Chapter 5. Organization of road passenger transportation
5.1. The emergence and development of urban passenger transport.
Types of urban transport
Until the 16th century, when the cities were small, residents traveled on business and to visit. Time passed, cities grew, distances increased and there was a real need to move using vehicles. In the history of the development of urban passenger transport, five periods can be distinguished: horse, steam, electric traction, motorization and the modern period with the introduction of automation, informatization and electronic technology.
Horse riding period started in the last quarter of the 17th century. and continued until about the middle of the 19th century. Already in the second half of the 15th century. regular movement of horse-drawn carts was organized in intercity traffic. By the beginning of the XVI century. passengers, luggage and mail were transported by stagecoaches and horse-drawn omnibuses. A stagecoach (fr. dili-gence) - a large covered carriage for the regular transportation of passengers, luggage and mail - appeared in England in the 16th century. Omnibus (from Latin omnibus - "for everyone") - a multi-seat horse-drawn carriage - made regular trips in cities and between them. This first view public transport appeared in Paris in 1662. At the end of the XVIII century. in cities, instead of carriages, 10-20-seat stagecoaches, omnibuses, and rulers began to be widely used.
However, the roads and streets were in such a deplorable state that travel turned into a real torment. Therefore, over time, the carriage was replaced by wagons more convenient for passengers, and the usual road was replaced by rails ^ So the horse-drawn railway appeared in the cities, that is, the horse-drawn railway (New York, St. Petersburg, Moscow) in the middle of the 19th century. The first network of equestrian railways was built in the 30s of the XIX century. in NYC. The appearance of horse cars can be seen as a consequence of the first crisis in the history of transport, which arose in connection with the growth of cities. But the appearance of horse cars did not completely solve the transport problem of large cities. The use of horse-drawn carriages required wide streets.
Later, when the narrow streets of cities began to be overloaded with horse-drawn vehicles, attempts were made to use steam traction. In 1837, in New York, the first steam engine proceeded through the city. Steam thrust differed from the horse-drawn carriage in greater economy and carrying capacity. Steam engines could pull several wagons behind them, but they polluted the air heavily, were fire hazardous and had low traction and dynamic performance.
To unload the streets in London in 1863, the first steam-powered urban railways were laid underground in tunnels and received the name Metropolitan-Way (metropolitan railway). There were few people who wanted to travel through the smoky tunnels. Passengers preferred ground transportation. Following London, the subway appeared in Berlin in 1872 on an embankment and in 1878 in New York on a metal overpass, along which trains with steam locomotives ran.
Almost simultaneously, street roads appeared, first with steam traction. A lot of effort was spent on the construction of such roads in London by the inventor and entrepreneur O "Trem and received the name Tram-Way (Trem's roads). Subsequently, all off-street city railways began to be called the subway, and street railways were called trams.
After the invention of the electric motor and methods for transmitting electricity over a distance, they began to use electric traction. In 1880, the Russian inventor F. A. Pirotsky tested a method for transmitting electricity along rails. The tests were successful. In Berlin, in 1879, a small section of tracks for an electric tram was put into trial operation, which received energy from an additional third rail laid between two running ones.
The first electric tram in Russia was launched in 1892 in Kyiv, then in 1894 in Kazan, in 1896 in Nizhny Novgorod, in 1899 in Moscow. The advent of electric traction has significantly expanded the prospects for the development of subways. In 1882, in Germany, on the Berlin-Spandau line, the first prototype of a trackless vehicle with an electric motor powered by contact wires was tested - a prototype of a trolleybus. The development of trolleybuses began after the invention of current-collecting rods with roller and then sliding contact. The first domestic trolleybus appeared on the streets of Moscow in 1933. Period electric traction started in late XIX V. and was most developed in the first quarter of the 20th century. The advantages of electric traction over other types are obvious, and it will continue to develop in the future.
Motorization period, i.e., the development of automobile transport with internal combustion engines, began in the 1920s, but its pace, with the exception of the United States, was low. The mass development of motorization began in the 1950s, after the Second World War. The global car park is constantly growing due to the advantages that the car has: high maneuverability, good traction and dynamic performance, the possibility of a direct trip, high transport comfort. As a result of unregulated motorization, industrial developed countries routed transport was losing passengers until recently and curtailed. Currently, about 80% of passengers in US cities and about 60% in England and France are transported by cars. In large cities, cars, due to their low carrying capacity, cannot master the emerging passenger traffic even on the most modern highways. Under these conditions, the return to the development of routed transport is considered the only way out of the transport crisis.
In our country, special attention was paid to the development of public routed transport. The essence of the task at the present stage of its development is reduced to the development of new methods for organizing the movement of passenger transport based on automated traffic control systems; improvement of traditional types of urban passenger transport, including changes in the design of rolling stock and track devices; development of new types of routed passenger transport. The most characteristic features of the modern period are: the specialization of urban streets and roads by purpose and type of traffic in order to increase the uniformity of traffic flows; a systematic approach to solving issues of urban transport network in the light of linking and reserving lines of all types of urban transport; maximum elimination of conflict points and distribution of traffic flows at different levels; development of urban highways.
Modern cities are characterized by the fusion of residential and industrial areas with suburbs, recreation areas, and other settlements, i.e., the formation of so-called megacities. In solving the transport problem of future megacities, only one way is acceptable - the rapid and reasonable expansion of the public transport network, which consists of two systems: transit and local. It is obvious that to cope with the large volume of passenger traffic in major cities using one mode of transport is not possible. Therefore, it is necessary to widely use all available types of urban passenger transport, a brief description of which is given below.
