INFORMATION AND CONTROL SYSTEMS:
ISSN 2226-3780
SYSTEMS AND CONTROL PROCESSES
UDC 656.025.2
DOI: 10.15587/2312-8372.2017.109116
Vdovychenko V.
AnALYsIs oF tHe FoRMAtIon oF
FLUCtUAtIons oF seRVICe tIMe
oF VeHICLes In tRAnsPoRttRAnsFeR stAtIons oF URBAn
PAssenGeR tRAnsPoRt
Запропоновано розглядати процедуру визначення планового діапазону обслуговування транспортних засобів на основі обліку флуктуаційних процесів формування часу прибуття та простою транспортних засобів у транспортно-пересадочному вузлу. На основі виділеного загального складу чинників та наслідків їх впливу запропоновані механізми зниження флуктуації часу
обслуговування транспортних засобів у транспортно-пересадочному вузлу.
ключові слова: міський громадський пасажирський транспорт, транспортно-пересадочний
вузол, відхилення часу прибуття, час обслуговування.
1. Introduction
The functioning of urban public passenger transport (UPPT) is a complex process, during which the implementation of a set of relevant technological operations.
The main part of the UPPT functioning is the processes
that have a purposeful impact on changing the state of
its service-resource parameters and are oriented toward
full and qualitative provision of meeting the population’s
needs for their mobility. Along with the main production
processes, UPPT functioning is based on related operations
aimed at providing the corresponding levels of parametric
states of its technological media. These operations include
various forms of use of urban transport infrastructure, the
territorial space of cities, objects of passenger transport
infrastructure and the like. The study of the regularities
of the movement of vehicles along the UPPT routes shows
the presence of a characteristic effect on the efficiency and
quality of passenger traffic. The state of implementation of
internal technological processes is largely determined by
the level of ensuring the stability of the time parameters
of internal and external operations that occur during the
interaction of UPPT within the local objects of the passenger transport infrastructure. In the context of solving
the problem of ensuring the effective UPPT interaction
in transport-transfer stations (TTS) it is important to
identify the range of production solutions aimed at stabilizing its functioning. Under such conditions, there is an
urgent need to analyze the key structural components of
the formation of fluctuations (deviations) in the temporal
parameters of its technological processes, which is the
basis for the subsequent identification of mechanisms to
increase its service-resource efficiency.
2. the object of research and
its technological audit
By their designation, UPPT technological processes can
be divided into basic, auxiliary and providing. The main
processes are those during which passengers move within
the territorial space of the city. The supporting processes
are aimed at ensuring the continuity of the implementation
of the main processes and are an integral part of UPPT
functioning. The main and auxiliary processes represent
a single whole and are realized within the UPPT framework using its internal resources as a single production
process. Processes related to those providing envisage the
creation of appropriate conditions for the implementation of basic and auxiliary production processes. In the
context of UPPT integration in the general structure of
the urban environment, they largely determine the possibilities of achieving their effectiveness and effectiveness.
The structure of UPPT functioning allows to reflect the
characteristic relationship and is the basis for identifying
the technological and organizational forms of their interaction within the relevant functional environments. An
important stage in the organization of the UPPT work
is the provision of effective interaction within the TTS
framework. The character and conditions for the formation of fluctuations (deviations) in the time of arrival
and idle time of vehicles at the transplant points have
a significant impact on the TTS interaction. The presence of fluctuations in the service of vehicles leads to an
increase in the probability of conflict situations in TTS
and significantly affects the level of their stabilization.
Reducing the range of possible service fluctuations (arrival
time and simple) allows to reduce the duration of the
planned service time of vehicles and increase the reserves
of TTS production resources.
