Article citation information:
Sakhno, V.,
Kravchenko, O., Korpach, A., Korpach, O., Bosenko, V., Dižo, J.,
Blatnický, M. The choice and reasoning of the bus rapid transit systems
for city transport. Scientific Journal of Silesian University of Technology. Series
Transport. 2024, 123,
259-275.
ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2024.123.13.
Volodymyr SAKHNO[1],
Oleksandr KRAVCHENKO[2],
Anatolii KORPACH[3],
Oleksii KORPACH[4],
Volodymyr BOSENKO[5],
Ján DIŽO[6],
Miroslav BLATNICKÝ[7]
THE CHOICE AND REASONING OF THE BUS RAPID TRANSIT SYSTEMS FOR CITY
TRANSPORT
Summary. The presented
research is focused on the design of a new driving cycle of the Bus Rapid
Transit (BRT) for the Kyiv city. This cycle consists of a complex of two types
of sections. Each of them includes various phases of the traffic. A mathematical
model was specified, which serves for defining the efficiency properties
indices and for regimes of bus transport. The BRT are used within the bus
lines. It was found, that two articles articulated buses are the most suitable
choice, the MAZ-215 among them, for exploitation. At the same time, they
provide the smallest fuel consumption together with the shorter operation time
on the bus line as well as higher average speed at full and half loading. The
optimal driving speeds of the steady traffic are the values of 50 km/h for
section up to 1 km and 60 km/h or 70 km/h for section over 1 km. It was
evaluated, that depending on the steady motion speed and the load level, the
driving time of the BRT on the line varies from 20.1 min to 23.4 min, which is
much lower than the driving time of a trolleybus on the same line
according to the traffic schedule.
Keywords: bus
rapid transit, efficiency, passenger transport
1.
INTRODUCTION
The number of
passenger transportation in the cities is continuously increasing. That
deteriorates the efficiency of public transportation systems. This problem not
only affects the city citizens who are using public transport, but also the
managers and designers of the cities transport systems. The use of the bus
rapid transport system (Bus Rapid Transit, BRT) will facilitate the improvement
of the quality of public transport functioning by improving the quality of
public transport functioning.
BRT system is
a high-quality bus transport system offering a quick, comfortable and
economical urban transport due to the usage of dedicated lanes that are
physically separated from the roadway. The vehicle fleet normally consists of
the increased capacity buses, the system of monitoring and traffic control,
including the opportunity of giving buses the right of way at crossroads,
measures to accelerate boarding and landing the passengers, purchasing season tickets
etc.
As of the
beginning of 2023, 186 cities on the six continents had implemented BRT systems
that comprise 5607 km of lines and 31.5 million passengers daily. The highest
number is in the Latin America countries – up to 17.5 million passengers
and 62 cities [1].
It was
impossible to bypass Ukraine when discussing the opportunity of implementation
and functioning BRT systems. The Kyiv City State Administration (KCSA)
announced the tender for the development of technical and financial
justification for the BRT system in 2017. It was planned to implement the two
lines to link the residential area Vyghurivshchyna-Troyeshchyna with the
existing underground stations. Though this project has not been implemented,
the discussions about it are still ongoing. Though this project has not been
implemented, the discussions about it are still being continued.
To assess the
efficiency of a functioning BRT system, selection, and reasoning its rolling
stock, it is reasonable to apply mathematic modelling. This enables to
determine the main operational properties of buses and the parameters of BRT
system at the stage of designing in general.
2. LITERATURE
REVIEW
Numerous
works have been devoted to BRT system functioning, selecting its routes, and
also determining operational features of the rolling stock that can be used on
BRT lines.
The
state of public transport in Kiev was analysed, and the route of metrobus (BRT)
was suggested, connecting the residential area
"Vyghurivshchyna-Troyeshchyna" and the closest underground station
"Pochaina." The launch of the metrobus on this route will reduce the
motion duration by 18.5 minutes.
It
was conducted in the works [2, 3] determining the indexes of traction and speed
properties of trailer bus trains that can be operated in BRT systems. The
optimal schemes of their composing were selected. The bus train is composed of
two or three single buses connected with a traction and speed device, with the
possibility of connecting with one engine.
