration of the weekly uninterrupted rest should be at least 42 hours.

On holidays, the work of drivers of passenger enterprises is allowed if these days are provided for by shift schedules as working days. With the summarized accounting of working hours, work on holidays according to the schedule is included in the norm of working hours of the accounting period.

If you do not follow the Regulations, then the drivers may become overtired.

Fatigue is a natural process of reducing the ability to work as a result of activity. The subjective feeling of fatigue is a feeling of tiredness. When fatigue accumulates due to insufficient rest, overwork occurs, which can lead to nervous breakdown. Individuals tolerate fatigue differently, and this must be taken into account when choosing systems for organizing the work of drivers.

The driver labor organization system (SOTV) is a set of measures that ensure the rational placement of drivers and regulate the time, shifts of their work on the route and rest time. Determining in many respects the quality of route schedules, SOTV has a significant impact on the level of transport services for the population. The presence in the schedule of exits of various durations, shifts, as well as exits with a shift divided into two parts makes it necessary to use various TSTVs that differ in the distribution of the working time fund by drivers and exits. The presence in the route schedule of exits of various durations and shifts requires the use of several different systems for organizing the work of drivers working on the same route. Drivers' work time planning is carried out using schedules, which are compiled in the form of tables, linking the work of drivers to ensure the daily closure of the exits assigned to them. So, in table. 3.6 shows the graphs of six drivers working on three buses.

Table 3.6

Numbers of the month

Note. 1- first shift; 2 - second shift; B - day off, 0 - additional day for inter-shift rest.

To ensure the high-quality operation of the route, a certain combination of exits assigned to drivers with different COTS is necessary, since the use of the same labor organization system for all drivers of the route does not provide a satisfactory solution to the problem.

One of the main directions for improving the efficiency of enterprises is brigade uniform labor organization. Brigades can be specialized - from employees of the same profession (drivers) and comprehensive- from employees of different professions (drivers, repairmen, cashiers, controllers, etc.) performing a complex of technologically heterogeneous, but interconnected work on passenger service. Depending on the conditions and volumes of production, the contractor team may be interchangeable(work in one shift) and through when the team includes workers from all shifts. The main one is the integrated cross-cutting brigade, working for a single outfit with payment according to the final results, since it is in such brigades that opportunities open up for improving organizational work, strengthening discipline, mutual exactingness and comradely mutual assistance.

The relationship between the brigade and the administration is determined by contracts for servicing passengers by the team of the brigade. The contract is discussed at the meeting of the brigade and comes into force from the moment of its signing. The contract team is headed by a foreman who has organizational skills and enjoys authority among the members of the team. The foreman, along with good professional training, must know the technology of work, the organization of labor and the procedure for its payment used in the brigade; requirements for the quality of passenger service; rules for the operation of technological equipment; transportation rules; instructions for labor protection and fire safety. A brigade council may be elected at a brigade meeting. When the brigade fulfills the contract plan, a bonus is charged, the amount of which depends on the coefficient of labor participation.

At the initial stage, for bus drivers whose wages are calculated according to the time-bonus system, the transition to a team contract comes down to reorienting this system to rewarding the team as a whole for the performance indicators it has achieved and the quality of work on the assigned bus route.

The basis of all logistics systems, which are currently widespread everywhere, is the group nature of labor with the composition of groups or "teams" of 8-10 people. Moreover, each member of the "team" must be able to perform any work with the appropriate quality. The "team" is led by a leader with significant special and administrative powers.

The group's tasks include meeting quality requirements, increasing and equalizing labor productivity in the group, optimal operation of the park and equipment, independent organization and distribution of tasks in the group.

Brigades are similar to groups or "teams" and this form of work organization is modern and desirable in terms of increasing productivity and quality of work.

A new approach to transport has led to the expediency of considering the entire complex of components of the process of moving passengers in the form of a system, the purpose of which is to meet the demand for passenger transportation in a timely manner and deliver passengers to their destinations with proper quality.

