Sustainable Cities and Society 75 (2021) 103168

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Sustainable Cities and Society

journal homepage: www.elsevier.com/locate/scs

Monitoring of urban freight flows distribution considering the human factor

Natalia Davidich a, Andrii Galkin b, *, Stanislaw Iwan c, *, Kinga Kijewska d, Igor Chumachenko e,
Yurii Davidich f
a
O. M. Beketov National University of Urban Economy in Kharkiv, 17, Marshala Baganova, 61001 Kharkiv, Ukraine
b
O. M. Beketov National University of Urban Economy in Kharkiv,17, Marshala Baganova, 61001 Kharkiv, Ukraine
c
Maritime University of Szczecin, Henryka Pobożnego 11, 70-507 Szczecin, Poland
d
Maritime University of Szczecin, Henryka Pobożnego 11, 70-507 Szczecin, Poland
e
O. M. Beketov National University of Urban Economy in Kharkiv, 17, Marshala Baganova, 61001 Kharkiv, Ukraine
f
O. M. Beketov National University of Urban Economy in Kharkiv, 617, Marshala Baganova, 1001 Kharkiv, Ukraine

A R T I C L E I N F O A B S T R A C T

Keywords: The intensive growth of urban freight transport leads to an increase in the amount of transport links, which
Human behaviour causes problems such as traffic congestion, an imbalance between the transport services demand and the actual
Driver’s choice capacity of roads, and the negative impact on the environment. This leads to advanced requirements for urban
Social impact
industrial infrastructures. To optimise freight flows, it becomes necessary to determine the patterns of how
Sustainable urban freight transport
Sustainable development
drivers choose their routes between the origin and destination points. Drivers participate directly in the trans­
Impact modelling portation process. From the driver’s perspective, decision-making about the current route is predicated on the
technological parameters of the transportation process (speed, time, etc.), the traffic load of the urban roads, and
traffic safety, but also on the level of influence of urban freight flows on the environment. The environmental
impact of transportation processes is directly related to the quality of life of city dwellers and increasing of the
city sustainability level. This research paper aims to determine the patterns of urban freight flows generation
while considering the human factor. The choice of route parameters is significantly affected by individual
characteristics of the drivers, which are dependent on the properties of the central nervous system. These
properties are grouped by type of temperament. Traffic parameters on different routes have various effects on
drivers of dissimilar temperaments. Having estimated the influence of each parameter on the drivers, it is
possible to identify preferences of choosing a driving route from among many alternatives. The results of the
survey made it possible to determine the parameters of the routes chosen by the drivers moving between the
points of departure and arrival of goods, considering the age and temperament of the drivers. The results of the
research study described the models for changing the share of origin-destination trips of freight transport, which
is performed by drivers of different temperaments along each of the possible routes. This information can be used
in modelling of freight transport flows within a city. It could significantly influence the quality of life in the cities
and make cities more compliant with social expectations.

1. Introduction • increased use of energy in an unsustainable manner, resulting in

greenhouse gas emissions;
Nowadays, we observe the largest urbanisation process in history, • increasing levels of air and water pollution;
entailing both positive and negative environmental, social and economic • environmental degradation;
impacts. The rapid development of cities, on the one hand, is a symbol of • improper management of urban space;
societal evolution, but on the other hand it leads to [1]: • ineffective mobility and city area accessibility;
• increasing transport needs and traffic congestion;
• decline in the public safety and health.

* Corresponding authors.
E-mail addresses: andriy.galkin@kname.edu.ua (A. Galkin), s.iwan@am.szczecin.pl (S. Iwan), k.kijewska@am.szczecin.pl (K. Kijewska), pmkaf@kname.edu.ua
(I. Chumachenko), davidich@mail.ru (Y. Davidich).