The subway is a rail type of urban passenger transport with a separate track device of a tunnel, ground or trestle design. This is the most powerful type of urban passenger transport with a capacity of 48 pairs of trains per hour and a carrying capacity of 40-50 thousand passengers per hour. The subway as a rail transport that requires significant capital investments is used in the largest cities in areas with a stable passenger flow. It is effective in cities with a population of over 1 million people and only on routes with a maximum passenger flow exceeding 21 thousand people. at one o'clock. In Russia, the project of the underground metro in 1902 was developed and presented to the Moscow City Duma by engineer P. I. Balinsky. However, it was not possible to implement this project, since the Duma rejected this proposal. The first metro line opened in Moscow only in 1935. The modern metro is a complex set of technical systems, usually working smoothly, clearly and quickly. The speed of trains is regulated by an automated system that also controls the actions of the driver. The metro in our country is one of the most convenient, reliable and safe form of urban transport. The metro operates in six cities of Russia - Moscow, St. Petersburg, Nizhny Novgorod, Novosibirsk, Samara, Yekaterinburg. Thanks to the subway, the problem of mass high-speed transportation of passengers is being solved, which is beyond the power of street transport. The Moscow Metro operates 20 hours a day with an interval of 80 seconds during peak hours and a technical speed of more than 40 km/h.
A tram is a street rail type of transport with a common or separate trackbed, mainly ground-based. The carrying capacity of the tram is in the range of 12-15 thousand passengers per hour. In terms of carrying capacity, this is the second type of urban passenger transport after the subway. A modern tram is an all-metal carriage, the wheels of which are driven by DC electric motors. The engine receives energy from a contact network (overhead wire with a voltage of 500-700 V) through a thick wire contact arc installed on the roof of the car - a pantograph. The second wire is the rails. The tram is controlled by a controller that allows you to change the current strength in the electrical network. For a long time, trams were the main type of urban transport. The tram is economical in terms of operating costs and environmentally friendly type of urban transport. However, its maneuverability compared to other street modes of transport is low; malfunctions cause traffic jams and congestion, it creates noise. Therefore, in 1950-1960. the importance of the tram as a mass public transport began to decrease, and in many cities the tram economy began to be curtailed. However, the light rail systems that have appeared in Russia and abroad are the most appropriate type of mass passenger transport in large cities with a population of up to 1 million inhabitants. The first high-speed tram lines in Russia were laid in Volgograd. The Volgograd tram has some features that distinguish it from a number of similar inventions. Part of the light rail route (3.34 km long) runs underground (metrotram). The land section 9.5 km long connects 15 stations located near large city-forming objects. The tram has a separate track and is removed from residential areas. You can drive along the entire route of 13 km in 25-27 minutes. Here, for the first time, a system of automatic speed control and automatic locomotive signaling was used, which makes it possible to reach speeds of up to 80 km/h. In 1995, the length of tram tracks for high-speed traffic in Russian cities was 64.2 km. In some cities, in order to switch to high speeds, work is underway to reconstruct the tram track. The design of the rolling stock is also being modernized.
Trolleybus [from eng. trolley contact wire, roller pantograph + bus bus] - a trackless mode of transport with energy supply from an overhead contact network. Its carrying capacity is 8-9 thousand passengers per hour.
The engine power of a modern trolleybus reaches 120 kW, the speed is 70 km/h. The design of the trolleybus combines the advantages of a bus and a tram. From the bus, the trolleybus borrowed pneumatic tires that allow it to move almost silently along the roads, the tram - an electric engine that does not emit harmful exhaust gases. Electric motors are driven from the contact network. Two overhead (trolleybus) wires are stretched along the route, along which two pantographs slide. Trolleybuses are inexpensive to operate, simple and reliable, environmentally friendly, and have high dynamic qualities. However, the construction of a contact network requires certain costs, it clutters up the streets and worsens their appearance, communication with the contact network limits maneuverability and does not allow rolling stock to operate with different traffic modes.
It is advisable to use a trolleybus in cities with a population of more than 250 thousand inhabitants on lines with stable passenger flows of at least 2-2.5 thousand passengers per hour as both the main and auxiliary mode of transport. The rolling stock used can have medium, large and extra large (articulated type) capacity.
A bus is a trackless street type of transport with an autonomous power supply, which has high maneuverability and does not require the construction of special track devices. It can be used on streets with transitional types of road surfaces. It can handle passenger traffic from 200 to 4500 pas/h. This makes it possible to create an extensive network of routes with a density of up to 3 km/km 2 in cities and towns. It is used as the main and bringing mode of transport. The carrying capacity of bus transport is 9-10 thousand passengers per hour. The bus provides an easy change in the route network in accordance with fluctuations in passenger traffic and the organization of routes in new areas of a residential building. The bus is the only mode of transport in small towns and workers' settlements with relatively small passenger traffic and is auxiliary on the supply and delivery routes in large and largest cities. The main disadvantages of bus transport are associated with the complexity of an autonomous internal combustion engine, with significant operating costs, a relatively small capacity of vehicles, environmental pollution, high level noise.
Due to the advantages of bus transport over other modes and despite its inherent shortcomings, it has become widespread. Bus service is organized in our country in more than 1,500 cities and urban-type settlements. In recent years, the average distance traveled by passengers has reached 6 km.
It should be noted that bus transport mainly gravitates towards urban transport and is predominantly urban transport. In this regard, when organizing work on the transportation of passengers, auto enterprises primarily carry out urban and, in part, suburban transportation of passengers.
Lecture 2
Full and timely satisfaction of the country's population in transportation is the main task of the work railway transport. The basis for this is the long-term and operational planning of the volume of passenger traffic for all types of transportation, which makes it possible to determine the required transport capacity, taking into account the unevenness of passenger traffic by seasons and months, and suburban, in addition, by days of the week and hours of the day.
There are about 10,000 stations on the railway network, sending more than ten million passengers a day, of which about a million are long-distance traffic. In commuter traffic, 8800 electric trains run daily, and in summer time on separate double-track suburban lines, for example, in the Moscow junction, about 350 pairs of trains run daily. Mass transportation requires continuous attention to passenger service at stations and along the route, ensuring high speeds and traffic safety based on the construction of train schedules.
Increasing travel speeds passenger trains- one of the most important tasks of raising the level of passenger service. This largely determines the high level of comprehensive development of the technical equipment of the Railways, taking into account the maximum automation and mechanization of production processes.