The object of research is the process of UPPT TTS
functioning. An important characteristic of UPPT TTS
functioning is the time parameters of the arrival and
idle time of vehicles under the loading and unloading of
passengers. Fluctuation of these parameters leads to the
appearance of heterogeneity in the time of servicing of
vehicles. Such heterogeneity is manifested in the formation of a random character of the arrival of vehicles at
the appropriate times and in the future leads to the need
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to expand the planned service time, which leads to a decrease in the TTS total capacity. The scheme of influence of fluctuations on the value of the required range
of vehicle service is shown in Fig. 1.
a
a
Atmin
b
Atmax
Itmin
b
τ
Itmax
τ
c
τ
c
d
τ
d
e
e
τStmin
St
τ
τStmax
Fig. 1. Formation of a range of services:
a – arrival; b – early arrival; c – planned arrival; d – late arrival;
e – the total probable range of service
Reducing the fluctuations in the arrival of vehicles
and their idle time allows to reduce the range of their
possible location in TTS and reduce the planned service
time. To develop a production program for interaction in
TTS, it is necessary to have a clear idea of the composition, structure and actual duration of the fluctuation
processes that arise when servicing vehicles. This task
requires the creation of an appropriate analytical apparatus
aimed at describing the conditions for the formation of
service time in TTS and conducting experimental studies
on the duration of its actual deviation.
3. the aim and objectives of research
The aim of research is identification of the conditions
and areas for the formation of fluctuations in the temporal parameters of the location of vehicles in TTS when
they are serviced.
To achieve this aim, it is necessary to solve the following tasks:
1. To distinguish the structure of the factors of fluctuations in the technological processes of UPPT functioning
and to form the cause-effect relations of their elimination.
2. To carry out an analytical description of the constituent elements of the technological process of servicing
vehicles from the standpoint of assessing their effect on
the parametric areas of idle time fluctuations in TTS.
4. Research of existing solutions
of the problem
The study of fluctuations in time parameters of UPPT
technological processes was mainly considered in the for38
mation of representations about the quality of passenger
transport services and in the context of the development of automated traffic control systems. The distribution of existing studies of the UPPT fluctuations by
the target goal allows to justify grouping them in two
directions:
– assessment of the effect of fluctuations in the movement of vehicles as part of the total time of movement
of passengers [1–3];
– highlighting the characteristic links of the influence of the territorial parameters of UPPT routes and
the conditions for the implementation of the cycle
of technological operations on the efficiency of their
operation [4–6].
Consideration of traffic fluctuations from the viewpoint of assessing the quality of transport services [1–3]
provides for a general analysis of the duration of excess
passenger travel time by the UPPT route network. This
consideration as a whole does not have as its goal the
implementation of the procedure for the allocation of
technologically-organizational prerequisites for their occurrence. Such form of analysis of fluctuations in UPPT
internal processes is insufficiently adapted to solve production problems and can’t be adapted to separate the
cause-effect relationships of the formation of fluctuation
influence on the functioning stability of the subjects of
the passenger transport infrastructure.
Investigation of the processes of the origin of motion fluctuations along the sections of the routes, which
are given attention in [4–6], is aimed at determining
the internal technological impacts on the performance
of individual elements of the UPPT route network. In
these works, the appearance of fluctuations in the sections of routes is considered on the basis of an analysis of motion conditions for the aggregate of individual
races. The main task of these works is study of the
generalized processes of forming the time of deviation
from the planned duration without distributing them to
individual structural elements of the route. This form
of presentation of the study of fluctuation processes
concerns only the route network and does not allow the
use of existing dependencies for analysis of technological
operations within TTS.
The need for dispersion of fluctuation processes along
the UPPT structural elements is based on the variety
of reasons for their formation and the need to separate
the research of technological operations within the subjects of the passenger transport infrastructure. Among
these subjects, TTS is very important. The description of
the components of the formation of fluctuations in the
temporal parameters of motion is used in solving the
problems of slot-coordination of the interaction of UPPT
in TTS [7–9] and in determining the intervals of motion within individual stop points [10–12]. The main
disadvantage of the presented approaches is the absence
of a structured description of the reasons for the formation of the influence on the fluctuation of vehicle service and the generalized form of their accounting. Taking
into account the revealed shortcomings of the existing
studies of fluctuations in technological processes, it becomes necessary to analyze their occurrence factors and
to analyze analytically the structure of their formation
in the context of technological operations implemented
within the TTS framework.
