METHODOLOGY FOR IMPROVING THE QUALITY INDICATORS OF PASSENGER TRANSPORT SERVICES ON CITY BUS ROUTES

Аннотация

This article analyzes the quality of transport services for passengers on city bus routes and the criteria for its assessment. First of all, such factors as the level of efficiency of the existing bus route system, the traffic schedule, the infrastructure of bus stops, the professional training of drivers, and passenger safety will be studied. To improve quality indicators, proposals have been developed for optimizing the service process, monitoring passenger traffic in real time, regular monitoring of the technical condition of vehicles, and the introduction of modern information and communication technologies. The proposed method serves to improve the quality of service in the city's internal transport system, increase the level of passenger satisfaction, andimprove theoverall transport efficiency. Keywords:bus routes, passenger service quality, transport system, service criteria, optimization. Introduction. Transport services for passengers should be organized so that all consumer needs are met with minimal costs. However, the development of methods for a comprehensive quantitativeassessment of the quality oftransport services remains a complex task. This is due to thefollowing reasons: -thequality ofpassenger transport services cannot be assessed byasingle criterion; - an increase in the indicator of one criterion can lead to a decrease or increase in the indicator of anothercriterion (due tothe presence ofacorrelation between thecriteria); - not all quality indicators have a quantitative dimension. One of the main requirements of consumers for thequality oftransportation - creating favorable conditions for them during transportation and delivering them to their destinationsin atimely manner. The comfort created for passengers inside a technically sound bus cabin is primarily assessed by itsoccupancy rate, i.e., thecapacity utilization coefficient (the concentration oftoxicgases, noise, andvibrations withinthecabin oftechnically soundbuses meet theestablished standards). Methodology. The bus capacity utilization coefficient is determined by the ratio of the number ofpassengers inthecabin toits total capacity. (1) qa here: q -thenumber ofavailable passengers inthebus; q -nominal capacity of thebus. γ =qn a n When determining the capacity utilization coefficient of buses on routes, it is impossible to achieve the expected result by linking it to two indicators. Connection with various indicators allows foracomprehensive approach. http://www.internationaljournal.co.in/index.php/jasass 285 Volume15 Issue 08, August 2025 Impact factor: 2019: 4.679 2020: 5.015 2021: 5.436, 2022: 5.242, 2023: 6.995, 2024 7.75 In order to determine the quantitative value of the quality of passenger transport services and conduct research work, it is recommended to express the bus capacity utilization coefficient in theform (1). Theoretical analysis of the indicators influencing the bus capacity utilization coefficient is considered below. Result and discussion.The stopping time of the bus at intermediate stops consists of the waiting time for the bus to enter due to the bus's occupancy, the time for disembarking passengers from the bus, the waiting time for passengers to board and exit the bus (if the exit lane of the bus is occupied), and thetravel timeofthebus from entering thebus to exiting. (2) n n w n here: nb n elongs to n sets consinsting offirst and last station numbers, i.e., n tob t=kirku.t t+yolt`u.sh t+yolc`h.iq t+chiqtu.sh t+xar o 1 nox ϵ{no o x } waiting time for the bus to enter the station due to bus nstops bening occunpied; thentime forndisembarking a passenger from the bus; the time for tkirku.t −tyolt`u.s ℎt−yolc`.iℎq −tciℎqtu.s ℎ−txar passengers to board the bus; hours; the time the bus waits to exit the station (if the exit lane from thestationis occupied; hours). Considering that the bus's travel time during the trip is the sum of the travel times between intermediate stops, it is expressed as the ratio of each l distance between stops to the average technical speed V achieved onthissection oftheroad t (3) l 1 l 2 ln txar =VT +VT 2+…+VTn Here: l 1, l 2,,...... l n, -distances between intermediate stations, km; technical speeds between intermediate stations, km/h. VTV, TV 2 ,Tn a–vtobusning Thestoppingtimeat thelast stopof thebusroute can beexpressed as follows [11]: (4) ox ox ox ox where:ox- time spoxent on recording the driver's completion of a certain trip in tT t=yolt`u.sh t+xuj t+yolc`h.iq t+damov.q t+xar otxheoxduty moexchanicox's log and other documents, hours; - time spent on disembarking passengers in txujtyolt`u.stℎyolc`.iℎqtxar the bus cabin, hours; - waiting time until the cabin is filled to a certain extent with passengers, hours; -timespent onmovingthebus in thestation area, hours; The time of bus delays on the route for other reasons is the time of unjustified delays at all intersections, sections of thesection, etc.: ....+ (5) where: - unjustified triptimes at intersections, sections ofcross