Passenger delivery is a process of continuous provision of subsequent departments while synchronizing the work of all parts of the system and matching it with demand. To increase efficiency and systemic sustainability, maximum coordination and integration of all parts of the transport process should be ensured. The elements (links) of the transport process in the transportation of passengers are: approaching a stop, waiting for a bus, moving in a vehicle and moving towards an object of gravity.

From the point of view of the organization of transportation, one of the main generalizing indicators of the transportation process is the performance of both a single car and a fleet of cars as a whole. The productivity itself depends on a number of operational indicators of the use of rolling stock, the impact of which on productivity is ambiguous.

The efficiency criterion as applied to transport is a form of qualitative and quantitative expression of the purpose of transport services for the population, in which the entire set of interconnections and interactions of the transport network is manifested. The social utility of passenger transportation is most fully characterized by the system's efficiency coefficient, which is the ratio of the costs associated with meeting the population's regulatory needs for transportation to the actual costs.

To form an optimal or rational route network, as well as to effectively use rolling stock and provide a high level of passenger service, it is necessary to know the directions, sizes and degree of uneven passenger flows, the specific values ​​of which are established during certain surveys.

The vast majority of buses operate on routes when the route of the rolling stock during transportation is regulated. For passenger service, rest for drivers, conductors and controllers, as well as for the accommodation of line personnel of the passenger operational service, the routes have linear structures (car pavilions, service bus stations, bus stations, cash points, motels and campsites).

Passenger transport operates according to a schedule, which is based on the established expedient and feasible norms for traffic speeds and downtime at stops, which are identified during rationing, taking into account specific conditions.

When organizing the work of drivers, it is necessary to strictly adhere to the established regime of work and rest, normalized in accordance with the "Regulations on working hours and rest time for car drivers", as well as the correct alternation of morning, afternoon and evening work shifts.

Questions for self-control

What, in relation to passenger transportation, is invested in the concepts of "supplier", "producer", "consumer"?

1. What stages can technological schemes of passenger movement consist of?

   What does the enlarged operating scheme of passenger delivery look like?

   What patterns correspond to the elements of the transport process: approach to a stop, waiting for transport, landing, moving in a vehicle and moving after disembarking to an object of gravity?

   How is bus performance determined?

   Show graphically the nature of the impact on performance performance.

   How is the performance of a passenger car-taxi measured and how is it calculated?

   What indicators of rolling stock usage do you know?

   What are the measures of the efficiency of the passenger transport system and what are their shortcomings?

   What is the coefficient of efficiency of the passenger transport system?

Present graphically the impact on the efficiency ratio of the use of an irrational mode of transport, rolling stock of non-optimal capacity, a faster mode of transport, the inertia of the transportation process, increase

transportation costs.

List and describe the existing methods for surveying passenger traffic.

What and how is the unevenness of passenger traffic assessed?

What is a route and what are they?

What linear structures do you know? What are they?

What are the differences in flight time, return flight, turnover?

What do you understand by rationing of movement speeds and downtime?

What types of traffic modes and schedules do you know?

Name the qualities that determine a person's ability to work as a driver.

Describe the features of the regulation of work and rest of drivers in accordance with the "Regulations on working hours and rest time for car drivers."

What do you understand by the system of organization of work of drivers?

Successful solution of the issues of rational organization of passenger transportation and efficient use of rolling stock is impossible without a systematic study of the nature of changes in passenger traffic in the transport network. The study of passenger flows makes it possible to reveal their distribution by time, length of routes and directions of movement. When conducting research on passenger traffic, various methods are used. Existing methods for surveying passenger traffic can be classified according to a number of criteria.

• 1.By length of period covered distinguish:
  • - systematic surveys;
  • - one-time examinations.

Systematic inspections are carried out daily during the entire period of movement of vehicles along the route, as a rule, by employees of the operation service of passenger transport enterprises.

one-time surveys are called short-term surveys conducted within the framework of a developed program determined by the set goals: opening or closing a route, determining the capacity and required number of rolling stock, etc.