The effective use of the technical equipment of railway transport, the increase in labor productivity largely depend on the long-term and operational planning of passenger transportation, which primarily affects the use of rolling stock, the capacity of railways, passenger stations and railway stations.
Rational organization transportation process, including passenger transportation, provides for such a control scheme. The Main Passenger Administration of the Ministry of Railways determines the volume of passenger traffic for the road network under current conditions and in the long term in accordance with the plans for the development of the national economy of the USSR. The passenger traffic plan specifies not only their volume, but also the density of passenger flows in certain directions or polygons of the network, which makes it possible to establish the need for roads in technical means and staff. At the same time, the Ministry of Railways sets the roads and operational indicators of passenger traffic.
When drawing up a schedule for the movement of passenger trains, the norms of technical and route speeds are determined. The Central Commission of the Ministry of Railways, after drawing up the schedule, approves its standards. There is no centralized rationing of the work of rolling stock in passenger traffic. Each year, the roads receive assignments broken down by quarters for passenger traffic only (passenger-km).
Indicators characterizing the operation of the rolling stock and its use are determined according to the current schedule. In suburban traffic, the main indicator is the performance of the car in passenger-kilometers.
For stations by road, the number of sent passengers and processed tons of baggage, as well as local revenues, transportation revenues, planned profit, profitability, cost, labor productivity (number of sent trains per employee) are planned. When analyzing work on a road or a road section, an indicator is used - the number of sent trains.
Performance indicators operating in modern conditions for passenger traffic could more fully reflect the multifaceted work of passenger traffic if, by analogy with the technical regulation for freight traffic, they were detailed. This would significantly improve the economic performance of railway transport, which is especially important in terms of planning and economic incentives for work.
On the roads, passenger services are managed by passenger services. In the conditions of current operation, they implement the tasks of the Ministry of Railways and determine the need for rolling stock and other technical means for servicing passenger traffic. Passenger departments are organized at a number of road departments, which control the operational activities of passenger stations and railway stations. passenger station, and at other stations, the station is the primary link in the implementation of passenger transportation.
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1. Organization and management of passenger traffic
1.1 Organization of road passenger transportation
2. Passenger management
2.1 Carriage of passengers on commuter routes
2.2 Quality of passenger service
Bibliography
1. Organization and management of passenger traffic
1.1 Organization of passenger traffic
Modern society is characterized by intensive communication processes. Without the exchange of matter and energy, the existence of the economy is inconceivable. Information technologies largely determine the scientific and technical potential of society, form a new lifestyle. However, all processes of movement in time and space of matter, energy and information are secondary in relation to the process of moving people. The movement of people in space is a vital biological function of the body and is carried out due to the presence of a person's musculoskeletal system. The social environment predetermines the need to move people in space as a function of their social behavior, stimulates the progressive expansion of available territories and the speed of movement.
Already in the early stages of human development, social relations required the unification of people in time and space for the effective implementation of production processes, the consumption of material and cultural values, scientific, socio-political, military, educational and other activities. This is how the settlements came into being. Over time, the territorial expansion of settlements came into conflict with the need to quickly move people from their place of residence to their place of temporary residence. The resolution of this contradiction was provided by urban passenger transport.
Passenger communication between individual settlements has been constantly developing. Strengthening transport economic ties between neighboring settlements led to the emergence of larger communities that formed into separate regions and states. Transport links also developed between regions and states.
For modern Russia the importance of transport is enormous, since it is transport that unites the various regions of the country into a single state. In this regard, transport is one of the leading state-forming factors.
Transport (from lat. transport - I move) is a national economic complex that transports people and goods. According to the object of transportation, passenger and freight transport are distinguished. Passenger transport is part of a single transport system. Modern passenger transport provides transportation of people, their hand-skin and luggage in various types of communication. Transportation of people can be carried out both on a professional basis and independently by citizens for personal (domestic) purposes.
Most people spend a lot of time commuting every day. First of all, this concerns residents of cities, where about 68% of Russians live, as well as residents of suburban areas. The free time of a working person is approximately 7 hours a day (8 hours - work and 9 hours - sleep and personal time). Consequently, with an average travel time of 1 hour 30 minutes per day, transport "takes" more than 1/5 of free time.
In Russia, special attention is paid to the development of public routed transport. The essence of the task at the present stage of its development is reduced to the development of new methods for organizing the movement of passenger transport based on automated traffic control systems; improving traditional types of urban passenger transport, including changing the design of rolling stock and track devices; development of new types of routed passenger transport. The characteristic features of the modern period are: the specialization of city streets and roads according to the purpose and type of traffic in order to increase the uniformity of traffic flows; a systematic approach to solving the issues of the urban transport network in the light of linking and reserving lines of all types of urban transport; maximum elimination of conflict points and distribution of traffic flows at different levels; development of urban highways.
Modern cities are characterized by the fusion of residential and industrial areas with suburbs, recreation areas, and other settlements, i.e. the formation of so-called metropolitan areas. In solving the transport problem of future megacities, only one way is acceptable - the rapid and reasonable expansion of the public transport network, which consists of two systems: transit and local. Obviously, it is not possible to cope with a large volume of passenger traffic in large cities using one mode of transport. Therefore, it is necessary to widely use all available types of urban passenger transport.
Types of urban passenger transport
The subway is a rail type of urban passenger transport with a separate track device of a tunnel, ground or trestle design. It is the most powerful type of urban passenger transport with throughput in 48 pairs of trains per hour and a carrying capacity of 40-50 thousand. passengers per hour. The subway as a rail transport that requires significant capital investments is used in the largest cities in areas with a stable passenger flow. It is effective in cities with a population of more than 1 million inhabitants and only and only on routes with a maximum passenger flow exceeding 21 thousand people. at one o'clock.
A tram is a street rail type of transport with a common or separate trackbed, mainly ground-based. The carrying capacity of the tram is in the range of 12-15 thousand passengers per hour. In terms of carrying capacity, this is the second type of urban passenger transport after the subway. For a long time, trams were the main type of urban transport. The tram is economical in terms of operating costs and environmentally friendly type of urban transport. However, its maneuverability compared to other street modes of transport is low; malfunctions cause traffic jams and congestion, it creates noise.