In
the works [4-7], the indexes of fuel cost-effectiveness and the level of
harmful substances exhausted into the environment were researched. A comparison
of BRT systems and individual motorized transport conducted in the research [4]
revealed that the energy consumption and emissions of carbon dioxide while
transporting one passenger are significantly lower, ranging from 11% to 85% of
passenger vehicle emissions. In the works [5,6] it was analysed the influence
of the amount of passengers, traffic intensity, prices for fuel and usage of
four different buses on the cost of transport maintenance in the BRT system of
Curitiba city (Brazil) in the BRT system of Curitiba city. A three-link jointed
bus and a hybrid two-axle bus plug-in were used to evaluate energy consumption,
taking into account different load and driving cycles. It was established that
two-link hydrid bus is the most efficient for replacement of three-link jointed
buses that are currently being exploited on BRT lines in Curitiba city. A
comprehensive evaluation of the impact of alcohol fuels (E100) and their
mixtures (E27, E85) on buses operating on BRT lines in Fortaleza city (Brazil)
was conducted in the research [7] It was shown that alcohol fuels and their
mixtures are perspective for usage in BRT systems, they enable to reduce harmful
substances exhausts into the environment, however they need improvement of the
power flexible system (PFS).
Research
of durability and manoeuvrability of buses in BRT systems was conducted in the
works [8-13]. It was the improved mathematical model of the three-link road
train in the work [8], that enabled to define indexes of traffic sustainability
of both two-links and three-links metrobus. It was established that the
sustainability of rectilinear traffic of both two-link and three-link metrobuses
is provided, considering that the traffic of metrobuses is conducted along the
separately allocated lanes with the velocity up to 25 to 28 m/s. Improvement of
jointed buses traffic sustainability for BRT systems due to development of the
new type of jointing was considered in the work [9]. In the works [10] and [11]
it was considered the indexes of manoeuvrability of three-link jointed buses,
and it was established that their improvement via bus composing parameters and
towing links in boundary modes of traffic is, practically, impossible. Such a
bus does not locate in the acceptable traffic lane regulated by Directive
2002/7/EC, and, consequently, there occurs a necessity for reconstruction of
the already existing transport infrastructure for exploitation of such a
rolling stock on metrobus lines. Overall traffic lane can be reduced via the
usage of controlled wheels (axes) of the trailer. The research object in the
mentioned works [12] and [13] are trailed road trains of different compositions
that can be used in the metrobus system. It was investigated the indexes of
manoeuvrability, and it was established that three-link trailed road train
significantly exceeds three-link hinge-articulated bus.
3. MATERIALS
AND METHODS
It is reasonable to use
driving cycles that reflect real performance conditions to the fullest to
assess the indexes of performance characteristics, in particular, fuel
efficiency of vehicles. They consist of sequential areas including
acceleration, motion with the steady velocity, retarding and engine performance
in the mode of minimal frequency of idling rotation.
While mathematical modelling
bus motion, it is necessary to question the average route with typical motion
phases obtained from the usage of real performance data and assess it based on
fuel consumption.
On purpose of improving
transport provision of the residential area Vyhurivshchyna-Troyeshchyna in the
city of Kyiv. Based on the analysis of the existing transport network and
previous projects, it was offered to implement BRT system on the route
Myloslavska Street and underground station Pochaina”. This route was
selected for further modelling.
The route has a common length of 11.1 km and
comprises 13 stops. The list of the stops and the distance between them is
given in Table 1. The average distance between the stops comprises 854 m and
fits in generally accepted norms applied at designing BRT lines (800 m to 1200
m). The distance between the stops is less than average on the area of the route
passing along the residential area “Vyghurivshchyna-Troyeshchyna”
(from the stop in Myloslavska Street to the stop of the residential area
“Raiduzhnyi”). It relates to the necessity of providing the most
convenient and close access of the residential area dwellers to the stops.
Tab.
1
Main characteristics of the route
“Myloslavska Street – Underground Station “Pochaina”
|
Area number |
Area |
Area |
|
1 |
Myloslavska Street
– Maryna Tsvetayeva Street |
560 |
|
2 |
Maryna Tsvetayeva
Street – Trade Centre (TC “Mayak”) |
700 |
|
3 |
Trade Centre (TC
“Mayak”) – Serzh Lyfar Street |
540 |
|
4 |
Serzh Lyfar Street
– General Store (TC “Festival”) |
620 |
|
5 |
General Store (TC
“Festival”) – Theodore Dreiser Street |
620 |
|
6 |
Theodore Dreiser Street – Micro district №1 |
700 |
|
7 |
Micro district
№1– Residential area “Raiduzhnyi” |
1350 |
|
8 |
Residential area
“Raiduzhnyi”– Shopping and entertainment centre (SEC
„Skymall”) |
1340 |
|
9 |
Shopping and
entertainment centre (SEC „Skymall”) –
“Muromets” park |
1330 |
|
10 |
“Muromets” park –
Supermarket (SEC “Blockbaster”) |
1820 |
|
11 |
Supermarket (SEC
“Blockbaster” – Yordanska Street |
830 |
|
12 |
Yordanska Street
– Underground Station “Pochaina” |
690 |
The route runs from Myloslavska Street to V.
