JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Sattivaldiyev Baxrom, Makhmudov Galib, Abdurakhimov Lochinbek, Utaganov Sarvar,
Xushvaqtov Sardor
Tashkent State Transport University Engineering of vehicles department
MEASURES TO IMPROVE THE OPERATION OF PASSENGER TRANSPORT AND
URBAN MOBILITY
Abstract:
The article discusses the types of urban electric transport used in Belarusian cities,
gives a detailed classification and comparison of available vehicles. Various options for
increasing the share of environmentally friendly transport through the use of electric buses and
trolleybuses are considered, an assessment and a comparative analysis of the options are given.
Features of planning of work of drivers and drawing up of the schedule taking into account
safety requirements are considered.
Intensive growth in the level of motorization of the population, an increase in the number of
business trips, the use of light vehicles with small volumes of freight, the emergence of
"commercial" routes have led in recent years to a sharp increase in car flows in urban transport
systems. In this regard, a whole range of tasks arises related to increasing the comfort of
movement and the quality of life of citizens in general, which is possible by optimizing the
operation of route (urban) passenger transport and increasing its attractiveness for users of all
levels. Experimental and computational-theoretical studies were carried out, the direction to
improve the work of route passenger (urban) transport of cities (on the example of Polotsk and
Novopolotsk). Recommendations are given for further improving the operation of urban
passenger transport systems according to alternative scenarios for the cities of Polotsk and
Novopolotsk. An assessment is made of the possibility of achieving planned indicators for
reducing greenhouse gas emissions from the implementation of the pilot project measures aimed
at improving the quality and efficiency of the route passenger transport in these cities. A
comparative analysis of the possibility of developing various types of electric route passenger
transport is carried out. A map has been developed for reducing emissions of pollutants from
vehicles with a change in the structure of mobility of the population and an increase in the share
of use of route passenger transport, an increase in the speed of movement of route passenger
transport.
A methodology for assessing the efficiency of urban passenger transport has been developed,
including taking into account the development of electric vehicles, which made it possible to
determine the need to purchase appropriate vehicles for organizing the movement of non-rail
electric vehicles; create a base for their repair and maintenance; construction of traction
substations (new or additional); construction of cable networks; train staff. Also, an algorithm
has been developed for the implementation of the least costly activities at the initial stage with
limited funding. The studies performed allowed us to formulate a concept and propose specific
comprehensive measures aimed at improving the quality and efficiency of the route passenger
transport in Polotsk and Novopolotsk, including optimizing the existing route network of route
passenger transport.
Studies of the effectiveness of measures aimed at reducing delays in route passenger transport
have been carried out, criteria and places of their application in Polotsk and Novopolotsk have
been determined, as well as an assessment of the technical and economic indicators of the
proposed options using the international CBA methodology (Cost Benefit Analysis).
A business model has been developed for the implementation of standard measures aimed at
improving the quality and efficiency of the route passenger transport, has been proposed a set of
measures to increase the attractiveness and efficiency of urban passenger transport.
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Keywords:
Urban electric transport, Environment, Tram, Trolleybus, Electric Bus, Hybrid bus,
Duobus, Charging electric buses, Safety, Schedule, Workplan.
1. Introduction
The creation of a favorable urban space for life and work is impossible without a developed
system of route passenger transport, which is a clear and well-coordinated mechanism that
combines various types of transport and offers a decent and effective alternative to personal cars.
It is known that the share of private car owners depends on a number of factors: cultural,
economic, social. The growth of motorization, the increase in the number of privately owned
cars, is a challenge to the route passenger transport, which must respond to it with a systematic
approach and rational organization of work, responding in a timely manner to the changing
situation.
In the conditions of a vague response to a changing situation, a certain kind of "vicious circle"
arises, when the growth of motorization in the conditions of the existing street network leads to
its overload, which inevitably leads to a deterioration of conditions for the movement of route
vehicles, reduces the speed of route vehicles movement, worsens the quality of passenger
transportation services, which, in turn, leads to the loss of passengers of fixed-route passenger
transport, further reducing the number of route vehicles on routes (there is a superficial
impression that the existing regular route is not needed, since fixed-route vehicles are not
sufficiently filled, etc.), which further removes passengers from fixed-route passenger transport
and determines their choice in favor of personal, which again leads to an increase in motorization
and so this circle "closes", aggravating the problems of cities.