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INFORMATION AND CONTROL SYSTEMS:
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SYSTEMS AND CONTROL PROCESSES
5. Methods of research
The mode of movement of vehicles along the UPPT
routes depends on many internal and external factors, deviations from the planned timetable and fluctuates during
the respective periods of work. The discrepancy between
the actual driving schedule and the planned one is characterized by a fluctuation level that reflects the random deviation of the time per unit of the transport process from
its mean value. The magnitude of fluctuations depends on
the level of organization and management of technological
processes. The basis for the study of formation processes
of service fluctuations in TTS is the separation and systematization of the influence factors, taking into account
their consequences and identifying mechanisms for their
elimination (Fig. 2).
data with the factors of its formation and allows it to be
distributed over the corresponding parts of the space. In
general, the mathematical expectation of the movement
time along the route can be represented by the totality
of the two basic parts characterizing the modes of traffic
and idle of vehicles at the stopping points:
n
m
i =1
j =1
M (Ft f ) = ∑ (Tm fi + M (FlTmi )) + ∑ (Tll f j + M (FlTll j )),
(1)
where Tm fi – the planned time of travel along the route
section, h; M (FlTmi ) – mathematical expectation of traffic time fluctuations along the route section, h; n – the
number of route sections; Tll f j – planned idle time at the
stopping point, h; M (FlTll j ) – mathematical expectation
of fluctuations in the idle time at the stopping point, h;
m – the number of stopping points on
the route.
Factors influencing the fluctuation of service time
A significant impact on the interaction
Weather and climatic
Planning of stopping
Condition and
organization
effectiveness in TTS is proconditions
points
arrangement of the
vided by reserving the resource capabilities
roadway
Passenger traffic of
Architectural and
of the capacity of its elements [13]. The
Intensity and loading
stopping points
planning structure of the
main parameter that determines the level
level of road network by
network
of TTS standby capacity is of the range
motion
Level of coordination
Carrying capacity of the
of time during which there is a probabiand traffic management
road
lity of arrival and service of vehicles. It
Traffic regulation
determines the time that must be reserved
for servicing the corresponding voyage
Information support
Form of payment
collection
in the general period of TTS work. The
Qualification of drivers
duration of such range depends on the
arrival time fluctuation, which is formed
on the route segment that is before TTS
Effects of the impact of fluctuations on service
and the time of immediate idle TTS. The
Traffic conflicts
Decrease in carrying
general view of the model for determining
Decrease in quality of
capacity
transport services
the dispersion of the vehicle arrival time
Decrease in safety
fluctuations in TTS for an appropriate
time τ point of the general period t can
Increase in
Increase in nonAttracting of additional
environmental emissions
productive idle time
resources
be represented as the equation:
τ ar
D(FlTmi (τ ar )) =
Mechanisms for eliminating service fluctuations in TTS
∫ Ca(τ) ⋅ Ffl (τ)d τ,
(2)
τ sv
where τ ar – the moment of arrival in TTS;
τ ar – the moment of voyage beginning;
Ca(τ) – parameter that reflects the presence of mechanisms for controlling flucFig. 2. Structure of service fluctuation factors in transport-transfer stations
tuation factors; Ffl(τ) – function of the
occurrence risk of motion time deviation.