• 2. According to the coverage of the transport network distinguish:
  • - continuous surveys;
  • - sample surveys.

solid surveys are carried out simultaneously throughout the entire transport network of the service area. They require the involvement of a large number of workers (accounters). Based on the results of continuous surveys, global issues are resolved: the efficiency of the transport network, the direction of its development, the coordination of the work of various modes of transport, the change in the route scheme, the choice of modes of transport in accordance with the capacity of passenger flows, etc.

Selective surveys are carried out in separate areas of the route network, conflict points or some routes in order to solve local, private, narrower and more specific tasks.

• 3.By way of doing allocate:
  • - questionnaire surveys;
  • - reporting and statistical surveys;
  • - natural surveys;
  • - automated examinations.

questionnaire method, as a rule, it covers the entire route network of the served area and makes it possible to identify passenger flows for all modes of transport. It is characterized by a continuous examination. The questionnaire method makes it possible to establish the potential mobility of the population: the real needs for movement in terms of quantity and direction, regardless of the existing route network. This method involves obtaining the necessary information using pre-designed special questionnaires. The success of a questionnaire survey and the reliability of the data obtained are largely determined by the nature, simplicity and clarity of the questions posed. Therefore, the form of the questionnaire should be carefully thought out according to the goal and provide for the possibility of its machine processing. The survey is conducted in places of mass congestion of the population. The questionnaire survey gives the greatest effect when interviewed at the place of work of the population: at the main passenger-generating and passenger-absorbing points of the served area. In this case, employees of organizations (employees of the personnel department) can be involved in the survey. The complexity of this survey method lies in the processing of questionnaires. In order to reduce the complexity of processing, the questions and answers of the questionnaire can be coded and then processed using a computer.

Reporting and statistical method The survey is based on the data of ticket-record sheets and the number of tickets sold. In addition to the sold tickets, it is necessary to take into account the number of persons transported on monthly travel tickets, service certificates, persons enjoying the right to free reduced travel, and also those who have not purchased a ticket. Using the reporting data, it is possible to determine the volume of traffic on individual routes, to establish the distribution of passenger flows by hours of the day, days of the week, etc. But this method does not allow estimating the distribution of passenger traffic by route sections, that is, to establish the maximum load on the rolling stock on the route.

Field surveys involve obtaining information about the actual movements of the passenger through direct interaction with them. Field surveys can be coupon; tabular; visual; silhouette; questionnaires.

Coupon method surveys of passenger traffic allows you to establish information about the power of passenger traffic along the length of the route and time of day, about the passenger exchange of stopping points, correspondent communications, the average travel distance of a passenger, filling the rolling stock, etc. . In the course of the inspection, the accountants at each stop of the route issue coupons to all passengers entering the passenger compartment of the vehicle, having previously noted the number of the stop at which the passenger entered. For each direction of movement, their own coupons are used, as a rule, of a different color, with increasing or decreasing stop numbers. When exiting the vehicle, passengers hand over coupons, and the accountants mark the number of the stop at which the passenger got off. If the passenger makes a transfer, he makes a corresponding mark on the coupon (tear off the spine). At the final stop, the accountants hand over the used coupons for a specific flight to the controller and receive new ones. To conduct a survey by this method, preliminary preparation is necessary, which includes the development of a program and the calculation of the required number of accountants and controllers. The survey program determines the technological sequence of work with an indication of the timing. The quality of the information received largely depends on the accuracy of the work of accountants and controllers, as well as on the preparedness and awareness of passengers.

Tabular Method surveys are carried out by accountants, who are also located inside the vehicle near each door. Accountants are supplied with survey tables, which indicate general information about the vehicle, flight number, departure time, route stops for each direction. For each stopping point of the flight, the accountants enter in the appropriate columns the number of incoming and outgoing passengers, and then count the filling in the sections between the stopping points of the route. Passenger registration is carried out by each accountant separately, and the processing of the received data is carried out jointly. The tabular method can be used for systematic and one-time, continuous and sample surveys. In continuous and systematic surveys, the form of tables should allow the processing of survey data using a computer.