Mayakovskyi Avenue, R. Shukhevych Avenue, Northern Bridge, S. Bandera Avenue to
the crossing with Obolon Avenue next to underground station
“Pochaina” (Figure 1) [1].
It was proposed to
replicate each segment of the route by utilizing a segment of a driving cycle
of one of two distinct types, each of which comprises distinct phases of
traffic. The schemes of the driving cycle are reflected in Figure 2.
So, the section of Type
1 comprises: Phase 1 – stops on purpose of boarding and disembarking
passengers I, Phase 2 of Acceleration II, Phase 1 of the traffic with a steady
velocity III and Phase 1 of retarding IV. To the section of Type 2: Phase 1 of
the stop aimed at boarding and disembarking passengers I, Phase 2 of
acceleration II, Phase 2 of the traffic with the steady velocity III, Phase 2
of retarding IV and Phase 1 of the stop on the route V.
Based
on the suggested areas, a driving cycle was created with 12 areas. The
characteristics were given in Table 2.
The length of
the cycle areas was chosen as those for the suggested route "Myloslavska
Street - Underground Station "Pochaina."
Fig. 1. The
suggested route of the BRT system [1]
Fig. 2.
Schemes of driving cycle areas: Traffic phases: I -stop for boarding and
disembarking passengers; II – acceleration: III – traffic with a steady
velocity – retarding until the complete stop; V -stop (in front of the
traffic lights object); VI – retarding until the complete stop and
acceleration to the steady traffic speed
The stop
time for boarding and disembarking the passengers (Phase I) was accepted at the
level of 30 s that corresponds to the average time of boarding and disembarking
the passengers (20-35 s) on the existing BRT systems and underground.
The bus acceleration (Phase II) in the cycle
takes place on condition of the full usage of the engine power, on purpose of
the quickest transition to the steady traffic mode (Phase III).
Steady velocity of the bus traffic (Phase III)
is defined on condition of the opportunity of its reaching on the route section
and on condition of providing minimal fuel consumption. Steady traffic velocity
was accepted within the range of 50-80 km/h in calculations. It comprised 50-60
km/h, on the sections up to 1 km long (8 stops) and on the section No. 7 (Micro
District No. 1 – Residential Area “Raiduzhnyi”) that
implies the stop within the limits of the section, on the sections over 1 km
– 50-80 km/h.
Tab. 2
Characteristics
of driving cycle
|
No. of
section |
Section
length [m] |
Time of stop for boarding and disembarking
passengers (Phase I) [s] |
Stop time (Phase V) [s] |
Section type of driving cycle |
Steady traffic velocity |
|
1 |
560 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
2 |
700 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
3 |
540 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
4 |
620 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
5 |
620 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
6 |
700 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
7 |
1350 |
30 |
30 |
Type 2 |
50, 55, 60 |
|
8 |
1340 |
30 |
0 |
Type 1 |
50, 60, 70,
75, 80 |
|
9 |
1330 |
30 |
0 |
Type 1 |
50, 60, 70,
75, 80 |
|
10 |
1820 |
30 |
0 |
Type 1 |
50, 60, 70,
75, 80 |
|
11 |
830 |
30 |
0 |
Type1 |
50, 55, 60 |
|
12 |
690 |
30 |
0 |
Type 1 |
50, 55, 60 |
|
TOTAL |
11100 |
360 |
30 |
|
|
Retarding the bus (phase IV) via the engine or
braking system should provide average retarding for the buses at the level of jsp
= 1.5 m/s2.
Stop on the route determined by traffic phase
V, imitates stop of the bus in front of the traffic lights object at the
crossroads of Myloslavska Street and R. Shukhevych Avenue. The average duration
of the stops in front of the traffic lights states 30 s, and therefore it is
accepted in the calculations.
The
main indexes that will be defined while mathematical modelling are:
1.
traffic time on route section τi,
2.
fuel consumption on route section Qi,
3.
average velocity on route section vсрі.