The size of the fluctuations depends on the level of
The probability of occurrence of deviations from the
organization and management of the internal processes in planned timetable is of a complex nature and can be deUPPT and external resource entities that are used to rea- termined on the basis of taking into account the set of
lize their production functions. Analytical description of its distribution. Let’s suppose that the distribution of the
time parameters of IPPT service in TTS provides for the occurrence of deviations is random, which is determined by
separation of the components of the structural elements the component of the noise of its distribution. However,
of technological operations and the formalization of their there is information about the interface of this probability
duration. The process of the vehicle’s movement along the relative to the lower and upper limits of the occurrence of
route can be represented as a continuous movement in the events, which can be described as a distribution function
territorial space, where the subjects are located, which directly of random variables. The function of the occurrence risk
affect the formation of the fluctuations of its movement. of deviation from the traffic schedule for an individual
These subjects include road network elements (intersections factor is determined by assessing its possible impact, taking
of the carriageway, pedestrian crossings, road elements of into account the conditions for ensuring the absolute level
maneuvering, etc.) and elements of the passenger transport of the timetable:
infrastructure (stopping points). The model of the movement
(3)
Ffl (ui )τ = Z i − f ( g i ),
along the route connects statistically determined fluctuation
Introduction of the
coordination system in
TTS
Organization of the route
transport movement
Carrying capacity
reserve
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where Z i – the level of the value of the i-th factor that
provides the absolute level of the timetable; f ( g i ) – function of the risk of influencing the stability of the motion
of the i-th factor.
The value of the absolute influence absence level on
the motion regularity is determined on the basis of the
choice of the best function f ( g 0 i ) from the set of effect
parameters G = { g i } , (i = 1, n). The distribution function of
the level of occurrence of fluctuations from the i-th influence
factor P (ui ) is determined from the set P = { pi } , (i = 1, r ),
which determines the corresponding density functions of
the occurrence of motion deviation events.
Formalization of dependence function of the fluctuation
formation on the factors of their occurrence is a complex
multicriteria problem, the solution of which requires the
use of a special technique for describing the cause-effect
relationships of their formation. An estimate of the degree of influence of factors on the fluctuation of motion is proposed to be carried out proceeding from the
minimax (pessimistic) model. The function of the risk of
motion deviation can be represented as a total minimax
function that reflects the level of risk and the probability
of occurrence of an event:
m
Ffl (τ) = ∑ min max ∫ Z (ui )P (ui ) dui ,
i =1
g i ∈G p ( ui )∈P
(5)
(6)
where l a – the length of the deceleration section, m; d dt –
vehicle deceleration, m/s.
40
(7)
where l d – length of the exit section, m; ba – vehicle
acceleration, m/s.
The value of the variable part of the vehicle’s idle
time in the TTS, reflecting the process of formation of
fluctuations, can be determined by the length of the operations that depend on the passenger turnover and the
coordination level:
St v = t q + t l −u + t wp + t p ,
(8)
where t q – idle time in the queue, h; t l −u – the time
of loading/unloading of passengers, h; t wp – waiting time
for passengers, h; t p – time of payment collection, h.
The idle time in the queue is determined on the basis
of the account of the conflict states in which overlapping
service ranges in TTS are observed for various vehicles:
t q = ∑ τ rc− fli ,
(9)
i =1
where t dt – deceleration time on the way to the stop, h;
t od – door opening time, h; t cd – door closing time, h;
t d – departure time of the stopping point, h.
Vehicle deceleration time on the way to stop:
2l a
d dt
,
t dt =
3600
2l d
ba
,
td =
3600
t
(4)
where m – the number of factors influencing the fluctuation.
The number of influence factors is determined in conditions of their compliance with the established control
list according to the territorial structures of the study
of fluctuations. The parameter Ca(τ) that reflects the
presence of mechanisms for controlling the fluctuation
factors reflects the nature of the impact on them and,
depending on the state of their implementation, assumes
a single value from the set {0,1} .
The actual service time of the vehicle in TTS consists
of constant and variable parts. The permanent component
is determined by the conditions for performing technological operations related to the movement of vehicles across
the TTS territory and door opening/closing operations.
The variable part defines the idle time for the direct
loading (unloading) of passengers, the time of performing
the accompanying operations (collection of payment), the
waiting time for additional passengers and the time of
unproductive idles (service queue).
The duration of the permanent component of technological operations determines the mandatory guaranteed
idle time of the vehicle in TTS:
St p = t dt + t od + t cd + t d ,
Time for the departure of the stopping point is determined by the formula:
where τ rc− fli – the moment of time in which the state
of the conflict in TTS is observed; t – duration of the
study period, h.