A trolleybus is a railless type of transport with power supply from an overhead contact network. Its carrying capacity is 8-9 thousand passengers per hour. Trolleybuses are inexpensive to operate, simple and reliable, environmentally friendly, and have high dynamic qualities. However, the construction of a contact network requires certain costs, it clutters up the streets and worsens their appearance, communication with the contact network limits maneuverability and does not allow rolling stock to operate with different traffic modes. It is advisable to use a trolleybus in cities with a population of more than 250 thousand inhabitants on lines with stable passenger flows of at least 2-2.5 thousand passengers per hour as both the main and auxiliary means of transport. The rolling stock used can have medium, large and extra large capacity.
A bus is a trackless street type of transport with an autonomous power supply, which has high maneuverability and does not require the construction of special track devices. It can be used on streets with transitional types of road surfaces. It can handle passenger traffic from 200 to 4500 pas/h. This makes it possible to create an extensive network of routes with a density of up to 3 km/km2 in cities and towns. Both the main and suitable mode of transport is used. The carrying capacity of bus transport is 9-10 thousand passengers per hour. The bus provides an easy change in the route network in accordance with fluctuations in passenger traffic and the organization of routes in new areas of a residential building. The bus is the only mode of transport in small towns and workers' settlements with relatively small passenger traffic and is auxiliary on the supply and delivery routes in large and largest cities. The main disadvantages of bus transport are associated with the complexity of an autonomous internal combustion engine, with significant operating costs, a relatively small capacity of vehicles, environmental pollution, and high noise levels.
Due to the advantages of bus transport over other modes and despite its inherent shortcomings, it has become widespread. Bus service is organized in our country in more than 1,500 cities and urban-type settlements. In recent years, the average distance traveled by passengers has reached 6 km.
It should be noted that bus transport mainly gravitates towards urban transportation and is predominantly urban transport. In this regard, when organizing work on the transportation of passengers, motor transport enterprises, first of all, carry out urban and partly suburban transportation of passengers.
The economic and social role of passenger transport is to provide services for the transportation of passengers, their hand luggage and baggage by meeting the needs of people in transportation. Passenger transport belongs to the public services sector.
Passenger Transportation may be commercial or non-commercial. Commercial transportation is carried out by the carrier in order to obtain an economic result (benefit) and is divided into transportation by public transport and technological transportation (transportation by non-public transport). Non-commercial transportation is carried out by citizens in order to meet personal (domestic) needs, as well as organizations in the interests of the state or municipal service.
In a legal state, the leading role in the regulation of social relations, including in the field of passenger transportation, belongs to the law. Organization and management of passenger road transport is carried out on legal basis formed by the Constitution of the Russian Federation, federal laws, laws of subjects Russian Federation and by-laws. Legal acts establish a number of important requirements and restrictions that should be taken into account when organizing passenger transportation.
Public relations that arise and develop between various participants (subjects) of transport activities in the field of passenger transportation are transport relations. The main subjects of such transport relations are passengers - individuals who use vehicles for the purpose of movement, but do not perform the functions of driving these vehicles or other service functions related to the trip.
Legal entities carrying out transportation of passengers are carriers (transport operators). State and municipal authorities exercising the powers and functions of regulating the activities of carriers established by current legislation are also participants in transport relations.
In the transport relations under consideration, the subject of activity is the movement of a passenger from one point to another. The passenger can carry hand luggage and baggage. Passengers' belongings are classified as hand luggage or baggage in accordance with the rules for the carriage of passengers and baggage by car approved by the Government of the Russian Federation.
Principles of passenger transportation by road
Passenger transportation by road is carried out subject to a number of principles, the main of which are:
the principle of legality, which implies the obligatory use of the legal norms established by the current legislation;
the principle of safety priority, which establishes that, in the first place and unconditionally, when transporting passengers, it ensures safety for citizens, the environment, the interests of society and the state. It should be taken into account that transport activities are associated with the operation of sources of increasing danger. In this regard, special measures should be envisaged aimed at concretizing the relevant civil law relations (the general foundations for such relations are established in the Civil Code of the Russian Federation and a number of federal laws);
the principle of social justice, establishing a balance between private and public interests. For example, for urban routed transport, specially allocated traffic lanes are used; parking is limited at the location of stopping points;
the principle of scientific character, which implies the formation of transport relations in accordance with known fundamental and applied (industry) scientific results and theoretical provisions, supported by practical experience, the results of theoretical and experimental research and development;
the principle of majority priority, based on the resolution of contradictions in the interests of various subjects of transport relations on the basis of a majority of votes or a maximum concurrence of the interests of passengers. The operation of this principle is manifested in the regulation of route transportation, when the full or partial coincidence of the goals of movement of a group of passengers sharing the same vehicle, route and stopping points. The priority of the majority allows to resolve the contradiction between the interests of the individual and society in terms of the problems of environmental safety of vehicles;
the principle of opportunity, which requires organizing the transportation of passengers based on the available capabilities of the carrier and society;
the principle of accumulation of experience, which implies that the organizers of transportation have effective procedures for studying, generalizing, exchanging, disseminating and accumulating known production experience;
the principle of the complexity of regulation of relations, assuming that all possible directions and aspects of regulation of transport relations are used: legal, organizational, economic, material and personnel, administrative and managerial, etc.
the principle of efficiency, based on the premise that management decisions taken in the organization of passenger road transport lead to effective (noticeable, significant, significant) and positive changes in the results of transport activities;
the principle of supervision and control, which assumes that all significant results of the implementation of transport relations, regulated by the current legislation, are subject to supervision, control and checks in order to establish the compliance of the actual state of affairs with the requirements. Supervision should be considered as a mandatory function of the state regulation of the transport complex, closing the feedback in transport relations;
the principle of responsibility, proceeding from the fact that the responsibility of specific persons for the duties assigned to them is ensured. Such a formulation of the norm is not allowed, in which it is not clear who and how exactly is responsible for its proper implementation. There should be mechanisms for coercion to fulfill possible duties and measures of responsibility for their improper use;
the principle of conformity, requiring the establishment of the relationship of rights and obligations. According to this principle, each right of one of the subjects of transport relations is associated with the obligation of another subject and vice versa. No rights may be granted that are not backed by someone's obligation to take action to enforce those rights.