In the current situation, it is necessary to take all possible measures and use any available means
to break the "vicious circle" and improving the organization of the work of route passenger
transport in cities. The concept of sustainable mobility has become highly relevant today. It is
worth noting that in this regard, the concept of "mobility" is used in combination with the
concept of "sustainability". This suggests that it is no longer enough for people to simply move
from one point to another. This movement must meet a number of requirements, such as
convenience, accessibility, speed, safety, reliability, environmental friendliness (the
corresponding CO
2
emissions per passenger-kilometer are always lower for public transport
compared to cars). Moreover, these requirements must be met constantly in time, and not be of a
one-time or episodic nature. Therefore, the issues of improving transport services and choosing
the type of transport are relevant for many cities. At the same time, it is necessary to take into
account the capabilities of vehicle manufacturers, national specifics and legislation, the physical
and financial capabilities of cities for transformation, restrictions, the level of return on
investment, the tendency to build green transport systems. The studies were conducted in 2017–
2018 on the basis of the information available at that time and in many positions they have not
lost their relevance at the time of publication.
2. Methodology
The research was initiated in the form of studying the proposed technical solutions in the field of
route passenger transport, affecting the issues of infrastructure and vehicles, their technical
equipment. Methodologically, research is divided into three related groups: vehicles and
technical issue, route network, organization of transportation.
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
2.1. Vehicles and technical issue
Currently, the Republic of Belarus has established its own production of trams, trolleybuses,
trolleybuses-electric buses and electric buses. Various types of urban electric transport are
known and widely used in world practice:
1. Tram is the oldest type of electric transport, vehicles which move on the track.
2. Trolleybus is a type of electric transport, vehicles which move on roads and are driven by
electric motors that receive electrical energy from the laid contact wires. Trolleybuses in the
classic and known to the consumer representation are vehicles with feeding in motion — IMF
(in-Motion-Feeding). If to obtain electricity on some parts of the route is not used contact
network, and autonomous on-board energy source, charging from the contact network, such
trolleybuses can be considered as trolleybuses-electric buses with dynamic charging — IMC (in-
Motion-Charging).
3. Hybrid bus is a type of transport whose vehicles move on roads and are driven by the
combined work of an internal combustion engine and an electric motor.
4. Electric bus — it is a type of electric transport, vehicles of which move on roads, are driven by
electric motors, which receive electric energy from an autonomous onboard source (charging of
the onboard source occurs during the stay of the electric bus at special charging stations and
requires a certain time).
Recent years have been characterized by rapid development of electric transport, manufacturers
of route vehicles with electric drive also continue to develop this direction and offer customers
new solutions. The emergence of new models and modifications of vehicles has led to the fact
that within the same scheme according to the existing classification there were vehicles with
significant differences in parameters determining their operational properties and qualities,
requirements for charging infrastructure and, as a consequence, characterizing the possibility of
using vehicles on regular routes of a certain configuration and length.
Thus, the existing classification at the moment turned out to be very stingy and, in the opinion of
the authors, there was a need to create an extended classification. In the extended classification
proposed by the authors, in addition to the designation of the scheme, the concept of a category
with a digital designation is introduced, while the higher the value of the category, the greater the
margin of autonomous travel the vehicle has.
For trolleybuses built according to the IMF scheme, two categories are provided:
IMF-0 — no reserve of autonomous travel;
IMF-1 — an autonomous power reserve of up to 1 km (as a rule, this is an emergency
mode).
For trolleybuses built according to the IMC scheme, three categories are provided:
IMC-1 — a reserve of autonomous travel from 5 to 15 km;
IMC-2 — autonomous range from 15 to 31 km;
IMC-3 — autonomous range from 31 to 51 km.
For electric buses built according to the OC scheme, four categories are provided:
OC-1 — a reserve of autonomous travel from 3 to 5 km;
OC-2 — autonomous range from 5 to 13 km;
OC-3 — autonomous range from 13 to 21 km;
OC-4 — autonomous range from 21 to 51 km.
For electric buses built according to the ONC scheme, two categories are provided:
ONC-1 — a reserve of autonomous travel up to 170 km (equal to the duration of one
working shift);
ONC-2 — autonomous range from 170 to 250 km (equal to duration of one working day
with restrictions);
ONC-3 — autonomous range from 250 to 350 km (equal to the duration of one working
day).