To determine and research the
indexes of performance properties of a rather complex mechanical system
“automobile” and to analyze the influence of external factors on it
(a driver, a road) is possible on mathematical model basing on differential
equation of the rectilinear traffic [14]:
where Ma - complete mass of the automobile [kg], dоb - index considering rotation masses of the automobile, Pkol(V) - complete circle force on leading wheel of the
automobile [N], Pоп(V,V2) -
the sum of automobile resistance forces depending on its traffic speed [N], Gа × sina - lift resistance force [N], Gа - gravity from the complete mass of the automobile [N],
a -
angle of longitudinal inclination of the road surface [°], V -
automobile traffic speed [m/s],
Taking
into consideration the fact, that the analytical function for the force Pkol(V) is impossible to define accurately, the
stated differential equation (1) of the second order with steady indexes is the
equation that is not integrated in the common case. However, its integration
may be conducted if we suppose that function Pkol(V) is
set or defined, for example, if we consider the engine performance according to
velocity external characteristics. In this case, the solution of the equation
will depend on a great number of parameters that are reasonable to split into
two groups.
The
first group relates to constructive automobile parameters and initial
characteristics of working processes and of its outfits influencing on the
final indexes of automobile traffic. The second group comprises parameters
characterizing road conditions and interaction of automobile wheels and bearing
surface.
The main variable in the differential equation of
automobile traffic is linear traffic velocity. Due to this, all the members of
its right part should be expressed relatively to the linear speed of movement
for equation integration.
Thus, it is necessary to express a complete circle
force and force of motion resistance via linear automobile traffic linear
velocity for solving the equation of automobile traffic.
It was used the methodology suggested in the works
[15-17] for defining calculation of fuel consumption in different traffic
phases.
Fuel
consumption, in the mode of steady motion with the constant velocity (Phase III
of the cycle), is defined via dependency:
where kQ – index of fuel
consumption correction, Qoc – second fuel consumption [kg/s], τу – time of bus traffic with
steady velocity [s].
Second fuel
consumption is defined:
Where
Ui - bus general transmission ratio
on the 1st gear, rk - wheel rolling radius [m],
аQ, bQ,
cQ – approximation
indexes of engine hourly fuel consumption function:
where ω – angle velocity of engine
crankshaft rotation [rad/s].
On condition of
availability of speed external engines characteristics, indexes аQ, bQ, cQ are defined via Lagrange's
interpolation formula on condition that:
where ge
– relative fuel consumption [g/kWh], Ne
– engine power [kWh].
Finally indexes аQ, bQ,
cQ:
The highest reliability of fuel consumption at
partial usage of engine power is reached at two initial graphs of dependency of
torque and hourly fuel consumption from angle velocity of engine shaft speed
and position of the fuel supply control body. The stated characteristic enables
to establish connection between hourly fuel consumption at partial and complete
fuel provision for the researched range of angle velocities of engine crankshaft.
However, they may be obtained only via experimental way having defined loading
characteristics of the particular engine at different frequencies of crankshaft
rotation.
The index of fuel consumption correction, is
introduced at defining fuel consumption, on condition of partial usage of
engine power kQ, defined as:
where
ki – index of engine
power usage: aki , bki
, сki –
function approximation indexes kQ = f(ki).
Index
of engine power usage for defining fuel efficiency indexes [16]:
where
Ma - complete bus mass [kg], f0 – index of rolling resistance at low traffic
speeds, Kf – index considering alteration
of rolling resistance at traffic speed increase, ρ
– air density [kg/m3], Сх
– aerodynamic resistance index, F –
frontal area [m2], Аі, Bі, Cі – approximation indexes of circle
force equation:
where
hт - transmission efficiency index, rb and rk - dynamic radius and wheel rolling radius [m], a,
b, c – approximation indexes of engine torque obtained in
the experimental way:
where
wmin, Mк.min - minimal angle velocity of engine crankshaft [rad-1]
and torque [Nm] at this angular speed, Mк.maх, wМ - maximal engine torque [Nm] and engine crankshaft
angular speed [rad-1] corresponding to it, MN, wN - torque [Nm] and angular velocity of engine crankshaft
[rad-1] corresponding to its maximal power.
Time of
bus traffic τі with
steady velocity is the ratio of the difference between the overall length of
route section Sі, acceleration way Sрі
and braking Srі on this section up to the steady traffic
velocity vi.
Traffic time of the bus τі with
steady velocity:
Acceleration
way Sрі is
defined via dependency:
where dоb - index considering rotation bus masses, Vп, Vк –
initial and final bus traffic velocities [m/s], аі, bi,
ci – indexes of the
right part of differential equation of bus motion [14]:
Braking
way is defined as:
where Vп, Vк –
initial and final bus traffic velocities [m/s], jсп
– bus retarding [m/s2].