For road transport by public transport, the consistency of two leading technological principles is characteristic - route and individual. The effect of these principles is related to the presence in the fleet of the rolling stock of motor vehicles of cars and buses.
The route principle is based on the coincidence of interests of a sufficiently large number of passengers and allows organizing regular bus routes. Trips along the routes practically satisfy the transport needs of the overwhelming number of passengers at acceptable rates for the services provided.
The individual principle is based on the recognition of the importance of the interests of an individual and allows you to fulfill road transport directly "from door to door" on one-time routes in the conditions of the highest comfort. The individual principle is implemented by taxi transport and citizens or organizations in the operation of cars owned by them or received for rent, rental, leasing of cars. No other mode of transport provides such a flexible combination of personal and collective interests.
The practice of motor transport activities has also developed a form of transport service that combines the advantages of route and individual principles - transportation in the mode fixed-route taxi. This type of road passenger transportation is developing at the highest rate, which remains for the foreseeable future.
Various changes in passenger transport are carried out on the basis of previously developed concepts and in accordance with plans and projects.
Transport activity in general, considered as a sphere of professional activity, provides approximately 7% of the total number of jobs only in the transport industry itself, excluding transport engineering, transport construction and other related industries). The share of passenger traffic by all modes of transport in the volume paid services population is 22.2%. About 11% of the main production assets of the national economy are operated in the transport complex. A significant part of these labor and material resources is involved in the transportation of passengers by road.
2. Passenger management
2.1 Carriage passazhirov on suburban routes
Passenger transportation by road
According to the Charter of Road Transport, suburban transportation includes transportation carried out outside the city (other locality) at a distance of up to 50 km inclusive. These transportations, as a rule, are carried out by public shuttle buses and partially by shuttle taxi cars, cars of individual owners. Suburban areas are included in the sphere of permanent labor, business, and cultural ties with the city, the nature of which depends on the economy and geography of suburban areas.
Recently, the importance of suburban communications in the overall system of passenger transportation has been constantly growing. Passenger turnover in suburban traffic is increasing as a result of the growth of transport mobility, due to the expansion of the network of horticultural societies, the craving of the urban population for communication with nature, the desire of some residents to settle in suburban areas cities, further development transport network. Some suburban services become a direct continuation of the urban ones, while using the same rolling stock.
Structure analysis bus transportation by type of communications shows a decrease in the share of urban and an increase in the share of suburban communications, which has now reached 28%.
In large cities and urban agglomerations, up to 50-60% of the volume of traffic in the direction of powerful passenger flows can be accounted for by suburban electric rail transport. At the same time, in small, medium and big cities the lion's share of suburban communications masters bus transport. The subway, tram, trolleybus are not used at all in suburban traffic, the mode of transport in suburban communications is the bus.
Planning, organizing work and managing the movement of buses in suburban traffic have a number of characteristic features. First of all, they consist in the fact that suburban transportation of passengers includes not only labor, business and cultural trips, but also mass transportation of workers on weekends and weekends for the purpose of relaxing in the countryside.
While in cities passenger traffic decreases on Saturdays and Sundays, in suburban traffic it increases significantly.
Studies of suburban transportation have revealed some features. The first feature should be attributed to the fact that all suburban transportation can be divided into several types.
Suburban transportation, which serves passengers permanently residing in the suburbs, is "purely" suburban. These transportations are permanent and are carried out all year round. The vast majority of passenger trips are of a labor, business and cultural nature. The initial stops of buses departing from the city are located at the bus stations, railway stations, river ports or metro end stations. Passengers can purchase tickets both in the rolling stock and at the ticket offices at the final stops. With the exception of largest cities and urban agglomerations, where large amounts of passenger traffic with a relatively short travel distance are mastered by city buses, even of a particularly large capacity, the rolling stock of suitable transportation differs from the city by an increased number of seats for sitting trips, the absence of storage areas, narrower aisles and fewer doors.
Suburban "country" transportation serving gardening associations. In the central and, especially, in the southern part of Russia, gardening partnerships or dachas have become widespread. Due to the absence in the overwhelming majority of cases of an extensive network of electric and railway transport and the insufficient number of personal vehicles among the population (according to surveys, only 25-30% of gardeners have personal transport), the bus is the main mode of transport when traveling to the country. Such transportation is seasonal (from April to October) and often buses run 2-4 days a week (weekends or irrigation days). The basis of all trips is household trips, and, as a rule, with a lot of luggage, which includes: planting material, tools, crops. Luggage often exceeds the size limits established by the rules for using a vehicle, which naturally affects the quality of travel. The type of buses used on the routes is urban (with a small number of seats for sitting and large storage areas). The initial bus stop, as a rule, is located at the edge of the city limits, and most of the summer residents get to it by public transport. Tickets are purchased, as a rule, from the conductor, who is in the passenger compartment of the bus.
Multimodal transport combines the features of "purely" suburban and "country" transportation. Due to the fact that some of the passengers make work trips, and some are domestic, these transportations very often lead to a clash of their interests and conflicts.
A distinctive feature of “multimodal transportation is that they combine the features of the first two. In the autumn - winter months, the passenger traffic is stable, and its increase is observed with the onset of the summer season. In July, passenger traffic, compared with the average annual values, increases by about 1.8 times.
The fall in passenger traffic in the autumn - winter months on the routes occurs more smoothly, since summer residents visit summer cottages before the last autumn.
Technical speed per different types suburban transportation is different and mainly depends on the operating conditions of the rolling stock. So, on "pure" suburban technical speed is quite high and is about 40 km/h. This is due to the fact that the entire route runs on asphalt roads and buses make rare stops over long distances.
