The object of the study is the effect of the downtime of vehicles at stopping points on the duration of the route between passengers within the transport hub. As a controllable parameter that determines the conditions for synchronizing the presence of vehicles at stopping points and reproduces the characteristic effect on the weighted average time spent by passengers in transport hubs, the time of additional service downtime of vehicles is allocated. The simulation modeling and processing of the results obtained made it possible to establish the characteristic patterns of changes in the time spent by passengers in transport hubs for two types of routes with different volumes of passenger arrivals, the proportion of inter-route transfers and the interval of movement. It was found that for routes with scheduled arrivals more than 40 passengers and the specific gravity of inter-route transfers up to 45 %, the introduction of additional service downtime does not allow a positive effect on the duration of the stay of passengers in transport hubs. The implementation of service downtime is advisable for routes with an average volume of regular arrivals of passengers (up to 40 passengers) and a specific weight of inter-route transfers of more than 45 %. For such conditions, the regularities are described by a third-degree polynomial with the available characteristic period, which minimizes the function of the time spent by passengers. On the basis of the conducted experimental studies, it has been established that for routes with a specific gravity of a change from 45 % to 59 %, it is advisable to have a service downtime in the range of 1 minute up to 3 minutes, and for routes with a transfer rate of more than 59 % – within 2 minutes up to 5 minutes. The use of service downtime will increase the effectiveness of the synchronization of inter-route transfers in conditions of stochastic traffic and reduce the time spent by passengers in the transport interchange hub by 0.9–3.9 minutes (14–38 %) in comparison with the existing organization of interaction between the subjects of the route flow.
The object of research is the influence of the conditions for the implementation of technological trip operations in the implementation of the priority movement of urban passenger transport on the bus route on the level of accessibility of the transport service. On the basis of the developed contour of information communication, a typical procedure for establishing the parameter for assessing the availability of a transport service, depending on the time indicators of traffic on the route, is singled out. As a controlled parameter that determines the conditions for increasing the availability of a transport service, the trip time and the range of deviations in the arrival of buses to the stopping point are singled out. Implemented on the basis of simulation modeling, the procedure for establishing the correspondence between the time parameters of the departure of buses from the stopping point and the formation of demand made it possible to establish patterns of changes in the level of accessibility of the transport service depending on the traffic conditions on the route. In the course of field observations along route No. 115e «Gagarin avenue metro station – Nesterov street» (Kharkiv, Ukraine) it was found that the introduction of free traffic conditions that meet the conditions of the priority of urban passenger transport can reduce the duration of the trip by 5 min and reduce the range of deviation of the arrival of buses to the stopping point by 4 min. On the basis of experimental studies, it was found that by reducing the duration of the trip from 32 min up to 27 min it is possible to increase the value of the transport service accessibility indicator by 20.5 %. When organizing traffic according to a schedule, it is possible to increase the indicator of the availability of transport services up to 0.679 (by 6.8 %). The introduction of priority traffic on route No. 115e allows reducing the trip time to 22–27 min, which will positively affect the indicator of the availability of transport services (increase to 0.803 in traffic without a schedule and up to 0.880 in compliance with the traffic schedule). Reducing the range of bus arrival deviations in the range from –1 min up to +2 min allows increasing the level of accessibility of transport services under normal conditions from 6.8 % to 13.3 %, and with the introduction of priority traffic – from 15.4 % to 18.3 %.
Problem. The need to develop and implement city passenger transport management systems is explained by the current trend to account the integrated efficiency of technological processes implementation within enterprises, transport infrastructure and socio-ecological environment. Also, the assessment of management efficiency should reflect the list of requirements to social significance of public transportation quality. The introduction of city passenger transport management system is a complex task that requires development and formalization of the apparatus for identification and structural multilevel analysis of the quality of public transportation as a fundamental tool for assessing its effectiveness. Methodology. By adapting the principles of identification and structural analysis to syntactic structural models of describing the quality of transportation and establishing the basic production connection of its change, a set of instrumental directions for city public passenger transport management is stressed through formalization of processes within the basic levels of their evaluation. Identification and structural analysis of city passenger transport means establishing a general algorithm for forming a hierarchy of problematic tasks of ensuring the quality of transportation and find effective measures to solve them in a multivariate management. The formed structure of the complex adaptive resonant model of passenger transport management is based on establishing the classification signs of public transportation quality and contains the basic layers of comparison and recognition of conditions for its maintenance. Originality. The situational and structural approach is offered as an invariant basis for the system analysis of difficult objects when implementing the principles of complex management of city passenger transport. It is proposed to approach the choice of the structural modeling apparatus that satisfies the selected requirements of the strategic management of city passenger transport from the standpoint of the possibilities of syntactic formalization of descriptions of its levels and the tasks of identification and structural analysis. Practical value. Based on the principles of adaptive resonance theory, the structure of the model of multilevel coordination of local control parameters is developed and a sequence of their quantitative comparative evaluation is formed according to the basic units corresponding to strategic types of city passenger transport management: improving mobility and quality of transportation, economic incentives, resource efficiency of transport infrastructure, road safety, environmental impact. The developed general structure of the contour of integrated city public transport management allows in prospect to form a model of multilevel coordination of local parameters and is a methodological basis for implementation of automated decision support systems.
Purpose. The research is aimed at the development of scientific and technological bases for determining the utility of passenger transport services for the population in the conditions of formation of phased quality management. Methodology. The structure of the utility of passenger transport services for the population is determined on the basis of developing a systematic representation of the characteristic impact of the perception of management decisions effectiveness for improving the quality of transport services on mobility. The account of complex system properties of city public passenger transport is realized by construction of interlevel interrelations and establishment of methodical regulations for coordinating the parameters of quality management of public transport service with the indicators of its utility perception. Findings. The presented logical sequence of population mobility formation is based on reproduction of the general conditions of increasing transport service utility due to step-by-step realization of control actions that makes it possible to establish conditions of their expediency and parameterization. A model of marginal utility has been developed to qualitatively assess the technological utility of urban public passenger transport. It is presented in the form of a category that reproduces the relationship between the result of changes in the quality of transport services, consumer utility of transport services and the level of resources used. Originality. The procedure for assessing the consumer utility of urban public passenger transport has been formalized, which, in contrast to the existing ones, is based on the established impact of technological parameters of routes on the formation of population mobility and ensures accounting of transport service quality indicators in determining the technological utility. Practical value. The application of the theory of utility in improving the operation of urban public passenger transport in general contributes to the development of the theory of passenger traffic management and can significantly increase the effectiveness of the choice of rational management measures to improve technological processes and the quality of transport services. The conditions for the formation of a positive impact of consumer utility of urban passenger transport on the mobility of the urban population are established. Based on the selected connection, it is possible to form a system of parameters for assessing the quality of public transport services.
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