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Section 16. Transport
Abdullaev Botir Inatovich, Tashkent Institute of Design, Construction and maintenance of automotive roads, Researcher of the Department of Transport Logistics E-mail: mrabotir@mail.ru Nazarov Anvar Aripovich, Tashkent Institute of Design, Construction and maintenance of automotive roads,
Vice Rector for Science E-mail: anazarov_07@mail.ru
WAYS QUALITY INCREASING OF EXPLOITATION OF CITY BUS CAPACITY AND TRAFFIC
Abstract: The article analyzes the indicators affecting the coefficient of urban bus transport capacity. Based on the ways to increase the bus speed, a recommendation has been developed to improve the capacity of City Bus. Keywords: capacitance, intermediate stop, busy clock, connection speed.
One of the main indicators characterizing the quality of gers' conversion rate; Ab - Number of bus buses; T - time of
transport services to the population is the rate of use of buses. Therefore, it is crucial to normalize the capacity of different types of buses, in different routes, taking into account the flow of passengers on a daily basis at work and on weekdays.
The coefficient of use of bus capability depends on many factors, which can be summarized as follows:
Qd
+ L t + tt +
"t. )
^d y m is i I p) (1)
q nc ■ Ab ■Tr ■ Km
here, Q - number of passengers per day; tm - time of one-off buses; i.s - number of intermediate stops; t, - the time of the bus stay in the interval; t{ - the time of the bus stop at the last stop; qt - total capacity of the bus; yc - Coefficient of passen-30
the route; Km - Coefficient of mobility; t - for other reasons, on the route (at intersections, stations and hauls).
One of the factors influencing the cost of the bus capability is the analysis of the linear routes, similar to most routes in Tashkent, from the point of view of passengers flow and public transport services, with 22.4 km of passengers and a bus service to a capacity of 40 passengers with a capacity of 106 Mersedes Benz were removed.
Based on the results of the analysis, the rule of daily passage change has been determined and this indicator has changed according to the normal distribution law. The graph analytic result was as follows (Figure 1).
25
2 20
5- 15
S 10
co
7372-8084 8084-8796 8796-9508 9508-10219 10219-10931 10931-11643 11643-12355 12355-13067 Qp, pass.
Figure 1. Graph of change of number of passengers during the day
5
0
WAYS QUALITY INCREASING OF EXPLOITATION OF CITY BUS CAPACITY AND TRAFFIC
The compatibility of theoretical and experimental data was investigated as follows:
( - ni )2
z2 =
n
(2)
ni - Practical scale of observations; ni - Theoretical amount of observations.
/ = (0.05;5) = 11.1 > 3.97 When analyzing the change in the number of bus routes, these indicators have also been adjusted according to the normal distribution laws (Figure 2).
40
m 35
(D
'o
S 30 cr
25
9-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
Ab, bus
Figure 2. Route change bus number
The compatibility of the data has been verified as follows. When analyzing the time spent on buses' spending on
2 _ (0 05*5) -11 1 > 6 44 intermediate stops, these figures were also adjusted according
X . * . . to the normal distribution laws (Figure 3).
60
.. 50 40 30 20 10
o c (D
(D
T3 (D
is
20-22
22-24
24-26
26-28
28-30
30-32
ti, sec.
Figure 3. Schedule of buses' bus stop time interval
The compatibility of the data has been verified as follows.
/ = (0.05;5) = 11.1 > 3.19 Based on the results of the above studies, the use of bus
capacities was calculated during the working day:
25 ^
(42 + 38) •
10578
71 60
60
60 + A+A 60 60
y = -
106 • 3.49 • 13 • 14.36 • 0.95
= 0.29
Calculations show that when using the bus capability for the "over-the-clock", the value is 0.87.
Numerous scientists have been conducting research to determine the normative values of the capacity of the city bus transport. For example, in I. V Spirin's "passenger transportation by city transport" literature, it is reported that in the "hourly hour" 0.7-0.8 does not exceed the average of 0.3 in a day, [1]. G. A. Samatov has further explored the impact of capacity utilization from the point ofview ofbus transport efficiency. According to it, the "Good" is higher than 0.332 (0.89), "Good" - 0.289-
0
0.332 (0.75-0.89), "Satisfactory" - 0.245-0.289 (0.59-0.74), "Bad" - 0.245 (0.59) it should be noted [2].
It is clear from the analyzes that the average working capacity of the working day corresponds to the normal values, but the situation for the passenger when traveling to the bus is important, especially in "heavy hours". Thus, in the case under review, it can be seen that the quality of passenger service is not optimal at "intense hours".
The first solution to reduce the cost of capacitance is to increase the number of buses. This, in turn, requires considerable capital expenditure and this is not a wise solution. The second solution is to increase the capacity of buses (use of larger buses). This increases the time spent by the passengers at the intermediate stops, which increases the waiting time for the passengers. This is not a wise solution. The third solution is to reach the number of existing buses by increasing their communication speeds.
The formula for determining the bus speed is as follows:
K = , (3)
60
where: l - Route distance, km; t - travel time, hours; t - time
r ' ' t ' ' l
at the last stop, min.
This does not change the direction of the route, since the (head) is at the end of the standstill (3 min.), This can not be achieved by reducing the bus speed significantly. Thus, it is possible to increase the speed of the bus by reducing travel time.
Unnecessarily overpriced on bus routes at intermediate stops, one-way intersections and for other reasons (traffic lights, unmanaged pedestrian crossings, etc.) have a significant impact on the route. According to the results of the experiments conducted: (in the morning hours) at one-way intersections 7 min. 26 sec. (4 min. 49 sec. in reverse direction), excessive delay in intermediate stations 1 min. 23 sec. (39 seconds in reverse direction), for other reasons, the delay time is 1 min. 14 sec. (54 sec in the opposite direction) [3].
At one-line intersections, the movement can not be maintained without interruption, but it can be achieved by reducing travel time by improving traffic flow management. Also, if for any other reason the detainees and the intermediate stations are eliminated from the aforementioned process, then (3) can be achieved by improving the quality of the buses by increasing the speed of the buses.
References:
1. Spirin I. V. "Transportations of passengers by city transport": handbook.- M.: academbook,- 2004.-413 p. (in Russian).
2. Samatov G. A. "Regional passenger motor transport: organization efficiency and prospects of development".- T. Fan,-1989.- 136 p. (in Russian).
3. Abdullaev B. I., Nazarov K. M., Qosimov Sh.I., Toshov N. U. Collection of materials of the international scientific-technical conference "Problems of increasing city passenger traffic," "Prospects for the development of road transport and engineering communication infrastructure" (Part 1).- Tashkent,- 2017.
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