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
The proposed categories are formed based on the solutions offered by manufacturers and the
established practice of using route vehicles with electric drive on regular routes. The emergence
of new solutions that will require the introduction of additional categories in the classification
under consideration is not excluded.
The infrastructure elements necessary to provide traction of trolleybuses and charging of electric
buses of various versions are given in table 1.
Table 1: Infrastructure required to provide traction for IMF trolleybuses, IMC
trolleybuses,
duobuses and charging electric buses of various versions
Name, Value
IMF
IMC
Duobus
OC
ONC
Traction substation
+
+
+
+
+
Cable network
+
+
+
+
+
Contact wires
+
+/–
+/–
–
–
Charging stations on the line
–
–
–
+
–
Charging stations in the depot
–
–
–
+
+
2.2. Route network
In order to obtain reliable information about the route network, formed passenger flows and
correspondence, various field studies and experiments were carried out on it. They were carried
out by examining the operation of transport systems, objective and expert assessments,
measurements, including using the analysis of video recordings and GPS tracks.
To perform an analysis of the route network, all routes were classified according to geographical,
topographic features, route topology and purpose. The areas of duplication of routes performed
by vehicles of different capacity classes have been identified, the degree of duplication of routes
has been established. Urban and suburban areas were zoned according to territorial and (or)
functional characteristics.
During the survey of stopping points, the general planning parameters of the road network,
planning parameters of elements and equipment of stopping points, approaches and pedestrian
connections, the presence of systemic interference for the movement of route vehicles, the
presence of interference and inclusive barriers were studied. The main shortcomings identified
include the absence of entry pockets on streets with high traffic intensity, the absence of landing
pads, the discrepancy between the level of the landing pad and the floor level of the vehicle,
barriers when using vehicles of the M2 category (commercial minibuses). When conducting
passenger traffic studies, a continuous and selective method was used. The places of gravity,
passenger-forming points, places of intensive passenger exchange were determined. In the
selective method, a capacity score was used (with a differentiated scale from 1 to 6 points for
vehicles of different capacity classes), the date, time, route number, vehicle registration plate,
number of passengers entering and exiting, occupancy were recorded. According to the results of
the study, the volume of passenger traffic on certain sections of the route network was clarified,
dependencies were built reflecting the unevenness by time of day, by directions and by days of
the week.
2.3. Organization of transportation
All routes were classified according to the purpose of the route, according to the frequency of
movement (high-frequency with a frequency of more than 6 flights per hour, medium-frequency
with a frequency of 3 to 6 flights per hour, low-frequency with a frequency of up to 3 flights per
hour). The schedule has been studied for each route and graphical trips charts have been
compiled. It was established by what capacity buses each route is served by. Trends and
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
dependencies were identified. In particular, it was found that passenger capacity does not always
correlate with the frequency of traffic on the route, which is abnormal and should become a
trigger for making decisions on the reorganization of the route network. Separate studies were
conducted to study the time of disembarkation and boarding of passengers. It is established that
this time increases when the bus class does not match the capacity of passenger traffic, with an
increase in the degree of filling of the vehicle, when using vehicles with a high floor level. A
study of the speed of route vehicles with details on the stages was carried out. The factors that
affect the speed of movement are established: the type of transport, the number of intersections
with traffic light regulation, lack of coordination, green wave, the number of unregulated
pedestrian crossings, artificial irregularities, the presence of level crossings, unregulated objects
with high traffic intensity, the presence of a narrow carriageway, the presence of randomly
parked cars in unauthorized places.