Visual (eye) method The survey is used to collect data at stopping points with significant passenger traffic. Accountants visually determine the filling of the vehicle according to a conditional point system, and this information is entered into tables. For example, 1 point is assigned when there are free seats in the vehicle interior; 2 points - when all seats are occupied; 3 points - when passengers stand freely in the aisles and storage areas; 4 points - when the nominal capacity is fully used and 5 points - when the vehicle is overcrowded and some passengers remain at the stop. Points are entered in the table according to the make and model of the vehicle. Knowing the capacity of a particular brand and model, you can go from points to the number of passengers carried. Using this method, data can be obtained on the occupancy of the rolling stock by sections of the route, but it does not allow to establish the actual volume of passengers transported along the route as a whole and the nature of correspondence. The visual method of examination can be carried out by drivers or conductors, who are given the appropriate table. At the end of the shift, the tables are handed over to line dispatchers, and in the operation department they are processed and the number of passengers who have traveled along routes and sections is determined. This method is mainly used in sample surveys.

Silhouette method similar to the visual method. Only instead of scoring the filling of vehicles, a set of silhouettes by types of rolling stock is used. Accountants select the number of the silhouette that matches the content of the transport, and mark it in the table. Each silhouette corresponds to a certain number of passengers. Based on the collected data on silhouettes, the number of passengers in the cabin is calculated when the vehicle moves along the route section.

Poll method passenger flow surveys suggest the use of accountants who, while in the cabin of passenger transport, ask incoming passengers about the exit point, transfers, purpose of the trip and record this information. The survey method refers to field surveys and differs from questionnaire surveys because the survey is conducted only among direct users of passenger transport. This method allows obtaining data on passengers' correspondence, which helps to adjust routes and develop organizational measures to reduce travel time and reduce passenger transfers.

Automated Methods provide information on passenger flows in a processed form without involving people in the direct collection of such information. There are several methods for automated survey of passenger flows, in particular, contact methods; non-contact; indirect; combined.

contact methods allow obtaining data on passenger flows through the direct impact of passengers on technical means. One way to obtain information may be the use of automatic devices with a screen and keyboard. Potential passengers (residents of a settlement, visitors, etc.) enter information about their travel needs into an automatic device by pressing the appropriate keys. The devices can be placed in passenger-generating and passenger-absorbing hubs (train stations, shopping centers, etc.), as well as at stopping points. This method of surveys allows obtaining information about the correspondence of passengers, the mobility of the population and conducting a sociological survey on the level of satisfaction of the population with the work of transport, etc. The information obtained can be used to optimize the route scheme, change traffic schedules, etc.

Non-contact methods using photovoltaic devices. For photoelectric accounting of transported passengers, photoconverters are used, which are installed in doorways or on the outside of the vehicle, two for each flow of boarding and disembarking passengers. When entering or exiting, passengers cross a beam of light rays coming to photo sensors that record the movement of passengers. Electrical impulses from the photo sensors are sent to the decoding unit and, depending on the order of receipt, are sent to the register of incoming and outgoing passengers. The digital display unit sums up the number of passengers entering and exiting at each stop. The disadvantages of this method include the complexity of setting up and adjusting photoelectric sensors, large inaccuracies (up to 25%) during peak hours.

indirect method accounting for the transported passengers involves the use of special devices that allow you to weigh all the passengers of the vehicle at the same time, followed by dividing the total mass of passengers by the average mass (70 kg). The total mass of passengers is determined using strain gauge transducers located on the spring pads. Survey data are presented in the form of diagrams of passenger flows by route sections.

Combined method accounting of passengers involves the joint use of any automated methods at the same time, for example, indirect and non-contact. This improves the completeness and accuracy of the collected information. Automated surveys of passenger flows provide a constant and continuous receipt of information on traffic volumes at a relatively low cost, since there is no need to involve a large number of people and additionally process the collected information.

