Problem. Currently, there exist two main types of service on public transport routes – headway-based and timetable-based. They differ by the frequency of service at the stops and by the information available for passengers. The required frequency of service significantly affects transport operator costs and passenger travel time which, in turn, influences the cost for a passenger. One of the ways to reduce costs for both parties of the transportation process is to make a reasonable choice of the type of service or switch between the types during the day depending on the passenger flow volume. Goal. In the paper, to justify the choice of between the types of service, the cost of public transport vehicles operation and the losses of passenger travel times are taken into account. Methodology. The developed way of making a choice about the type of service allows increasing the efficiency of urban public transport due to reducing the passenger waiting time by switching from the headway-based service in rush hours to timetable-based service in the periods of passenger flow volume decline. Results. The relationship allowing making a decision about the type of service on the route is developed. It allows to correctly introduce the type of service which will ensure the balance between the transport operator and passenger costs. Originality. The developed approach to make a decision on the type of service allows reducing the passenger waiting time by switching from headway-based service in rush hours to the timetable-based service in the periods of decline in passenger flow volume during the day. Practical value. The results of the research based on the survey data allowed estimating the numerical value of the headway at which it is expedient to switch to the timetable-based service.

Abstract. Problem. Nowadays, the global transport system is still highly dependent on fossil fuels like light oil products, diesel fuel, and gas. This makes it difficult to solve the well-known global problems of the 21st century which are environmental pollution and climate change. In Ukraine, the transport sector remains among the main emitters of greenhouse gases which causes the need to estimate the current situation in fuel consumption and emissions by road transport to get an understanding of the ways to deal with the problem. Because of the high difficulty of this question, it was decided to split it up into two parts which relate to freight and passenger transportation. This paper is aimed to address the latter. Goal. The goal of the paper is to develop an approach to assess the environmental impact of road passenger transport in Ukraine based on corresponding state-of-the-art European methodologies for the estimation of fuel consumption and greenhouse gas emissions. Methodology. Provided that there are no open sources with up-to-date information on passenger transport fleet, the regression model based on retrospective state statistical data was used to estimate the number of passenger cars and buses in the country. To calculate their fuel consumption and emissions, the approach based mainly on HDM-4 model was applied. Results. The developed approach allowed determining total fuel consumption and greenhouse gas emissions for the passenger road transport fleet in Ukraine. Originality For the first time, the approximate up-to-date environmental impact of the entire passenger road transport fleet in the transport system of Ukraine was obtained. Practical value. The estimated volumes of total fuel consumption and greenhouse gas emissions are a good basis for developing a national transport policy aimed to improve the ecological parameters and the composition of the passenger road transport fleet.

The paper is devoted to the analysis of the current usage of micromobility vehicles by the population in the world and Ukraine. It is appeared to be that these vehicles are a quite widespread mean of travelling for short distances. This way of travelling became even more actual during the restrictions on the trips by public transport caused by the Covid-19 pandemic. Micromobility vehicles are the real alternative to trips by foot or transport because they allow users to travel safely, independently and in the fresh air as well as control the social distance and decrease the contacts compared to public transport. Also, the paper presents the questionnaire developed by the authors, and the results of the intermediate survey which allowed determining the type of micromobility vehicle (e-bike, e-scooter, electric unicycle, bicycle, etc.), age of the respondents, travel speed, and the distance which the respondents are ready to cover. During the survey, it was determined that most people choose e-scooters while e-bikes are not so widely used. The maximal travelling speed appeared to be equal to 50 km/h, and the maximal trip length – 5 km. The recorded trip lengths allowed defining the trip length distribution for all cities under study and, particularly, for the city of Kharkiv. The trip length distribution appeared to be normal that was confirmed by the Kolmogorov-Smirnov and Chi-square test at the significance level of 5%. Also, the survey results show that there exists a demand for trips by micromobility vehicles, and it is necessary to research this demand and take it into account during transport modelling. The overall authors’ goal is the estimation of the demand for the trips by micromobility vehicles which will allow researchers to take these trips into account when developing or correcting transport models. Therefore, it will support the development of the city infrastructure taking into account the needs of the users of micromobility vehicles. In future, it will improve traffic safety for all road users. Generally, the paper is devoted to the actual issues related to the level of service and safety of road users under the conditions of the growing demand for the use of the means of micromobility.

No abstract

The review of the literature devoted to the research of public transport vehicle (PTV) dwell time required for passenger boarding-deboarding at a stop confirms the importance of taking this time into account when modelling passenger transportation. The data about the dwell time were collected in different time periods for different PTVs in various cities and countries. Thus, there is no general model allowing to define the distribution parameters of dwell time variable and answer the question on the regularities in time values. So, the research of the PTV dwell time at the public transport stops in Kharkiv remains actual. Goal. The search of the regularities in transport system performance indicators including PTV dwell time at a stop will allow to apply relevant mathematical methods for the development of the forecast models which are valuable in the field of organization of passenger transportation and servicing. Methodology. The developed methodology to collect data about PTV dwell time at the stops will allow receiving high-quality survey data. The designed survey sheets enable a surveyor to record all needed information and prepare it for processing. The collected data will allow to define the distribution of the PTV dwell time at a stop. Results. The conducted PTV dwell time survey allowed to collect the sufficient amount of data to estimate the distribution of this variable. During the research, it was determined that the empirical dwell time distribution can be well described with the theoretical gamma distribution. The latter distribution appeared to be applicable for all surveyed PTVs. Originality. The defined distribution of the PTV dwell time at a stop for passenger boarding-deboarding allows receiving the results of passenger flows modelling which are more precise compared to the modelling with no dwell time consideration. The use of the dwell time regularities in the procedure of passenger flows assignment results in the increased precision of flow volumes estimation by up to 14.9 % – from 2.28 % to 1.94 %. Practical value. The received results support the fact that the research of PTV dwell time at a stop is actual, and the solution of the task of dwell time distribution estimation will make it possible to improve passenger flows modelling in public transport route systems.