The following models were used to determine the parameters of transport processes:
passenger travel time
t
ptt
, which includes the time of approach to the stopping point
t
apr
,
waiting time
t
wait
, time on the move
t
move
, transfer time
t
transfer
(if applicable),
t
fin
final travel time
from the stopping point to the destination, see equation (1)
t
ptt
=t
apr
+t
wait
+t
move
+t
transfer
+t
fin
(1)
turnaround time
T
tt
, depending on the time for mandatory technological stopping
T
tsA
at the
conditional station A of the route, time for stopping for the sanitary needs of the driver
T
ssA
at the
conditional station A of the route, time for movement
T
mAB
from the conditional station A to the
conditional station B, time for mandatory technological stopping
T
tsB
at the conditional station B
of the route, time for stopping
T
ssB
for the sanitary needs of the driver at the conditional station B
of the route, time for movement
T
mBA
from the conditional station B to the conditional station A,
see equation (2)
T
tt
= T
tsA
+T
ssA
+T
mAB
+T
tsB
+T
ssB
+T
mBA
(2)
the number of vehicles on the route
n
, depending on the hourly capacity of passenger traffic
Q
in the most loaded stage, the passenger capacity
q
of the vehicles used, operating ratio of
passenger capacity
(sets the service level), turnaround time
T
tt
, see equation (3)
� =
���
��
60�
=
�� �
���
+�
���
+�
���
+�
���
+�
���
+�
���
60�
(3)
The solution of the optimization problem from the point of view of the organization of
transportation as an objective function should be used
n
min. Solving in various ways,
optimizing values
Ttt
, minimizing them, setting the level of service
≤ 0,80.
3. Analysis and Results
The possibilities of using different types of urban electric transport in the cities of Belarus
proposed to evaluate on the example of the Polatsk agglomeration (cities of Polatsk and
Navapolatsk). This route can be chosen bus route No. 4 "Marynenka–Baravukha-3" in the city of
Polatsk. The main parameters of route No. 4 when using different types of urban electric
transport are given in table 2.
Table 2: Comparison of parameters of route No. 4 in Polatsk at service by vehicles of
various types of city electric transport
Name, Value
Quantity
of
vehicles
Min.
turnaroun
Average
operatin
The length of sections,
km
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
d
time,
min.
g speed,
km/h
On
the
line
Total
with
contact
network
without
contact
network
Scenario 1. Service by single 12m length class vehicles
IMF
12
15
90
16,79
25,19
0
IMC (LTO w/extra rapid
charge)
12
15
90
16,79
3,20*
21,99
IMC (LFP)
12
15
90
16,79
12,00*
13,19
OC
14
18
100
15,11
0
25,19
Scenario 2. Service by articulated 15m length class vehicles
IMF
9
11
90
16,79
25,19
0
IMC (LTO w/extra rapid
charge)
9
11
90
16,79
3,20
21,99
IMC (LFP)
9
11
90
16,79
12,00*
13,19
OC
10
13
100
15,11
0
25,19
* It is necessary to build a contact wired
Figure 1:
Total investments for Route No. 4 in Polatsk
Route 4 runs along Marynenka street, Pyatrusya Brouka street, Yubileynaya street,
Kastrychnickaya street, Hogal’ street, Kammunistychnaya street, Efrosinnya Polatsk street,
Kasmonautau street, Valagodskaya street. The length of the route is 25.19 km, the bus work time
in the forward direction and in the reverse direction is 40 minutes. The Current schedule provides
for 124 trips, including 62 trips in the forward and 62 trips in the reverse direction. The route
works from 05:00 to 00:45. The highest frequency of traffic on the route from 6 to 8 hours and
from 16 to 18 hours, when 9 vehicles are used for passenger service at the same time. In the
consolidated calculations, it is assumed that the depot for electric transport will be located in the
existing bus fleet No. 2 on Budaunichaya street.
The assessment of the possibility of using different types of urban electric transport in
Navapolatsk was carried out on the example of the bus route No. 4 "Padkasteltsy–Hospital town".
The route № 4 is for Moladzewa Street, Ktatarava Str., Slabadskaya Str., Haidara str. in forward
direction and Haidar Str. and Moladzewa Street in the reverse direction. The length of the route
is 14.92 km, the bus travel time in the forward direction is 25 minutes, in the reverse direction —
24 minutes. The current schedule provides for the implementation of 106 trips (53 trips in the
forward and reverse directions). The route works from 08:24 to 23:52. The highest frequency of
traffic on the route from 17 to 19 hours, when 5 vehicles are used simultaneously for passenger
service. In consolidated calculations it was accepted that depot for electric vehicle will be located
on the terminal station "Padkasteltsy".
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Figure 2:
Annual operating costs for Route No. 4 in Polatsk
The main parameters of the route when using different types of urban electric transport are given
in table 3. The total investments are summarized (figure 3). When calculating the total
investments in infrastructure and vehicles, the costs of contact wires, traction substations,
charging stations and the vehicles themselves required for work on the route are taken into
account. The costs of the cost of design, contract work, to create a base for maintenance and
repair of vehicles at the transport enterprise were not taken into account.