Comparative characteristics of the types of suburban transportation (average for groups of routes)
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Route characteristics |
"Pure" suburban routes |
"Country" suburban routes |
"Mixed" commuter routes |
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Round trip length, km |
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Maximum travel time along the route, min.: |
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Minimum travel time along the route, min.: |
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On the route for the day passed, pass. |
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Number of passenger-kilometers performed, thousand people-km |
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Average travel distance of passengers, km |
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The maximum number of passengers carried per hour, pass. |
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Average number of passengers carried per hour, pas. |
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Passenger shift ratio |
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Number of stops on the route |
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Technical speed, km/h |
On "country" transportation, the technical speed is much lower than on "pure" suburban transportation and averages about 27 km/h. Such a decrease in speed is explained by the fact that part of the "dacha" routes runs along dirt roads with a large number of stops. The distances between stops within the city and summer cottages do not exceed 300-350 m, which does not allow the bus to develop high speeds and leads to a decrease in technical speed. Since "mixed" transportation combines the features of "purely" suburban and "country" types of transportation, the value of the technical speed is somewhat higher than for "country" transportation and is equal to 30 km/h.
Another feature is the lack of rolling stock and its moral and physical depreciation. This leads to the fact that the management of PATP in a number of cases is forced to remove buses from city routes in the spring-autumn period (thus worsening the state of passenger transportation in cities). Lack of rolling stock, especially during the period of mass harvesting, when passengers a large number of hand luggage leads to the fact that passengers cannot be guaranteed to leave on the first bus approaching the stop, which increases their waiting time. This situation creates favorable conditions for the active involvement of private carriers in the transportation of passengers.
Bus organization process
Using a systematic approach to the transportation process of buses serving a specific network of suburban routes allows us to single out the following sequence of work:
studying the temporal and spatial characteristics of the distribution of passenger flows, as well as determining the actual demand for transportation;
selection of rational types of rolling stock and calculation of their number along routes;
establishment of the structure of the fleet of buses to serve the suburban area;
redistribution of buses between routes in case of shortage of transportation capacity;
the choice of rational forms of traffic organization, systems for organizing the work of driver teams and paying for travel by passengers.
The operation of buses on suburban routes is characterized by great complexity due to the uncertainty of the population's demand for transportation, which is a random process with independent increments, for which the distribution function is infinitely divisible. When studying the demand for transportation in suburban communications, tabular, ticket-survey, coupon and questionnaire methods are used and carried out according to the seasons of the year (in the spring-summer and autumn-winter periods).
Full and timely identification of passenger traffic and the nature of the distribution by hours of the day, days of the week, route length and directions of travel largely determines the efficient operation of buses on suburban routes. Suburban bus routes start within the city and go beyond it for a distance of up to 50 km, ending in a suburban residential area, a large specific enterprise, a recreation area, a summer cottage, an urban-type settlement, etc. Their length within the city limits is 10-20%. As a rule, within the city there is an increase in the capacity of passenger traffic, then it stabilizes, and as you approach the final stop, the passenger traffic gradually decreases.
The demand for passenger transportation has the property of inertia, which means that after a change in the transportation process (adjustment of the route system), some time passes (the period of demand development) before the passenger flows on the route reach the maximum possible value. The definition of this period allows avoiding unreasonable conclusions about the effectiveness of decisions made to improve passenger transportation. The improvement of the transport process cannot take place without rationing the speed of movement and downtime. Rationing of buses in suburban traffic is recommended to be carried out at least twice a year. The speed of movement on suburban routes is largely determined by both their length and the length of hauls, which increase due to the introduction of stops at the request of passengers.
Rationing is carried out by the method of chronometric observations and with the help of special instruments (tachographs). The actual time spent on hauls, downtime at intermediate and final stops, as well as possible delays along the route are set. Flight time must be differentiated by days of the week, hours of the day and directions of movement. When normalizing the flight time, reserves are revealed in route schedules in order to improve the transport process, disseminate the best practices of the best driving teams. They identify stages and sections of routes where traffic occurs at reduced speeds, determine the reasons for their decrease and develop measures to increase traffic speeds.
The type and required number of buses are calculated for each route, taking into account the volume and uneven traffic by day of the week and hour of the day. transport companies, service routes with a low intensity of passenger traffic, should have a rolling stock of various capacities, while routes with a high intensity require, as a rule, buses of a large capacity. It must be remembered that at present a suburban bus cannot be a modification of a city bus, despite the outward similarity in the nature of the operation of a number of suburban routes with urban ones. The suburban bus, as noted earlier, should be an independent base model. For suburban buses, it is sufficient to have two doors 830 mm wide. The presence of a larger number of them and a greater width prevents the optimal layout of the cabin. Need special commuter buses two classes: medium (for 60-65 people, seating places 30-35) and large (for 75-85 people, seating places 45-50).
On suburban routes, the duration of the period of unforeseen fluctuations in passenger traffic is often less than the time for buses to travel to a busy section, as a result of which it becomes difficult or even impossible to use the reserve of rolling stock. It is advisable to have in such cases some surplus of carrying capacity directly on the route, which is used as an emergency reserve. The reserve will be less significant for large capacity buses. The introduction of suburban traffic, along with the usual express and high-speed traffic modes, taking into account changes in passenger traffic on Saturdays and Sundays, is an important direction in improving the efficiency of bus use and the quality of passenger service.
With significant passenger traffic during peak hours, the interval of movement is 5-8 minutes. During the rest of the hours it increases and on routes with small passenger flows it can reach 30-40 minutes or more. With mass departures of the population to the countryside, especially on weekends, the interval can be increased to 2-3 minutes. Motor transport enterprises do not always have the opportunity to allocate the required number of buses for the full development of passenger traffic on the routes, especially during periods of greatest demand. A shortage may occur along one or more commuter routes. Then the problem of redistributing the existing rolling stock, including urban routes, should be solved.
