Letteratura scientifica selezionata sul tema "Bus drivers Timetables"

Introduction. The article is devoted to the description of the shedule development particularities and a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection. During the interurban transportation after first four hours and thirty minutes of uninterrupted driving, a special break for the rest is provided for drivers on the way lasting at least 45 minutes. This period can be divided into two or more parts, but the first part should last at least 15 minutes and the last one at least thirty minutes. At the same time children of different age groups perceive long distant travels variously due to their physiological development. The restriction of physical activity during a long time may have a negative impact on children’s physical and mental state. Children may have some problems with behavior control during long distant travels, it may lead to a travel rules violation, they remove their seat belts, start to walk around the bus, etc. The dependencies of the covered distance and time on a children’s age were identified based on the study results of the intercity children carriage process. The findings may be applied in a bus route timetables development, a drivers’ work and rest schedule adjustment during an organized children carriage in an intercity connection and also when planning transport infrastructure objects along popular tourist routes or frequently used transportation directions for students.The purpose of article is the description of a traffic schedule particularities development and a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection. The scientific novelty lies in methodology used for a drivers’ work and rest schedule adjustment which depends on a distance and travel time in an organized children carriage by buses in an intercity connection and on the age of the carried children.Materials and techniques. While writing the article the methods of a passengers carriage theory, a statistical and systematic analysis, a transport process theory and also some other scientific methods and techniques were used.Results. The results have advisory nature and are proposed for use in a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection.Discussion and conclusion. For the carriage of different aged children the scheme of traffic according to a children age group should be chosen. 4 age groups of children each of which correspond to a certain traffic and rest time on the way were identified during the study.

Bus travel time is an important source of data for time of day partition of the bus route. However, in practice, a bus driver may deliberately speed up or slow down on route so as to follow the predetermined timetable. The raw GPS data collected by the GPS device equipped on the bus, as a result, cannot reflect its real operating conditions. To address this concern, this study first develops a method to identify whether there is deliberate speed-up or slow-down movement of a bus. Building upon the relationships between the intersection delay, link travel time, and traffic flow, a recovery method is established for calculating the real bus travel time. Using the dwell time at each stop and the recovered travel time between each of them as the division indexes, a sequential clustering-based time of day partition method is proposed. The effectiveness of the developed method is demonstrated using the data of bus route 63 in Harbin, China. Results show that the partition method can help bus enterprises to design reasonable time of day intervals and significantly improve their level of service.

Congestion in the urban transport network is common not only in large agglomerations, but also in medium-sized cities in all countries that are characterized by a high level of socio-economic development. Traffic congestion has negative impact on economic, social, and environment development. The costs of congestion are borne by all users of the transport system, both drivers, passengers, entities providing transport services, as well as enterprises using freight transport services. The purpose of the article is to discuss the results of the study on the impact of congestion on the costs of public transport in a medium-sized city. The research method consisted in the analysis of vehicle road cards, fuel consumption statements for buses belonging to the Municipal Transport Company in Starogard Gdański and the examination of real bus travel times and the scale of delays caused by congestion on individual lines. The analysis of the data shows that thecompany bears much higher costs of fuel consumption, and passengers are exposed to bus arrivals and departures inconsistently with the timetable, prompting them to opt out of public transport services. This results in lower revenues from ticket sales and deterioration of the company’s financial result.

AbstractThe aim of the article is to learn about the mobility preferences of the inhabitants of the city of Pila in terms of services provided by the Municipal Transport Company in Pila (MTC). The research aims to improve the quality of services provided by MTC. The article characterizes the concept of urban transport and mobility, and then proposes a mobility model that takes into account the preferences of residents when choosing a means of transport.This model was analyzed in the form of a questionnaire survey. In which, inter alia, o user data (sex, age, place of residence), information on the mobility structure, travel organization, selection criteria of the analyzed means of transport, i.e. public transport (e.g. cost, time, comfort, safety, punctuality and frequency of travel). Based on the research, it can be concluded that the inhabitants of Pila choose public transport because they do not have a driving license, they download information about the timetable from the Internet, buses in Pila are punctual, comfortable, safe, and drivers and ticket inspectors are usually polite, buses should run more often, they are incorrectly synchronized, a new bus line should be open and the ticket machine is easy to use. In addition, the residents of Pila do not know what the Dynamic Passenger Information System is, but they would like to use the mobile application showing the actual time of arrival of the bus.

Over the last few years, smart cities have been a focus of scholarly attention. Most of these critical studies concentrated on the multinational corporations’ discourses and their implications on urban policies. Besides these factors, however, the data-driven city develops within a complex web of entanglements whereby data-driven technologies modulate the urban infrastructure in a multitude of ways contingent upon the social, political, material and technical aspects. As such, this article attends to the infrastructural implications of a smart city product, Citymapper, which is a transport app built on open data available as part of London’s smart city planning. In order to establish the relationship between data and infrastructure, I use Gilbert Simondon’s notions of ‘transduction’, ‘individuation’ and ‘technicity’ to explore this relationship in a processual and relational way. In constructing this relationship as co-generative, whereby infrastructure and data transindividuate, I subsequently posit the term data/infrastructure. Against this theoretical background, I study the ways in which Citymapper individuates and thereby gains infrastructural power through technicity of data by studying the ways in which the users’ contribute to data generation that feed back into the app. Specifically, by following the transformation of the app from initially mediating the bus timetable to transducing users into environmental sensing nodes through which the app collects behavioural data, I foreground the epistemological, infrastructural and social consequences of Citymapper’s infrastructural power for the data-driven city.