An overview of annual operating costs is shown in Figure 4. Let us consider separately the
problems of traffic organization, transportation organization and traffic safety arising from the
operation of some types of non-rail electric transport. Trolleybuses IMC, IMF, duobuses
favorably differ from electric buses OC, which have a limited working reserve and require
periodic stops to charge the drives. This stop occurs at each terminal station and its duration is
about 10 minutes.
Table 3: Comparison of parameters of route No. 4 in Navapolatsk at service by vehicles of
of city electric transport
Name, Value
Quantity
of
vehicles
Min.
turnaroun
d
time,
min.
Average
operatin
g speed,
km/h
The
length
of
sections, km
On the
line
Total
with
contact
network
withou
t
contact
networ
k
IMF
5
7
54
16,58
14,92
0
IMC (LTO w/extra rapid
charge)
5
7
54
16,58
2,53*
12,39
IMC (LFP)
5
7
54
16,58
7,00
7,92
OC
7
9
67
13,36
0
14,92
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Figure 3:
Total investments
for Route No. 4 in Navapolatsk
Figure 4:
Annual operating
costs
for
Route
No.
4
in
Navapolatsk
This fact introduces a number of restrictions in the technology of the organization of the
movement of electric buses and in the order of scheduling.
Moreover, from the standpoint of economic efficiency, the use of electric buses with a travel
interval of less than 10 minutes requires the construction of not one, but two or more charging
stations at the final station, which are necessary for the stable functioning of the route.
Also, in case of delay, the stability of the system is violated. An delayed electric bus will occupy
a slot in the schedule belonging to the next electric bus that operates on the same route. This will
lead to him also starting to be late. Then the “domino principle” will work. Each subsequent
electric bus will be late.
From the point of view of the human factor and psychophysiology of the public transport driver,
such violations of the traffic schedule will lead to the fact that drivers will begin to reduce delays
by increasing the speed of traffic on routes. Experience shows that this will happen in those parts
of the route where it is unsafe, and will lead to an increase in accidents.
At the same time, an alternative scenario provides for the development of tram. At the same time,
tram depot already has the necessary base for the repair and maintenance of trams, as well as the
trams themselves in the quantity necessary to work on new lines. The step-by-step plan of tram
transportation is shown in Figure 5.
4. Discussion
Returning to the problems of the Polatsk agglomeration, it should be noted that Navapolatsk
enterprises form the largest petrochemical complex in Belarus, and this affects the environmental
situation. Navapolatsk is one of the cities with the highest density of emissions of harmful
substances. Mobile sources of emissions also play a negative role in the overall air pollution. In
these circumstances, the increase in the share of environmentally friendly transport is particularly
relevant.
The analysis of various variants of application of non-rail electric transport in table 4.
To organize the movement of non-rail electric transport, it is necessary to purchase vehicles,
create a base for their repair and maintenance in bus fleets, construction of traction (and charging)
substations, cable networks, training of personnel. The construction of a contact wires along the
entire length of the route is required for IMF trolleybuses, and partially for IMC trolleybuses and
duobuses. To organize the movement of electric buses, it is necessary to build charging stations
in the depot and at the end stations (for electric buses OC).
Revealing the issues of complex optimization of costs for the maintenance of the route network
by route passenger transport, it is necessary to return to the dependence (3). For service of route
network, can use the author's sectoral
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Figure 5:
Tram development scheme in the agglomeration of Polotsk-Novopolotsk
Table 4: Analysis of application possibilities of non-rail electric transport
Name, Value
Electrobus
ОС, ONC
Trolleybus
IMC
Trolleybus
IMF
Experience of operating in the
cities
–
–
–
Place of storage of vehicles
+/– (can be placed in the bus depot)
Operational base (maintenance,
repair)
– (need to build)
Degree of binding to the
infrastructure
Binding
to
charging stations
Partial binding to the
contact wires
Full binding to the
contact wires
Needing for driver training
Drivers
license
for Cat. “D” is
necessary
Drivers license for
Cat. “I” is necessary
Drivers license for
Cat.