Fuel
consumption at non-steady motion at full use of engine power (Phase II and part
of Phase IV of the cycle) corresponding to the bus modes, is defined via
dependency:
Acceleration
time is defined by dependency:
Fuel consumption of the bus while its engine
idle performance (Phases I and V of the cycle) Qxx is defined
from the hourly fuel consumption equation (2.4) on condition of the set time of
engine performance on:
where
ωхх
– rotation frequency of idling speed of the engine [rad/s], τxx –
time of idling engine performance [s], kxx
– correction index
[16].
Fuel consumption, in the modes of bus retarding
(Phase IV of the cycle) while braking (by the engine, or working braking
system), is accepted as while engine performance in idling performance mode as
in modern power supply systems of diesel fuel supply in the modes of forced
idle mode up to certain frequency of crankshaft rotation (1000-1600 min-1 depending
on the engine type) and bus engine velocity is missing, and in the future, is
close to fuel consumption in the idle mode and is determined by second fuel
consumption considering bus braking time on i section of the route τrі:
where τrі – braking time [s].
Braking time τrі is
defined via dependency:
Finally, fuel consumption while performing the
suggested driving cycle by the bus, is the sum of fuel consumption on i sections
of driving cycle, kg:
The following dependency is used
for exchanging diesel fuel consumption from kilograms into liters:
where ρb – diesel fuel density
[kg/l].
To
compare fuel consumption of the buses with different complete masses different
passenger capacity, it was offered to define fuel consumption per one passenger
according to dependency, l/100 km:
where n
– number of passengers at full loading [number of people].
Traffic
time on each section of the cycle consists of the sum of traffic time on each
phase of the cycle, s:
Finally, the time of performing the suggested
driving cycle by the bus, is the sum of traffic time on its i sections
of driving cycle:
Average traffic
velocity on each route section is defined as:
Average
traffic velocity in the suggested driving cycle:
The
buses of especially large class (15 to 18.5m) are used, mostly in BRT systems.
However, it is not uncommon to use buses with a length of 22, 24 and 25 meters.
The
analysis of existing bus constructions used on BRT lines all over the world
gives the reasons to classify them according to the following characteristics
[18]:
1.
By the length: as a rule, these are 18, 23, 24 or
25-meter buses;
2.
By the number of links: 1-link (12-15 m long), 2-link
(18 m long) and 3-link buses (23, 24 and 25 m long);
3.
By number of axes: 3,4 or 5-axis buses:
4.
By the floor height: low floor, partly low floor and
high floor;
5.
By engine type: diesel, natural gas NPG, hybrid (with
diesel and electric motors), fully electric with autonomous run, or electric
with external current source (trolleybuses) or electric with combined energy
supply (autonomous run and external power supply).
It is the most reasonable to use series 2-link buses 18–19 meters
long, with the further perspective of using 3-link buses on the suggested BRT
route Myloslavska Street – Underground Station “Pochaina”.
Such jointed buses as LAZ-А291, LAZ-А292, MAZ-105 and MAZ-215 are in service of ME
“Kyivpasstrans”.
However,
considering the fact that LAZ-291 and MAZ-105 are outdated models, and they
have not been issued since 2005 and 2014 accordingly, they will not participate
in the further consideration.
Therefore,
buses LAZ-А292
and MAZ-215 were selected as research objects that replaced the previous models
(LAZ-291 and MAZ-105) on the conveyer.
Calculation results of the
buses' performance properties indexes MAZ-215 and LAZ-А292 in the suggested
driving cycle were equipped to the complete mass (28,000 kg) and equipped mass
with half loading (22,300 kg) in Tables 3 and 4, and also Figure 3 to Figure 5.
Tab.
3
Calculation
results of the indexes of performance properties of the buses MAZ-215
and LAZ- А292
in the suggested driving cycle for the complete mass (28,000 kg)
|
Steady
traffic speed on the sections [km/h] |
Time
[s] |
Time
[min] |
Fuel
consumption [l/100 km] |
Average
speed [km/h] |
|||||
|
1-7, 11-12 |
8-10 |
MAZ |
LAZ |
MAZ |
LAZ |
MAZ |
LAZ |
MAZ |
LAZ |
|
50 |
50 |
1,365.554 |
1,404.644 |
22.759 |
23.411 |
48.827 |
50.959 |
29.263 |
28.448 |
|
50 |
60 |
1,329.286 |
1,370.994 |
22.155 |
22.85 |
50.574 |
52.959 |
30.061 |
29.147 |
|
50 |
70 |
1,308.802 |
1,353.834 |
21.813 |
22.564 |
52.765 |
55.295 |
30.532 |
29.516 |
|
60 |
70 |
1,282.241 |
1,338.682 |
21.371 |
22.311 |
58.299 |
61.233 |
31.164 |
29.85 |
|
60 |
75 |
1,276.42 |
1,334.915 |
21.274 |
22.249 |
59.593 |
62.278 |
31.306 |
29.934 |
|
60 |
80 |
1,273.502 |
- |
21.225 |
- |
60.69 |
- |
31.378 |
- |
Tab.