The time spent on the passengers’ loading-unloading
is determined based on its volume and characteristics of
vehicles:
t l −u =
ksp ⋅ qn ⋅ τ pas ⋅ kud
,
3600 ⋅ N d
(10)
where ksp – the hourly average coefficient of the passenger stop of the stopping point; qn – nominal capacity
of the vehicle, pass.; τ pas – time spent by one passenger
to loading or unloading, s; kud – coefficient of uneven
loading or unloading of passengers behind the vehicle door;
N d – the number of doors to enter and exit the vehicle.
The average hourly rate of the passenger route at the
stopping point:
ksp =
(Qd + Qa )
,
t ⋅ Ab ⋅ qn
(11)
where Qd – the number of passengers departing from the
stopping point for the period, pass.; Qa – the number of
passengers arriving at the stopping point for the period,
pass.; t – duration of the calculation period, hours; Ab –
number of buses on the route, units.
Time of payment collection:
tp =
ksp ⋅ qn ⋅ τ p ⋅ kud
,
3600 ⋅ N d
(12)
where τ pas – time spent by one passenger to pay for travel, s.
The waiting time for passengers t wp , the value of which
depends on the technological parameters of the route. In
practice, it is adopted, based on the current situation in TTS,
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INFORMATION AND CONTROL SYSTEMS:
ISSN 2226-3780
SYSTEMS AND CONTROL PROCESSES
the level of filling the vehicle compartment and the driver’s
subjective desires.
When planning the technological process in TTS,
the duration of its components related to the movement
and execution of transfer operations is determined based
on the actual location of the stopping points and the
importance of the passenger destination. Fluctuation is
simple due to the emergence of a queue of vehicles at
the entrance to the corresponding service areas of TTS
and unreported simple waiting passengers. Dispersion of
these parameters along with the dispersion of arrival time
is decisive in calculating the fluctuation of the service
range in TTS. Proceeding from this and taking into account the dependence of formation of the fluctuations
in the arrival of vehicles, it is possible to present the
general model for determining the reserved time range
for servicing in TTS:
St = D(FlTmi (τ ar )) + St p + t l −u + t A? + D(t q ) + D(t wp ).
The proposed model for determining the
service time range is used as the main parameter for assessing the efficiency of organization
of technological processes for servicing vehicles
in TTS.
(13)
ling regularities of fluctuation processes changes in TTS
are considered as a generalized alternative technological
program without detailed elaboration of separate stages
of its implementation. Thus, it is proposed to consider
the introduction of priority traffic on all sections of the
routes. And the introduction of coordination is presented
through the formation of a graph-analytical version of
the slot-timetable for traffic through TTS based on an
assessment of its compliance with the requirements of minimum overlapping periods for the simultaneous arrival of
vehicles. Based on the obtained results, the histograms
of the distribution of the arrival interval and the period
of idle time of vehicles in TTS (Fig. 3, 4) make it possible to form a picture of their absolute level and general
trends in the law of their distribution.
Based on the results of the series of simulation experiments, data were obtained with respect to the absolute value of the fluctuations and the necessary planned
ranges of service time for vehicles in TTS were determined (Table 1).
Var1 = 40*0,5*normal(x ; 4,5569; 1,0306)
12
10
6. Research results
Frequency
8
6
4
2
0
1,0
1,5
2,0
2,5
3,0
3,5
4,0
4,5
5,0
5,5
6,0
6,5
7,0
Av erage arriv al interv al, min.
a
Var2 = 40*0,2*normal(x ; 4,2715; 0,4283)
12
10
8
Frequency
In the framework of experimental studies
with the help of simulation modeling, the tendencies of formation of the overall level of
fluctuations in two parameters are analyzed:
deviations in the time of arrival of vehicles
in TTS and the duration of their total idle
time. The simulation model of TTS allows to
reproduce the processes that occur in real objects and, changing the corresponding control
actions, obtain the value of the response function of the resulting parameters. Simulation
of the processes was carried out for the real
object of the passenger transport infrastructure
of UPPT in Kharkov (Ukraine), the stopping
point «Gvardiitsiv Shchyronintsiv Str. –Valentinivska Str.» (50°00′48.4″ N 36°20′27.2 ″E) is
located within the framework of this facility,
four routes of the UPPT are serviced, along
with preliminary information on planned indicators of their movement on the segment
before TTS. Based on field observations, actual
volumes of passenger traffic and the established
standards of the constant component of the
service time of vehicles associated with maneuvering and loading and unloading of passengers were detected.