“I”
is
necessary
Ability to change the route
From
charging
stations within the
range
of
the
autonomous range
From any point of
site with a contact
wires within radius
of autonomous range
Without
construction of a
contact wires it is
impossible
to
change route
Needing for a one-time purchase
of vehicles for open new routes
Necessary
Necessary
Necessary
Equivalent value of the vehicle
(for 1 people of passenger
capacity)
4,26–4,66
2,20–2,75
2,20–2,75
Period of operation of the
vehicles base (extended)
10
10 (15)
10 (15)
Presented (to 1 person of
passenger capacity and a basic
10-year service life) the cost of
the vehicle
4,26–4,66
2,20–2,75
2,20–2,75
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
Name, Value
Electrobus
ОС, ONC
Trolleybus
IMC
Trolleybus
IMF
Specific electricity costs for
transportation of 100 passengers
per 1 km in summer, USD / 100
pass.·km
0,18
0,18
0,18
Specific fuel consumption for
transportation of 100 passengers
per 1 km in winter, USD / 100
pass.·km
0,42
0,29
0,29
Ecological issue
+/– – –
(emissions
of
harmful
substances during
the operation of
diesel
heating,
tires, rubber dust
in the interaction
of wheels with the
road surface)
+/–
(disposal of traction
batteries,
tires,
rubber
dust
by
interaction of wheels
and road surface)
+/–
(recycling of tires,
rubber
dust
by
interaction
of
wheels and road
surface)
methods. The route technology of passenger service provides for the operation of the route
passenger transport (RPT) vehicle along the laid routes from terminal station A (hereinafter
referred to as Station A) to terminal station B (hereinafter referred to as Station B) and back
according to the timetable. For a detailed study of the work of the RPT vehicle on the route, a
model (4) was developed, characterized by the division of their parking time into stations A and
B for mandatory and additional. The possibility of using the sectoral method for organizing the
work of the vehicle on the RPT routes is to allocate and combine the routes with common
segments on the basis of the rules of "switching" and combining routes within the sector, while
maintaining the mandatory sequential alternation of work on them, rational distribution of
driving and technical resources of the sector. The implementation of the sectoral method for
organizing the work of the vehicle on the RPT routes is considered using the model presented in
dependencies (4) and is carried out by allocating joint segments on the routes AB, AC (a section
of the route AS), while route configurations are possible when AC is significantly larger than AB,
when the route AC is part of the route AB and is intended to strengthen it, and in fact the
common segment AS is the route AC, and also when AC = AB (figure 6).
Figure 6:
Models of RPT routes, the work of which is organized by the sectoral method
At the same time, the proposed scheme of sectoral service provides for the operation of the AB
and AS routes in such a way that the AS segment on them is always serviced according to the
principle of equality of the network interval
I
1
=
I
2
with the guaranteed exception of the so-called
Vernier effect, which entails not only an even distribution of the production load, but also
reduces the economic losses of passengers, consisting in wasting their time on excessive waiting
for the RPT vehicle at stopping points, while overloading the vehicle and complicating the work
of drivers on routes is prevented. Such infrastructural combinations of routes (and even types of
RPT) are also a solution to increase the throughput and productivity of the sector by minimizing
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
t
lstaA1
,
t
lstaB1
and
t
lstaC2
when the assigned conditions are met for the use of the sectoral method for
organizing the work of the vehicle on RPT routes. The expected economic effect of servicing
each two routes by the sectoral method, if the necessary conditions are met, is expressed for a
bus for a 10-year period (the life cycle of one vehicle) at current prices of 665 kEUR, for a
trolleybus for a 15-year period 968 kEUR, for a tram for a 30-year period 1895 kEUR.
5. Conclusions
Thus, a further increase in the share of electric transport in the cities of Belarus is also possible
due to the organization of the movement of IMC trolleybuses on some busy routes with the
construction of a contact wires for charging energy storage in IMC trolleybuses on certain
sections of the route outside the central part of the city. This solution from the point of view of
traffic organization, transportation and traffic safety is the most optimal and attractive. The
advantages of this solution are: distributed load on the electric network throughout the day,
operation of autonomous onboard energy sources in a gentle mode, electric heating and air
conditioning, charging of autonomous onboard energy sources during the route without
downtime of vehicles at end stations or depots. This combined solution makes it possible to
significantly expand the geography of use of IMC trolleybuses due to the possibility of including
sections of the road network that are not equipped with contact wires in their routes.