4
The
calculation results of performance properties indexes of the buses MAZ-215 and
LAZ- А292
in the suggested driving cycle for equipped mass with half loading (22,300 kg)
|
Steady
traffic speed on the sections [km/h] |
Time [s] |
Time [min] |
Fuel consumption [l/100 km] |
Average speed [km/h] |
|||||
|
1-7, 11-12 |
8-10 |
MAZ |
LAZ |
MAZ |
LAZ |
MAZ |
LAZ |
MAZ |
LAZ |
|
50 |
50 |
1,313.645 |
1,344.866 |
21.894 |
22.414 |
40.241 |
41.568 |
30.419 |
29.713 |
|
50 |
60 |
1,275.115 |
1,308.135 |
21.252 |
21.802 |
41.779 |
43.369 |
31.338 |
30.547 |
|
50 |
70 |
1,251.705 |
1,286.925 |
20.862 |
21.449 |
43.678 |
45.556 |
31.924 |
31.051 |
|
60 |
70 |
1,215.849 |
1,258.764 |
20.264 |
20.979 |
48.33 |
50.905 |
32.866 |
31.745 |
|
60 |
75 |
1,208.221 |
1,252.439 |
20.137 |
20.874 |
49.459 |
51.97 |
33.073 |
31.906 |
|
60 |
80 |
1,203.021 |
- |
20.05 |
- |
50.513 |
- |
33.216 |
- |
Having analysed the data of Tables 3 and Table 4
shown in Figure 3 to Figure 5. It was established that the most reasonable is
the bus MAZ-215 for exploitation on BRT route as it provides less fuel
consumption at a smaller traffic time on the route and higher average velocity
at both complete and half loading. Thus, fuel consumption for the bus MAZ-215,
at steady traffic velocities of 50 km/h for the sections up to 1 km long and 60
km/h for the sections over 1 km. With complete loading is smaller by 4.5%, time
of traffic on the route is by 3% lower, and the average velocity is 2.6 %
higher.
|
|
|
|
a) |
b) |
|
Fig. 3. Time of driving
cycle performance by the buses MAZ-215 and LAZ- А292: |
|
|
|
|
|
a) |
b) |
|
Fig. 4. Average traffic
velocity in driving cycle of buses MAZ-215 and LAZ-A292: |
|
Besides, it was established that
increasing steady traffic velocity causes reduction of performance time
suggested driving cycle and increasing average traffic velocity and fuel
consumption. The most optimal velocities of steady traffic are 50 km/h for sections
up to 1 km long and 60 or 70 km/h for sections over 1 km long. At the same
time, the best indexes of performance properties are provided. Increasing
velocities of steady traffic up to 60 (section up to 1 km long) is not
reasonable as for the bus MAZ-215 with complete loading. Such velocity increase
causes increasing fuel consumption by 20%. At the same time, route performance
time decreases by 4.2% and the average velocity increases by 4.4% compared to
steady traffic velocities 50 and 60 km/h. Fuel consumption increases by 20.9%
at half loading, decreases by 5.7% and average velocity decreases by 6%.
|
|
|
|
|
а) |
b) |
|
|
Fig. 5. Fuel
consumption in driving cycle MAZ-215 and LAZ- А292: |
||
The time of
traffic on the offered BRT route depending on velocities of the steady motion
and the level of load alters within the range of 20.1 to 22.8 min for the bus
MAZ-215 and 20.9 to 23.4 min for LAZ- А292. That is significantly lower than on Trolleybus 30
(Kadetskyi Hai Street – Myloslavska Street) that passes the same route
for 30 min. according to the traffic schedule and without consideration of
traffic influence. Besides, having reduced the boarding time from 10s until 20s
(that corresponds to the time of passengers boarding disembarking in the
underground), it is possible to reduce the traffic time by more than 2 min.