Figure 9.4 shows a graphical representation of the classification of passenger flow survey methods.

Figure 9.4 - Classification of passenger examination methods

Passenger traffic - the number of passengers actually transported by passenger transport for some time (hour, day, month, year) through the section of the transport network.

Passenger traffic characteristics are:

§ Dimensions of passenger traffic at different time intervals on different sections of the route - tension on individual sections of the route or on the route as a whole, the volume of passenger traffic per unit of time in a certain direction, the distance of movement of passengers;

§ Indicators of changes in passenger flows in time and space - coefficients of unevenness by months of the year, days of the week, sections of the route and the hourly coefficient of unevenness;

§ The intensity of passenger traffic on individual sections of the route or on the route as a whole is determined on hauls with maximum load in the direction of maximum passenger traffic, as well as on hauls with maximum load during periods of the most intense passenger traffic for a certain time.

In addition, the average intensity of passenger traffic in the direction of maximum passenger traffic is determined.

Factors affecting passenger traffic: features of the formation of the mobility of city residents; season of the year; month of the year; day of the week; hour of the day; the direction of movement of buses along the route; financial possibilities of passengers; tariff and preferential policy for PAP; weather; holding cultural events; holidays; the number of buses on the route, their type and technical condition; the quality of transportation (all components, in particular, the quality on the route network and the quality inside the bus cabin); the regularity of the movement of buses on the route; availability of information for passengers on the route (stop information boards, etc.); features of the organization of transportation on the route (high-speed and express flights, etc.); other factors.

For passenger flows, a characteristic feature is the uneven distribution of them, taking into account various features: along the length of the route; by sections of the route; by hours of the day; by days of the week; by months and seasons of the year.

The unevenness of passenger traffic is estimated using the coefficient of uneven passenger traffic K ner =

Examination methods PP can be classified according to a number of criteria.

By length of period covered Distinguish between systematic and one-time surveys.

By coverage transport network distinguish between continuous and selective studies.

By type surveys can be questionnaire, reporting and statistical, full-scale and automated.

Questionnaire the method covers the entire route network of the study area and allows you to identify passenger flows for all modes of transport.

Reporting and statistical method The survey relies on the data of ticket-account sheets, the number of tickets sold. Field surveys m / w coupon, tabular, visual, silhouette and questionnaire. Tabular Method examinations are carried out by accountants who are located inside the bus near each door. Visual or visual method The survey serves to collect data on stopping points with significant passenger traffic. Silhouette method is a kind of visual with the same areas of use. Poll method Passenger traffic surveys involve the use of accountants who, while in the passenger compartment, question incoming passengers about the point of exit, destination, transfer, purpose of the trip and record this information. Automated methods, provide obtaining information in a processed form without the participation of people. contact methods allow obtaining data on passenger flows through the direct impact of passengers on technical means. To non-contact include methods using photovoltaic devices. At indirect method accounting of transported passengers use special devices that allow you to weigh all the passengers of the bus at the same time, followed by dividing the total mass of passengers by the average. Under the combined method, passenger accounting is carried out using two types of sensors.

Graphically, passenger flows are depicted in the form of diagrams and cartograms.

Plots are built in systems of two coordinates, where along the y-axis are plotted

values ​​of the power of passenger flows, and along the abscissa axis, the length of the route and

indicates the direction of movement.

The solution of various problems of organizing passenger transportation is associated with the consideration of the distribution of passenger traffic along the length of the routes in the forward and reverse directions, visually represented in the form of a graphical diagram that has a stepped form (Fig. 2.7).

Passenger flows are characterized by unevenness in sections, direction (direct and reverse) of routes and in time.

The unevenness of passenger traffic along the sections of the route is estimated by the coefficient of uneven passenger traffic along the length (sections) of the route

η uch = Q P .h max /Q P .h

Where Q P .h max- the maximum passenger flow of the busiest section of the route or group of sections; Q P .h- average intensity of passenger traffic.