Operational management and control over the operation of buses on suburban routes can be assigned to the production associations of passenger bus stations and bus stations. This creates the prerequisites for the accelerated development of suburban linear structures. Of interest is the organization of checkpoints at the exits from the city, equipped with contactless communication with the central dispatch service, which allows you to register the time of arrival in the city. In the absence of such control, the driver can drop off passengers at the bus station, and mark his arrival after the required time.
The work of drivers and conductors on suburban routes is characterized by a rather complex regime, the more important the choice of acceptable and expedient options for labor organization systems becomes.
Work schedules on the line are drawn up for all drivers on a monthly basis and approved by the administration of the enterprise in agreement with the elected body.
Suburban bus transportation will not only remain important in the future, but should be greatly developed. For them, special suburban buses will be used, which differ from urban ones both in design and in the layout of the cabin.
2. Management of passenger road transport.
In the control system, a control object is distinguished - a part of the system that is controlled, and a control subject - a part of the system that controls. Control systems - part of the system that controls.
Types of control systems
For example, a car is an object of control by the driver as a subject of the car-driver-road system, and the road plays the role of an external factor. Management is a universal function and extends to various objects of animate and inanimate nature; the brain controls the muscles; the government runs the country; the computer controls the flight of the satellite; the dispatcher controls the movement of buses on the route.
With regard to the transportation of passengers by road, management consists in the adoption and implementation of a set of technical, technological, economic, personnel, organizational and other decisions. At the same time, the production and organizational structures are established; needs for transportation and related services are identified; rational forms of satisfying these needs are chosen; the rolling stock fleet and the route system are being rationalized; tariff policy is determined. Management decisions are aimed at the technological organization of transportation and providing them with various resources, sufficient and rhythmic financing, the creation of social guarantees for transport workers, ensuring the safety of transportation, achieving High Quality transport services for passengers, the implementation of the transportation process in accordance with the needs for transportation, subject to the established regulatory requirements and obligations arising from the contract for the carriage of passengers and baggage.
The main principles of management are legality; scientific character; purposefulness; unity of leadership; autonomy of each of the links in the management system; collegiality in the development of management decisions and unity of command for their implementation; linking personal, collective and public interests on the basis of selected goals; material incentives for members of the labor collective; profitability; environmental friendliness.
The general control functions are as follows (examples are given in parentheses):
organization - establishment of the initial state of the subject of management (formation of the organizational structure of the bus station management);
goal setting - setting management goals and the desired state of the control object (setting the task of achieving a certain regularity of bus traffic);
management - administrative actions for the transfer by managers to their subordinates of instructions for execution (instruction on preparing cars for winter operation);
forecasting - establishing the expected states of the control object (determining the expected implementation of the revenue collection plan);
planning - development of programs for influencing the control object and determining the resource support necessary for this (drawing up a plan for the development of the route system for the year);
control - obtaining information about the current state of the control object to assess the achievement of goals and subsequent regulation (monitoring the regularity of the movement of buses on the route);
regulation - adjustment of the actual state of the control object in accordance with the detected deviation from the desired state (release of a backup bus on the route instead of a faulty one);
coordination - coordination of the interests of various components of the management system that have independent goals and interests (coordination of the interests of bus and city electric transport organizations for the joint operation of the terminal station of routes);
accounting and analysis of activities - systematization of data obtained during control, and the establishment of patterns and causes of deviations from the intended goals and states of the control object (maintenance of accounting documentation and analysis of production and economic activities).
Management is implemented by a set of methods, which in the most general form are divided into direct and indirect.
The action of direct methods provides for the direct influence of the subject of control on the object of control. This determines the main advantages of direct methods - visibility, clarity of goals and simplicity. The disadvantage of direct methods is the possible opposition of the control object, including the hidden one, when the own interests of the control object conflict with the goals of the control subject.
The most common type of direct methods is administration. Administrative methods are based on relations of the boss-subordinate type and are common in regulating relations that arise within transport organizations between their structural components and individual employees, as well as between transport organizations and transport entrepreneurs, on the one hand, and authorized bodies of the state and municipal government, on the other side.
The action of indirect methods is based on indirect influence: the subject of control influences the environment, external conditions and relations of the control object, thereby creating the preconditions accompanying the “automatic” appearance of the required changes in the control object. Thus, indirect methods make the hidden mechanisms work, the "internal springs" of the control object. The main advantage of these methods is to stimulate the interests of the control object itself. The disadvantages of indirect methods include the complexity of implementation.
Among the indirect methods, economic methods are of the greatest importance. Their action is based on the manifestation of economic interests. Economic methods are used to regulate relations between administratively independent management entities and as a form of stimulating the desired behavior of employees. They are also used in everyday business practice. transport organization(planning, economic regulation, pricing, analysis of production and economic activities, economic and mathematical methods for optimizing production processes, etc.).
The subjects of management in the motor transport complex are legal entities and individual entrepreneurs without forming a legal entity, carrying out passenger transportation (collectively referred to as carriers), as well as legal entities providing related services to passengers; bodies of state and municipal administration exercising the powers assigned to them to regulate the market of transport services and transportation; public organizations designed to protect the interests of passengers, carriers and third parties.
Organizations that transport passengers by road are divided into passenger and mixed (transportation of goods and passengers). Passenger motor transport enterprises, upon reaching a certain scale of production activity, turn into specialized bus or taxi companies, as well as into organizations of passenger motor transport.
Passenger transportation as an object of management has a number of features:
the main production process takes place outside the territory of the motor transport enterprise, which actualizes the increase in requirements for monitoring work on the line using industrial communication means;
transportation activity has a high socio-political significance;
the need for transportation manifests itself statically and depends on various external factors, which increases the role and importance of dispatch control;
transportation services cannot be accumulated for future use, they are consumed at the time of production, which increases the requirements for quality management of service (there is no warranty and after-sales periods);
municipal transportation is carried out with the involvement of budgetary funds, a significant part of passengers enjoy benefits in paying for travel, which requires special regime funding carriers and controlling their costs;
motor vehicles are sources of increased danger, in connection with which ensuring the safety of passenger transportation is of paramount importance and should prevail over the purely economic interests of the carrier;
road transport, unlike the production of various products, is not subject to fashion, but has pronounced seasonal and daily patterns of demand, which should be taken into account when managing marketing policy;
in some cases, the activities of carriers are related to natural monopolies, and therefore a special management mechanism is needed to replace competitive regulators;
passenger transport is an important factor in mobilization readiness and provision of rescue operations in emergency situations.