4. CONCLUSIONS
It was developed based on the proposed BRT route
in Kyiv city, a new driving cycle consisting of sections of two types. Each of
them consists of different phases of traffic, and a mathematical model was
specified for defining the indexes of performance properties and modes of bus
traffic used on the BRT line. It was determined that two-link jointed buses,
among them MAZ-215, are the most reasonable for exploitation, and provide a
smaller fuel consumption at a smaller traffic time on the route. They also provide
a higher average velocity on both full and half loading. The most optimal
velocities of the steady traffic is 50 km/h for sections up to 1 km and 60 or
70 for sections over 1 km. It was shown that the time on BRT route depending on
the velocities of the steady motion and level of congestion alters in terms of
20.1-23.4 min. that is much lower than the time of the trolleybus passing the
same route for 30 min according to the traffic schedule without considering
traffic influence.
Acknowledgement
Funded by the EU NextGenerationEU
through the Recovery and Resilience Plan for Slovakia under the project No.
09I03-03-V01-00129.
This publication was supported by the Cultural and
Educational Grant Agency of the Ministry of Education of the Slovak Republic
within the project KEGA 031ŽU-4/2023: Development of key competencies of
the graduate of the study program Vehicles and Engines.
References
1.
„Global Bus rapid transit data.” Available
at: https://www.brtdata.org/.
2.
Sevim Ismal, Tekiner-Mogulkoc Hatice, Guller Mehmet
Guray. 2022. „Scheduling the vehicles of bus rapit transit systems: a
case study”. International Transactions in Operational Research
29(1): 347-371. ISSN: 0969-6016. DOI: https://doi.org/10.1111/itor.12763.
3.
Michalek Maciej Marcin, Bartosz Patkowski,
Tomasz Gawron. 2020. „Modular kinematic modelling of articulated buses”. IEEE
Transactions on Vehicular Technology 69(8): 8381-8394. ISSN: 0018-9545.
DOI: https://doi.org/ 10.1109/TVT.2020.2999639.
4.
Imam Rana, Ahmad Jamrah. 2012. „Energy
Consumption and Environmental Impacts of Bus Rapid Transit (BRT)
Systems”. Jordan Journal of Civil Engineering 6(3): 328-339. ISSN: 2225-157X.
5.
Dreier Dennis, Semida Silveira, Dilip
Khatiwada, Keiko V.O. Fonseca, Rafael Nieweglowski, Renan Schepanski. 2018.
„Well-to-Wheel analysis of fossil energy use and greenhouse gas emissions
for conventional hybrid-electric and plug-in hybrid-electric city buses in the
BRT system in Curitiba. Brazil”. Transportation research Part D:
Transport and Environment 58: 122-138. ISSN: 1361-9209. DOI:
https://doi.org/10.1016/j.trd.2017.10.015.
6.
Dreier Dennis, Semida Silveira, Dilip Khatiwada, Keiko
V.O. Fonseca, Rafael Nieweglowski, Renan Schepanski. 2019. „The
influence of passenger load driving cycle. fuel price and different types of
buses on the cost of transport service in the BRT system in Curitiba. Brazil”.
Transportation 46(6): 2195-2242. ISSN: 1572-9435. DOI:
https://doi.org/10.1007/s11116-018-9925-0.
7.
Frutuoso Felipe S., Camila M.A.C. Alves, Saul L. Araújo,
Daniel S. Serra, Ana Luiza B. P. Barros, Francisco S. Á. Cavalcante,
Rinaldo S. Araujo, Nara A. Policarpo, Mona Lisa M. Oliveira. 2022.
„Assessing light flex-fuel vehicle emissions with ethanol/gasoline blends
along an urban corridor: A case of Fortaleza/Brazil”. International
Journal of Transportation Science and Technology 12(2): 447-459. ISSN:
2046-0449. DOI: https://doi.org/10.1016/j.ijtst.2022.04.001.
8.
Ha Dang Viet, Vu Van Tan, Vu Thanh Niem. 2022. „Evaluation of
dynamic load reduction for a tractor semi-trailer using the air suspension
system at all axle of the semi-trailer”. Actuators 11(1):
1-22. ISSN: 2076-0825. DOI: https://doi.org/10.3390/act11010012.
9.
Cai Yu-Meng, You-Liang Jiang, Shi-Jin Zhang, Shi-An
Chen. 2015. „Development and optimisation of an articulation system to
improve intersection turning speed of bus rapid transit vehicle”. International
Journal of Heavy Vehicle Systems 22(3): 213-235. ISSN: 1741-5152. DOI:
https://doi.org/10.1504/IJHVS.2015.071681.
10.