Rice. 2.7. Cartogram of passenger flows of one of the bus

routes:

a- from 6 to 7 o'clock; b - from 8 to 9 o'clock; at - from 9 a.m. to 10 a.m. Arrows indicate the direction of passenger traffic on the route

Average intensity of passenger traffic in one direction

where is the passenger traffic i- m section of the route ( i = 1, 2, .... n); n- number of sections (runs) of the route; l i- length i th segment of the route.

Urban bus transportation is characterized by a significant unevenness of transportation by hours of the day with pronounced morning and evening peak hours (Fig. 2.8).

Rice. 2.8. Distribution of passenger transportation volumes by hours of the day

The unevenness of passenger flows by hours of the day is characterized by the coefficient of uneven passenger flows by hours of the day

Where Q o.d. max- the number of passengers carried during the busiest bus hours ; Q h. p is the average number of passengers transported per bus hour.

For medium-sized cities, the coefficient of unevenness by hours of the day is 1.5-2.0.

Characteristic patterns are also observed in fluctuations in passenger flows by months (Fig. 2.9, a) and days of the week (Fig. 2.9, b). The former depend on many seasonal factors. The latter are determined mainly by the mode of operation of enterprises and organizations.

Rice. 2.9. Irregularity of urban passenger flows by months

(a) and week days (b)

Irregularity by days of the week is characterized by peaks in the number of passengers in certain directions on rest days and holidays. Irregularity in seasons especially affects the passenger traffic of resort towns and large cultural centers. The largest number of passengers falls on the summer months (holidays, holiday season, excursions). For large cities, the coefficient of non-uniformity of passenger traffic by days of the week is 1.15-1.2, by months - 1.1-1.2.

Solving the problems of calculating the required number of buses and analyzing their use on routes requires considering the relationship between quantitative meters of traffic volume and passenger traffic.

Flight length ratio l p and the average travel distance of a passenger l n determines the shift of passengers, characterized by the coefficient of passenger shift

(2.3.)

Passenger-kilometres flown

Where Q- the number of passengers carried.

Average passenger traffic on the route

Taking into account dependence (2.3)

To organize effective transport services for passengers, it is necessary to systematically obtain information about passenger flows. Passenger traffic surveys are divided into two classes depending on the predominant purposes of obtaining information. The first includes surveys aimed at identifying the transport needs of the population, the second - related to the improvement of the existing system of transport services.

Transport needs surveys provide information on patterns of formation of demand for passenger transportation, transport service surveys provide information on the level of satisfaction of the population's demand for travel with the existing system of transport services. These surveys, in accordance with the intended purpose, are divided into: a survey of movements, trips, passenger flows and filling of rolling stock.

Surveys can be continuous - on all types of passenger transport or only on a separate type of transport (bus, metro, tram, trolleybus) and selective - on individual routes or a group of routes. Complete surveys of passenger traffic on all routes are carried out no more than once a year. Sample surveys are carried out as needed - in case of insufficient use of vehicles on certain routes or in case of their excessive filling on certain routes. Practice has shown that a sample survey of 25-28% of trams, 24-26% of trolleybuses and 45-50% of buses provides sufficient accuracy for statistical estimates. A larger or smaller percentage of the survey depends on the number of rolling stock on the routes and the intervals of their movement. The more rolling stock works on the route and the shorter the interval of its movement, the less the percentage of its inspection is accepted. It is necessary to allocate rolling stock for inspection in such a way that its earliest and latest releases are taken into account.

The most common methods for surveying passenger traffic are: reporting and statistical, tabular, tabular, questionnaire, coupon, eye and methods of automated survey of passenger traffic.

On fig. 2.10 provides a list of methods for surveying passenger flows used in road transport.

Rice. 2.10. Methods for studying passenger traffic

The reporting and statistical method makes it possible to determine the number of passengers transported using information about tickets sold on routes. This information should be supplemented by data that determine the proportion of passengers who are entitled to free travel or have other types of tickets paid for for a certain calendar period (travel tickets for a month or quarter, single tickets with the right to travel on two or more modes of transport, etc.) .