The activities of a motor transport organization are associated with a large number of functions performed by personnel, therefore, on the basis of the general economic principle of division and specialization of labor, there is an objective need to assign specific functions to certain performers. More than one person may be required to perform time-consuming functions. Functions of low labor intensity can be combined and entrusted to one employee.
The management functions are distributed among the management bodies, which are understood as the structural components of the organization's management system that perform a group of homogeneous functions of a fairly independent value. The form in which management bodies can be created is the organization itself, its services, divisions and individual employees.
One of the most important reserves for increasing the efficiency of the use of passenger transport is the improvement of systems and methods for managing the operation of rolling stock.
Management must establish coherence between the actions performed by individuals and combine common functions arising from the activities of the entire production organism, in contrast to the activities of its elements. In passenger transport, each driver controls the transport unit purely individually, but the transportation process as a whole needs to be managed and coordinated by individual efforts. An essential feature of management is its informational nature, since the subject of labor in this case is information (on meeting the needs of the population in transportation, on the state and use of material, labor and financial resources of transport), and the product of labor is the decision and control actions on transport production.
The processes of transport production as objects of management are very diverse and complex. Thus, the production activities of the main category of workers (drivers) are carried out outside transport enterprises on urban, suburban, intercity routes. During the working day, there is a large number of direct contacts between transport workers and passengers; for each driver, production situations change many times during the day. However, the transportation of passengers must be carried out in strict accordance with the schedule, regardless of any external influences. Factors that characterize the specific conditions for the functioning of transport should be taken into account when choosing and improving the forms and methods of management. They predetermine the need for increased efficiency and achieving synchronization at all stages of the transportation process between transport, on the one hand, and fluctuations in passenger flows (requests for transportation), on the other.
Transport systems as objects of management are characterized by great diversity and complexity. In passenger transport, the managed systems are urban, suburban and intercity routes. The main managed systems directly in the transport enterprise are columns and teams of drivers.
To manage means to foresee, organize, dispose, coordinate and control.
Control system
Management always means influencing people's behavior. Management does not deal with material objects of mechanics and technology, but with social relations between people. Management is a social relation, namely, the attitude of people to the implementation of managerial functions.
In recent years, the development of systems theory, cybernetics, economic and mathematical methods for the analysis and justification of management decisions, computerization of management have contributed to the active use of a systematic approach in management. This has led to a well-known complication of the science of management and management knowledge. The understanding and study of organizations as social systems deepened, the idea of the enterprise as an open system that actively interacts with its environment and adapts its internal structure to its "organizational context", that is, the state of the external environment of the enterprise, its size, goals and technology of activity, qualities people who form its "human capital".
The deepening of the specialization of production processes based on the division of labor, leading to an increase in the role of technology, as well as the expansion of cooperation ties require a further increase in the level of management.
The main goal of transport management is to ensure the effective use of all technological, information, economic (financial), organizational and social resources for the timely, high-quality and complete satisfaction of society in the transportation of passengers. To achieve this, it is necessary to increase the feasibility of management with a focus on the final result, as well as to determine the goals and their relationships at the level of generality.
The organization of passenger transportation, due to the wide variety of types of messages and unevenness, both in time and distance, is a very complex system, the approach to solving which, as noted earlier, is a system analysis. From this point of view, the transportation system can and should be represented in the form of two parts: managed and managing, let's call them managed and managing systems.
In complex and large systems management objectively, there is a certain hierarchy of managed processes, and when studying branch management systems, one can single out a hierarchy of managed processes that is invariant from the type of systems.
The environment can be represented as spontaneous (unmanaged) processes.
Spontaneous (unmanaged) processes, which are limited by the laws of nature, have a zero level of organization. They can have perturbing effects on the course of other processes.
Physical purposeful processes concern technical objects (engines, cars, trams, trolleybuses, etc.). These processes have the first level of organization - such when the organization is embedded in the design of the technical object itself. Although the processes in these objects are also subject to the laws of nature, they proceed purposefully.
Technological processes take place in a system, which is an organizational set of people and technical objects. Examples of technological processes are: servicing passengers and cars; traffic control; car repair, etc. ways of organizing are limiting. These processes have a second level of organization: the organization system is flexible. It allows changes in its structure as one of the most effective ways to manage these processes. Economic processes can be considered as generalized expressions of technological processes. Generalized variables that determine them are economic indicators.
These processes correspond to the third level of organization, which can be considered as the emergence of an additional degree of freedom of organizational management in comparison with technological processes.
Socio-political processes are generalized expressions of economic ones. These processes have a fourth level of organization. They are the least studied. The role of socio-political processes increases significantly with the increase in the scale of the system, since they influence all other processes, acting as the most important limitations for them.
The formulated goals are set for the control system.
The goals of management are achieved through the implementation of management principles common to all industries.
Management principles are guiding rules, basic provisions and norms of conduct that reflect the requirements of objective laws and best practices in production management.
The main groups of management principles
Social principles include the principles of unity of social and economic leadership, democratic centralism, the interest of workers in the results of their work, and material incentives.
The group of corporate principles includes the principles of selection, placement, training of personnel and improvement of their qualifications; the main (main) link; execution disciplines; concreteness of management and objectivity of management.
The content of management is manifested in an interconnected set of management functions performed. The control function is an independent type of work that determines the direction of the control system. The overall management function is part of the management cycle. The typical composition of the management cycle includes forecasting, planning, organization, coordination, regulation, stimulation, control, accounting and analysis. A specific management function is a combination of a general management function (one or another operation of the management cycle) with a specific management object. In turn, control objects, as well as specific functions, are grouped according to three criteria: organizational structure production; stages of the transportation process; factors of production activity.
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