Introduction. Environmental contamination by vehicles is one of the main and important questions. Road transport is on the first place by quantity of harmful substances released into the atmosphere. The railway transportation pollutes environment by 3 %, planes — by 6 % from the total amount of pollution. The rest is motor transport. As it is known, the maximum quantity of harmful substances is thrown out in an idle mode of work of the engine, i.e. at idle times at stops. The improvement of an ecological situation on transport highways is possible by the optimization of movement of city public transport. Problem Statement. The task was to develop a project that allows you to eliminate violations of the dispatch schedule of city buses. It is proposed to use the computer program "Line Dispatcher" developed by the authors and a mobile application to monitor the compliance with the dispatch schedule. Theoretical Part. The field observations carried out on one of the most intense sections of the transport arteries of Rostov-on-Don — the ring at the intersection of Vavilova and Koroleva streets — show how many buses produce harmful emissions only on one section, stand idle at the stop, do not fulfill the dispatching schedule, and, thereby, worsen the environmental situation in the city. The authors have developed a computer program "Line Dispatcher", which allows you to: download a map of the city or a district, the information about the stops on the route and the timetable; choose the desired route; monitor the movement of the bus according to the schedule. The mobile app can be installed on any smartphone of the driver and dispatcher. Conclusion. A practical solution is proposed to optimize the activity of public transport, which will eliminate downtime at stops due to electronic control of the dispatch schedule and reduce emissions of harmful substances by urban public transport.

Abstract Bus driving is a complex and cognitively challenging task that places high demands on bus drivers’ working memory. Increasing use of “In-Vehicle Information Systems” leads to driver distraction and is a contributing factor to many road accidents globally, and with systems for tickets, navigation, and timetables, bus drivers are more exposed to this additional workload than other actors in the traffic. This study provides insights into how bus drivers’ driving behavior is affected by auditory traffic information through a driving simulator study at the Swedish National Road and Transport Research Institute. A pre-study showed that many bus drivers in Gothenburg experience that a majority of the messages they receive are irrelevant to them. Difference in driving behavior was identified for conditions in which the drivers received messages irrelevant to their route, which might indicate that irrelevancy is an important factor for the workload imposed to the drivers. We hypothesize that irrelevant messages require processing in the visuospatial sketchpad, which might increase workload more than just auditory information processing. The results of this study implies that the routines for traffic communication between traffic controllers and bus drivers should be considerate, as to reduce the number of irrelevant messages that are cognitively loading the bus drivers.

AbstractA DP-TABU algorithm is proposed which can effectively solve the multi-line scheduling problem of single Deport (SD-ML-VSP). The multi-line regional coordinated dispatch of the single-line deport of the bus is to solve the problems of idle low-peak vehicles and insufficient peak capacity in single-line scheduling. The capacity of multiple lines at the same station is adjusted to realize resource sharing such as timetables, vehicles, and drivers. Shared capacity such as bus departure intervals and bus schedules. Taking the regional scheduling of multiple lines at the same station as the service object, a vehicle operation planning model based on the objective of optimal public transportation resources (minimum bus and driver costs) is established to optimize the vehicle dispatching mode of multiple lines. We applied this algorithm to the three lines S105, S107, and S159 of Zhengzhou Public Transport Corporation, and the results proved that the algorithm is effective. Through comparison with manual scheduling and simulated annealing algorithm, the advantages of DP-TABU algorithm in performance optimization and robustness are further verified.

Public transport in Slovenia is poorly organized. The connections and timetables are poor, trains are not as fast, and the savings are not significant if the transportation of choice is a personal automobile. However, this mode of transportation more often than not involves a parking problem. Every company does not have enough parking spaces for all of their employees, which is why some people opt to drive to work together or start from home early to secure a free parking space. We will prepare an overview of the possibilities of transport to work in Slovenia, focusing on the route Ljubljana - Kranj. We will address the issues discussed from the point of view of the mode of transport to work - car, train, bus or even on foot, if the workplace is close to home. Our purpose is to determine whether we would save time and money if we were to travel to work by another means of transport, and to identify other factors that influence our decision regarding the mode of transport to work.

The major task in the design process is to identify the optimal structural designs that would provide the best performance of the machine while minimizing the cost. It is known that eighty percent of the final cost and quality of a product are designed in during early stages of the design process. Design changes and optimization later in the design process can have only a limited impact on the final cost and quality. Thus it is critical that the right concept of the machine is selected in the early stages of the design. However, making informed decisions early in the design process is difficult because of time constraints and uncertainty. The analysis, which are performed during early stages of the design, typically have to work with information that is not clearly defined (sketches vs. drawings, all components or options are not included, developed duty cycles vs. actual cycles, unkown loads, etc.). Results of these preliminary analyses are rough and approximate but very effective where the level in precision required is less that the final design analysis. The timetable for these analysis is typically significantly shorter. The preliminary analyses of the machine concept and machine components have to provide sufficient data and criteria required to make sound decisions between concurrent designs. These considerations are important in the machine tool business, which have deal with large castings, expensive pattern costs and long lead-times. The machine tool specifications dictate the process of selection of the structural geometry, dimensions, and structural components. The selection process is constrained by geometrical limitations and functional requirements driven by the specifications. These constraints cannot be represented in all cases by obvious equality or inequality expressions and functions of a design stage. It is proposed to divide the early design process stage into three steps: - prepare sketches of acceptable conceptual designs with major components in place; - prepare sketches of major components and compare they as a individual parts to chose the bests for every concept; - implement these parts as simple conponents in the conceptual design and compare the conceptual designs by their major performance benefits. This approach allows comparing conceptual designs when the components for each design are prepared with the same knowledge of conditions and requirements, and are developed to similar level. The proposed conceptual approach is illustrated by design of nuemrical control machine tools.