A methodology for assessing the efficiency of urban passenger transport has been developed,
including taking into account the development of electric vehicles, which made it possible to
determine the need to purchase appropriate vehicles for organizing the movement of non-rail
electric vehicles; create a base for their repair and maintenance; construction of traction
substations (new or additional); construction of cable networks; train staff. In addition, for the
use of IMF trolleybuses, it is necessary to build a contact network along the entire length of the
route, for IMC trolleybuses and duobuses - on some routes. To organize the movement of
electric buses, it is necessary to build charging stations in parks (for OC electric buses - and at
terminal stations).
It should be noted that the development of a network of tram lines will attract additional
passengers and increase the annual volume of passenger traffic (according to preliminary expert
estimates) by approximately 4.1 million passengers. during the implementation of all stages of
stage 1 (in Novopolotsk) and 6.7 million passengers. during the implementation of all stages of
stage 2 (in the agglomeration). The most efficient operation of the tram will become when it
starts to be used for "agglomeration" transportation on the sections with the highest passenger
traffic (for example, along the route of the existing bus route No. 5 and route taxis No. 5t). The
"agglomeration" rail passenger system of Novopolotsk-Polotsk will be the only one in Belarus
and may become one of the ways to develop the tourist potential of cities.
Also, an algorithm has been developed for the implementation of the least costly activities at the
initial stage with limited funding. The studies performed allowed us to formulate a concept and
propose specific comprehensive measures aimed at improving the quality and efficiency of the
route passenger transport in Polotsk and Novopolotsk, including optimizing the existing route
network of route passenger transport.
Studies of the effectiveness of measures aimed at reducing delays in route passenger transport
have been carried out, criteria and places of their application in Polotsk and Novopolotsk have
been determined, as well as an assessment of the technical and economic indicators of the
proposed options using the international CBA methodology (Cost Benefit Analysis).
A business model has been developed for the implementation of standard measures aimed at
improving the quality and efficiency of the route passenger transport, has been proposed a set of
measures to increase the attractiveness and efficiency of urban passenger transport.
The proposed expanded classification system for route vehicles with electric drive will allow
classifying and categorizing various solutions offered by manufacturers of route vehicles with
electric drive, which will facilitate the work when making decisions by both operating
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
organizations and design bureaus, since the designation of the scheme supplemented by the
category number will make it easy to determine the scope and capabilities of this vehicle, the
need for charging infrastructure.
The IMC-2 and IMC-3 trolleybuses are of the greatest interest for cities with trolleybus traffic,
which allow expanding the route network of an environmentally friendly trolleybus and
replacing a number of bus routes with trolleybuses.
Improving traffic safety by the development of route passenger transport will be achieved by
deterring motorization. Statistics show that there are fewer road accidents per route vehicle than
per vehicle for personal use. Drivers of fixed-route vehicles are professional drivers, they are
well prepared and trained. A further increase in the share of route passenger transport will
contribute to an increase in the number of trips using route vehicles. This will contribute to
further unloading of the road network, improving traffic conditions on the streets of cities.
For a comprehensive assessment of the quality of decisions taken, a loss assessment
methodology based on accounting for the economic costs arising from the use of each type of
transport should be used. Costs differ from expenses in that costs take into account all costs
(explicit and implicit, which cannot be accounted for transparently). All such costs, which are
losses, can be classified into accidents, environmental, economic, operating and social. Total
losses by definition represent the sum of all types of losses and are used for a comprehensive
assessment of the quality of traffic.
References
1. Eisymont, Y., Auchynnikau, Y., Avdeychik, S., Ikramov, A., & Grigorieva, T. (2015).
Mechanochemical processes in the formation of engineering materials based on
polymers. Materials Science. Non-Equilibrium Phase Transformations., 1(1), 36-41.
2. Avdeychik, S., Goldade, V., Struk, V., Antonov, A., & Ikromov, A. (2020). THE
PHENOMENON OF NANOSTATE IN MATERIAL SCIENCE OF FUNCTIONAL
COMPOSITES BASED ON INDUSTRIAL POLYMERS. Theoretical & Applied Science, (7),
101-107.
3. Eisymont, Y., Ikramov, A., Avdeychik, S., Auchynnikau, Y., & Struk, V. (2015). ENERGY
ASPECTS OF STRUCTURE FORMATION OF NANOCOMPOSITES BASED ON
THERMOPLASTIC. Materials Science. Non-Equilibrium Phase Transformations., 1(1), 42-47.