The aim of simulation is identification of
the nature of the change in the parameters of
vehicle service fluctuations when implementing
the appropriate organizational and technological mechanisms for reducing it. The main used
mechanisms are: organization of the movement
of route transport on separate lanes, reservation
of capacity and the introduction of a coordination system. The presented mechanisms
within the limits of the allocated task of revea-
6
4
2
0
3,2
3,4
3,6
3,8
4,0
4,2
4,4
4,6
4,8
5,0
5,2
5,4
5,6
Av erage arriv al interv al, min.
b
Fig. 3. Distribution of the average interval of arrival of vehicles:
a – base version; b – design version
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5,8
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of slot-coordination of traffic, the dispersion
of vehicle idle time in TTS is reduced by
40 % (from 3 minutes to 1.8 minutes). The
reduction in the range of the probable location of vehicles in TTS for the corresponding routes is from 20.5 % to 37.5 % (from
0.8 minutes to 2.7 minutes). This indicates the
importance of taking into account fluctuation
processes in TTS planning and the prospects
for introducing coordination of interaction
in them.
Var3 = 40*0,5*normal(x ; 1,7889; 0,6188)
14
12
Frequency
10
8
6
4
7. sWot analysis of research
results
2
0
Strength. As a strength of research, it should
be noted that the proposed form of estimating
the fluctuations in the servicing of vehicles in
a
TTS is based on the presentation of the causeVar4 = 40*0,2*normal(x ; 1,7703; 0,3153)
effect relationships of its formation through the
12
description of the actual components of the
technological process. The selection of areas for
the formation of fluctuation processes and the
10
sequence of searching for rational production
solutions allows for a compromise in achieving
8
the overall result of UPPT functioning and
the laboriousness of considering various alternative options. Unlike the existing ones, this
6
approach allows to increase the resource efficiency of TTS without creating new stopping
4
points, which reduces the amount of necessary
operating and investment funds.
Weaknesses. The weak side of research is
2
the need to evaluate each alternative production program to reduce the fluctuations in the
0
0,6
0,8
1,0
1,2
1,4
1,6
1,8
2,0
2,2
2,4
2,6
2,8
servicing of vehicles in TTS from the area of
Av erage idle time, min.
acceptable solutions and determine the level
of their impact on the traffic conditions of
b
other participants in the traffic of the urban
Fig. 4. Distribution of the average idle time of vehicles:
transport network. This situation is caused by
a – base version; b – design version
the absence of a clear form of the description
table 1 of the function of response to the parameters of
changing the conditions of traffic organization
Indicators of vehicle service in TTS
on individual elements of the route and the
Fluctuation of arrival
Fluctuation of service
Average service
internal TTS network. The creation of a single
time, min.
time, min.
time, min.
Route
multi-level urban transport management system
basic
design
basic
design
basic
design
allows, based on a comprehensive diagnosis
of the state of all its types and components,
34
2.4
1.6
1.8
1.3
5.7
4.4
to implement a procedure for identifying key
42
4.8
2.7
1.7
1.1
8
5.3
areas of influence on which it is possible to
52e
1.8
1.3
1.1
0.8
3.9
3.1
organize priority traffic and to formulate a ge272e
5.2
2.9
1.0
0.6
7.2
4.5
neral program for managing slot-coordination
on the TTS network.