The tabular method, based on a survey of passengers, provides the most complete information about passenger flows, including data characterizing the distribution of passenger trips between the stopping points of the route, passenger transfers and the timeliness of transportation. The tabular method also provides information about transfers to other modes of transport or to other routes of the same mode of transport.

To survey passenger traffic on suburban and intercity bus routes, one accountant is appointed for each one- or two-door bus. The accountant, when boarding the bus, recognizes the passenger from him and notes in a specially designed registration card the stop to which he follows. In the registration card, each stopping point or group of points is assigned a code.

Survey materials using a tabular method make it possible to determine the volume of traffic for individual sections, directions, flights and routes. And in the future - the volume of passenger traffic, passenger turnover, passenger exchange of stopping points, correspondence of passenger trips between stopping points, average travel distance of passengers, use of bus capacity and other information for the subsequent improvement of transportation along highways and the entire transport network.

The tabular method is based on the counting of passengers by accountants located at stopping points or inside the bus. In the first case, the accountants tentatively determine the passenger exchange of the main stopping points (the number of passengers entering, exiting and remaining at the stop who did not enter the bus due to its overflow).

In the second case, the accountants count the number of incoming and outgoing passengers for each stop. The number of accountants must match the number of bus doors.

The questionnaire method for surveying passenger flows is based on the filling in by the population, passengers or accountants of special questionnaires about the trips they make. The survey is carried out by sending out questionnaires by mail or directly interviewing passengers and filling out questionnaires at the place of residence, work, study, during a trip, at transfer points from one mode of transport to another, at final stopping points. This method has an increased labor intensity, but its application can also give an idea of ​​the desires of passengers to organize transportation in the near future.

With the voucher method, each passenger is given a voucher at the entrance to the bus (the boarding stop is indicated in the voucher).

When exiting, the passenger returns the ticket to the counter, who marks in it the stopping point of the passenger's exit.

The eye-measuring (visual) method is based on taking into account directly by the bus driver the degree of filling the passenger compartment of the bus with passengers and evaluating it according to a five-point system. The assessment is marked in the card prepared for this purpose, indicating the stopping points.

It is customary to apply the following scores for assessing the filling of buses in urban transportation:

1- there are free seats in the bus cabin;

2- all seats are full, but there are no standing passengers;

3 - all seats are occupied, passengers stand freely in the aisle between the seats;

4- passenger capacity (calculated) is fully used;

5 - the bus is overcrowded, passengers are in a cramped state, some of the passengers remained at the stopping point.

Automated survey methods are becoming more widespread, replacing labor-intensive surveys of passenger traffic. They are both cheaper and require much less time for examination.

Methods for automated accounting of the number of passengers entering and exiting the vehicle at stopping points are divided into non-contact and contact.

Non-contact methods of automated examination include methods based on the use of photoelectric devices. When entering (exiting) the vehicle, the passenger crosses the beam of light rays incident on the photo sensor. Electrical impulses from the photo sensors are sent to the block for decoding the direction of movement (entrance, exit), and then, respectively, to the register of incoming and outgoing passengers. The digital display unit transfers data on the number of passengers entering and exiting at the stopping points of the route onto punched tape. This method provides the necessary accuracy only with a strictly separate entrance of passengers. Unfortunately, this is difficult to provide on urban vehicles, especially during peak hours.

The contact method for automated inspection of vehicle fillings involves taking into account incoming and outgoing passengers according to their impact on the contact steps associated with decoders. Decoders, depending on the sequence of actions on the steps, determine the number of incoming (outgoing) passengers and send information to the counters or record these impulses on a magnetic tape (punched tape). The use of mathematical models that describe the process of embarkation and disembarkation of passengers at stopping points, developed at the Kiev Automobile and Road Institute, made it possible to develop equipment that provides an acceptable accuracy of passenger counting.

To examine passenger traffic, passenger transport departments (associations) create laboratories equipped with appropriate equipment.