Bouraima Mouhamed Bayane, Nyamatari Anselem Tengecha,
Željko Stević, Vladimir. Simić, Yanjun Qiu. 2023. „An
integrated fuzzy MCDM model for prioritizing strategies for successful
implementation and operation of the bus rapid transit system”. Annals
of Operations Research 2023: 1-32. ISSN: 1572-9338. DOI:
https://doi.org/10.1007/s10479-023-05183-y.
11.
Kakar Khalil Ahmad, C.S.R.K. Prasad. „Modal
shift by using ordinal regression model in terms of bus rapid transit system
introduction”. Innovative Infrastructure Solutions 8(22): 1-11.
ISSN: 2364-4184. DOI: https://doi.org/10.1007/s41062-022-00980-z.
12.
Pechkurov Ivan, Dmitry Plotnikov, Andrey Gorev,
Tatiana Kudryavtseva, Aushra Banite, Angi Skhvediani. 2023. „Development
of a method for selecting bus rapid transit corridors based on the economically
viable passenger flow criterion”. Sustainability 15(3): 1-17. ISSN:
2071-1050. DOI: https://doi.org/10.3390/su15032391.
13.
Singh Harpreet, Ankit Kathuria. 2023.
„Self-reported aberrant driving behaviour among Bus Rapid Transit
drivers”. Journal of Public Transportation 25: 1-12. ISSN:
1077-291X. DOI: https://doi.org/10.1016/j.jpubtr.2023.100040.
14.
Chen Hsueh-Ju, Wei-Jiun Su, Fu-Cheng Wang. 2017. „Modelling and
analyses of a connected multi-car train system employing the inerter”. Advances
in Mechanical Engineering 9: 1-13. ISSN: 16878132. DOI:
https://doi.org/10.1177/1687814017701703.
15.
Galluppi O., S. Formentin, C. Novara, S.M. Savaresi.
2017. „Nonlinear stability control of autonomous vehicles: a MIMO D2-IBC
solution”. IFAC-PapersOnLine 50(1): 3691-3696. ISSN: 24058963.
DOI: https://doi.org/10.1016/j.ifacol.2017.08.563.
16.
Özener Orkun, Onur Gezr, Özkan Muammer. 2022.
„Evaluation of pollutant emissions generated at bus stops”. Fuel
310: 1-10. ISSN: 1873-7153. DOI: https://doi.org/10.1016/j.fuel.2021.122294.
17.
Gnap Jozef, Juraj Jagelcak, Peter Marienka,
Marcel Francak, Mariusz Kostrzewski. 2021. „Application of MEMS sensors for
evaluation of the dynamics for cargo securing on road vehicles”. Sensors 21(8):
1-31. ISSN: 1424-8220. DOI: https://doi.org/10.3390/s21082881.
18.
Omelnytskyi O.E 2018. „Analysis of metrobus
design (In Ukrainian)”. SUV of
Ukraine 3: 2-6.
Received 09.02.2024; accepted in
revised form 10.05.2024
Scientific Journal of Silesian University of Technology. Series
Transport is licensed under a Creative Commons Attribution 4.0
International License
[1]
National Transport University, 1, M. Omelianovycha-Pavlenka Str., 010 10 Kyiv,
Ukraine. Email: sakhno@ntu.edu.ua. ORCID: https://orcid.org/0000-0003-3031-8012
[2]
University of Žilina, Univerzitná 8215, 010 26, Žilina, Slovak
Republic. Email: oleksandr.kravchenko@fstroj.uniza.sk. ORCID:
https://orcid.org/0000-0003-4677-2535
[3]
National Transport University, 1, M. Omelianovycha-Pavlenka Str., 010 10 Kyiv,
Ukraine. Email: akorpach@ukr.net. ORCID: https://orcid.org/0000-0002-7070-7883
[4]
National Transport University, 1, M. Omelianovycha-Pavlenka Str., 010 10 Kyiv,
Ukraine. Email: korpach1988@gmail.com. ORCID:
https://orcid.org/0000-0002-2496-4395
[5]
National Transport University, 1, M. Omelianovycha-Pavlenka Str., 010 10 Kyiv,
Ukraine. Email: bosia4ok@ukr.net. ORCID: https://orcid.org/0000-0002-9654-949X
[6]
University of Žilina, Univerzitná 8215, 010 26, Žilina, Slovak
Republic. Email: jan.dizo@fstroj.uniza.sk. ORCID:
https://orcid.org/0000-0001-9433-392X
[7]
University of Žilina, Univerzitná 8215, 010 26, Žilina, Slovak
Republic. Email: miroslav.blatnicky@fstroj.uniza.sk. ORCID:
https://orcid.org/0000-0003-3936-7507