Opportunities. The proposed approach to description of
Based on the analysis of the obtained results, regularities in the dependence of the fluctuations in the arrival fluctuational processes of servicing vehicles in TTS reveals
of vehicles on the organization of traffic along sections of the prospects of using slot-coordination models to solve
routes and on the level of coordination of interaction in problems of increasing the UPPT system efficiency. In the
TTS are revealed. So it is established that when imple- context of the formation of a comprehensive production
program, based on the nature of the connection «traffic
menting priority traffic on sections of the route:
– the average interval for the arrival of vehicles is conditions – time of unproductive idle time in TTS» it
reduced by 4.4 % (from 4.5 minutes to 4.3 minutes); becomes possible to implement the procedure for isolating
– the dispersion of this quantity directly determines the segment of system-oriented technological solutions
the arrival fluctuation and is reduced by 49.1 % (from aimed at obtaining a complex multi-level effect within
5.5 minutes to 2.8 minutes). Due to the organization the existing functional processes of UPPT.
-0,5
0,0
0,5
1,0
1,5
2,0
2,5
3,0
3,5
Frequency
Av erage idle time, min.
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Threats. The complexity of the formation of a production program aimed at reducing fluctuations in service
time is the need to obtain information about the actual
passenger traffic at stop stations and its distribution on
separate routes that pass through TTS. The idle time of
vehicles under loading-unloading is not included in the
range of fluctuations and for each individual case of arrival of the vehicle in TTS should be determined based
on the actual needs of passengers. Obtaining objective
information about the passengers on the basis of current
monitoring will make it possible to generate relevant data
on the regulatory idle time of vehicles in TTS. Under
such conditions, it becomes possible to use this information as an integral part in determining the appropriate
vehicle service time ranges.
8. Conclusions
1. It is established that the procedure for identifying the
nature and conditions for the formation of random values
of the actual deviation of vehicle service in TTS is an integral stage in the investigation of UPPT functioning. Its
implementation is possible by isolating the factors of their
occurrence within the subjects of the route network and
the passenger transport infrastructure. The main factors in
the formation of the level of fluctuations in the servicing
of vehicles in TTS are the influence of traffic conditions
on sections of the route network and the state of organization of internal technological processes. The need to clearly
plan the UPPT interaction in TTS and assess its level of
influence on service fluctuations makes it possible to justify
the need to identify zones of parametric areas of possible
reduction of the planned range of vehicle service.
2. On the basis of the analytical description of the
constituent elements of the technological process of servicing
UPPT in TTS, a characteristic relationship between the
influence of organizational and technological solutions on
the fluctuation of vehicle service is established. For the
stopoing point «Gvardiitsiv Shchyronintsiv Str. – Valentinivska Str.» (50°00′48.4″ N 36°20′27.2 ″E) of the passenger
transport infrastructure of UPPT in Kharkiv (Ukraine)
possible areas for reducing service fluctuations are identified. Thus, due to the introduction of priority traffic along
the network sections, the dispersion level of the arrival
time of vehicles is reduced by 49.1 %, the dispersion of
the service time by 40 %, and the average duration of
the range of the probable location of vehicles in TTS in
the range from 20.5 % to 37.5 %.
The obtained experimental data confirm the relevance
of accounting fluctuational processes in the organization of
TTS functioning and allow to substantiate the prospects
of their integration into a general-functional model for
assessing the efficiency of urban public passenger transport.
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аналиЗ формирования флуктуации времени
оБслуживания транспортных средств в транспортнопересадочных уЗлах городского пассажирского
транспорта
Предложено рассматривать процедуру определения планового диапазона обслуживания транспортных средств на основе учета флуктуационных процессов формирования времени
прибытия и простоя транспортных средств в транспортнопересадочном узле. На основе выделенного общего состава
факторов и последствий их влияния предложены механизмы
снижения флуктуации времени обслуживания транспортных
средств в транспортно-пересадочном узле.
ключевые слова: городской общественный пассажирский
транспорт, транспортно-пересадочный узел, отклонение времени прибытия, время обслуживания.
Technology audiT and producTion reserves — № 4/2(36), 2017
Vdovychenko Volodymyr, PhD, Associate Professor, Department of
Transport Technology, Kharkiv National Automobile and Highway
University, Ukraine, e-mail: vval2301@gmail.com, ORCID: http://
orcid.org/0000-0003-2746-8175
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