4. Ro’zievich, R. M., & G’ofurjonovich, I. A. (2022). Determination of the Minimum Time of
the Permission Signal of Traffic Lights at Intersections. Journal of Pedagogical Inventions and
Practices, 12, 40-44.
5. Ruzievich, R. M., & Gofurjonovich, I. A. (2022). Actual Problems in the Field of Road
Traffic Safety. Eurasian Journal of Engineering and Technology, 8, 107-109.
6. Ikromov, A., Xurshid, K., & Ismoiljon o‘g‘li, S. L. (2022). DIZEL YONIG'I TA'MINOT
TIZIMIDA
ISSIQ
VA
CHANG
SHAROITDA
YUZAGA
KELADIGAN
NOSOZLIKLAR. Conferencea, 122-124.
7. Ikromov, A., Xurshid, K., & Ismoiljon o‘g‘li, S. L. (2022). “ISUZU NP37”
AVTOBUSLARINING QUVVAT TIZIMINING NOSOZLIGI VA. Conferencea, 74-77.
8. Авдейчик, С. В., Сорокин, В. Г., Струк, В. А., Антонов, А. С., Икромов, А. Г., &
Абдуразаков, А. А. (2017). Методология выбора функциональных модификаторов для
композитов на основе высокомолекулярных матриц. Горная механика и машиностроение,
(1), 76-95.
9. Gofurjonovich, I. A., & Ruzievich, R. M. (2022). A NEW LEVEL OF ENSURING ROAD
TRAFFIC SAFETY IN UZBEKISTAN. European Journal of Interdisciplinary Research and
Development, 8, 203-207.
10. Nurmetov, K., Riskulov, A., & Ikromov, A. (2022, August). Physicochemical aspects of
polymer composites technology with activated modifiers. In AIP Conference Proceedings (Vol.
2656, No. 1, p. 020011). AIP Publishing LLC.
JOURNAL OF IQRO – ЖУРНАЛ ИҚРО – IQRO JURNALI – volume 15, issue 02, 2025
ISSN: 2181-4341, IMPACT FACTOR ( RESEARCH BIB ) – 7,245, SJIF – 5,431
ILMIY METODIK JURNAL
11. Gofurjonovich, I. A. (2023). METHODS FOR DETERMINING THE NEED TO USE THE
METRO IN TRANSPORT SYSTEMS OF BIG CITIES BY MATHEMATICAL
SIMULATION. Spectrum Journal of Innovation, Reforms and Development, 12, 234-240.
12. Nasimdjanovich, M. G., Xayitbekovich, A. L., Tursunovich, U. Z., & Gofurjonovich, I. A.
(2023). ROAD SAFETY PERFORMANCE.
13. Nasimdjanovich, M. G., Khumoyun, S., & Gofurjonovich, I. A. (2023). ENSURING
SAFETY THROUGH THE MANAGEMENT OF SPEED LIMITS IN PEDESTRIAN
CROSSING ZONES. British Journal of Global Ecology and Sustainable Development, 12, 116-
125.
14. Kapski, D. V., Gofurjonovich, I. A., Nasimdjanovich, M. G., Tursunovich, U. Z., &
Xayitbekovich, A. L. (2023). Speed Control Measures in Minsk. Czech Journal of
Multidisciplinary Innovations, 16, 4-19.
15. Ikromov, A. (2023, March). Components modifying methods with the using of energy
technologies. In AIP Conference Proceedings (Vol. 2612, No. 1). AIP Publishing.
16. Ikromov Akmaljon Gofurjonovich, Makhmudov Galib Nasimdjanovich, Usmonov Zafar
Tursunovich, & Abdurakhimov Lochinbek Xayitbekovich. (2023). ANALYSIS OF THE
QUANTITY OF EXHAUST GASES EMITTED FROM VEHICLES IN A CROSS SECTION
THROUGH COMPUTER SIMULATION PROGRAM. Web of Discoveries: Journal of Analysis
and
Inventions,
1(2),
24–32.
Retrieved
from
https://webofjournals.com/index.php/3/article/view/61
17. Avdeichik, S. V., Gol’dade, V. A., Struk, V. A., Antonov, A. S., & Ikromov, A. G. (2022).
Implementation of the Nanostate Phenomenon in Materials Science of Functional
Nanocomposites Based on Industrial Polymers. Surface Engineering and Applied
Electrochemistry, 58(3), 211-220.