https://doi.org/10.1016/j.scs.2021.103168
Received 20 January 2021; Received in revised form 8 July 2021; Accepted 8 July 2021
Available online 14 August 2021
2210-6707/© 2021 The Author(s). Published by Elsevier Ltd. This is an open access article under the CC BY license (http://creativecommons.org/licenses/by/4.0/).
N. Davidich et al.
To stop the effects of the above-mentioned actions, the city admin­
istration must adopt a long-term (strategic) approach that focuses on
sustainable development [2]. Since the 1990s, we have been observing a
great interest in the functioning of cities in accordance with the prin­
ciples of sustainable development [3, 4]. The observance of these prin­
ciples should also be reflected in the planning of transport activities
related to the implementation of supply processes for commercial, ser­
vice and other entities operating in the city [5, 6]. Freight transport in
cities is particularly important for its development. Access to
well-stocked commercial units, HoReCa, and service facilities is an
important factor in shaping the quality of life of city residents. Hence,
despite the negative effects generated by delivery transport, it is not
possible to completely exclude it from urban areas. However, this area of
city functioning remains unsustainable [7-9]. This is mainly due to the
fragmentation of UFT deliveries characterised by low weigh and carried
out with high frequency to small, independent retailers, so called
“nanostores” [10].
Successful creation and operation of sustainable transport system
development projects can only be accomplished by the consistent
implementation of the principles of constructing a program-targeted
management mechanism, which makes it possible to refine the man­
agement methods in the transport development system in a new way
[11]. Improving the quality of transportation services for urban resi­
dents is impossible without creating a management system with adap­
tive properties. It implies implementation of the principle of compliance
of supply with the needs of transport services, taking into account the
external and internal conditions of functioning of the urban transport
system [12]. Autonomous vehicles are currently being tested on roads in
many countries [13]. This corresponds to the trends in smart infra­
structure development in cities. However, driver-less transportation
systems will be implemented in practice in a wider scope not earlier than
in 10-20 years. Due to that, the drivers’ habits and competences
nowadays play the critically important role.
The pace of development of modern cities and the steady growth of
urban freight transport have led to a number of problems such as of the
need to create a rational road organisation system, provide road quality
assurance and environmental protection [14]. Also, one of the main
problems of most cities and towns is traffic jams [15, 16]. This degrades
the quality of life, leading to a wide range of social, economic and
environmental problems. At present, the growth rates of freight trans­
port are far ahead of the growth rates of newly constructed and reno­
vated existing roads in cities [17]. As a result, there is a need to address
traffic management issues to ensure the safety of road users, reduce the
traffic load of the road network, and improve the environmental situa­
tion [18].
The functioning of the transport system can be improved by ratio­
nally distributing freight flows across various sections of the urban road
network [19]. System management, efficient organisation of traffic
flows, optimal planning of urban industrial smart infrastructure and
identification of possible scenarios for its development are required to
manage the transport system and make optimal decisions in the field of
transport planning [20]. The urban transport model, which is used to
support managerial decision-making in strategic transportation plan­
ning, is an optimal tool for quantifying the proposed transport network
development options, comparing them further, and making reasonable
conclusions about the feasibility of investing in urban industrial infra­
structure development projects [21]. One of the most important links in
the design of urban transport systems is to determine the patterns of
traffic flows formation and their distribution across sections of the street
and road network. Transport flows are a special physical phenomenon
that has its own patterns and characteristics that cannot be applied to
each car individually [22].
A significant amount of material costs and the importance of the
results of the implementation of measures to improve the transport
system for society determine the requirements for the accuracy and
adequacy of the results of predicting the parameters of vehicle flows in
2
Sustainable Cities and Society 75 (2021) 103168
cities. These flows are formed by passenger, freight, and bicycle trans­
port (Figure 1). Forecasting flow parameters is impossible without in­
formation about the values of transport trips on sections of the urban
road network. Urban development requires a multitude of freight flows
with their intensity and points of departure and arrival. Freight flows
run within an urban road network, which in some cases allows the driver
to choose the travel route on their own. At the same time, driving along
the chosen route increases the likelihood of congestion on the route due
to the effect on the intensity of traffic flows, which affects other traffic
participants. Many alternative routes pose a problem for a driver who
wants to choose the optimal one. The choice of the route depends on the
parameters of the environment, vehicle, road, and driver. The driver’s
influence has not been sufficiently studied despite the fact that the pa­
rameters of the transport process depend on the route parameters.
Moreover, the driver’s behaviour is of a changeable nature and it’s hard
to monitor factors in real time. Particularly insufficient attention was
paid by researchers to assessing the influence of individual character­
istics of drivers, which are determined by the type of nervous system and
temperament.
There are two options for modelling the urban traffic flows: based on
the generated flows and based on the matrix of trips[23]. In the study
[24], the researchers considered the optimal distribution of traffic flows
across the network. They noted that, in general, transport demand can
be represented by traffic intensities between the areas of departure and
destination. To solve this problem, the authors proposed to use linear
and quadratic programming. In the practice of flow designing, the
shortest route is chosen to determine transport trips between two points
of the network, and the flow is taken into account at each section of this
route [25]. However, as the author pointed out, with a complex trans­
port system of a large city, this method becomes virtually unsuitable.
Thus, it is possible to search for the four shortest paths in terms of time
[25]. In the study [24], when determining the time of covering specific
sections of the road network, the authors considered it as a function of
traffic intensity only. Other researchers proposed a mathematical model
of passenger traffic distribution across the road network, based on the
continuous adjustment of travel time for sections of the network,
depending on the traffic load occurring in these sections [26]. This type
of model is called by researchers ‘a model with limited bandwidth’. In
the calculation process, this adjustment is carried out after the imposi­
tion on the network of some of the trips from each vertex of the network
to all others [26]. The need to adjust the speed due to changes in traffic
conditions is also confirmed by the authors [27]. An almost similar
procedure for superimposing flows is described in [28]. It provides for
the sequential imposition of four equal parts of the travel matrix on the
routes of the minimum cost, as well as the restoration of the values of the
fare, respectively, increasing the load on the network.
In the study [25], a model of flow distribution between two points in
several ways is described, taking into account the possible limitation of
their throughput. The number of considered ways was limited to four,
and the set of routes was predetermined. The flow distribution was
carried out along the possible routes in share to the quality of each route,
inversely to the total time spent on driving and the product of the length
of the route with a constant that determines the most plausible ratio of
the length of the route and the travel time along it. In another model,
described in [25], the ’resistance‘ of the path is defined as the sum of the
time spent on each part of it. In this model, the second and subsequent
paths were taken into account only if their length exceeded the length of
the first one by no more than 1.5 - 2 times. Also, as indicated in this
paper, it is possible to use a flow distribution model, assuming that
traffic fatigue depends on the travel conditions [25].
For the method of modelling traffic flows based on the matrix of trips
there is a need for its presence. The trips matrix can be obtained by using
the Fratar method, the gravitational method, the direct distribution
method, and on the basis of the model of average possibilities [23].
When obtaining a matrix of trips applying the Fratar method, the current
number of trips between pairs of zones is extrapolated to the future,
N. Davidich et al.
Fig. 1. Problem statement. Source: own work.
using the coefficients of increase in mobility. To balance the trips matrix,
it is usually necessary to use the iteration method. The disadvantage of
this method is that it requires the presence of the original matrix of trips
to obtain the next one. According to the gravitational model, the amount
of trips between zones is directly dependent on the number of trips
occurring in both zones, and inversely related to the connection time or
the distance between zones. The model of average opportunities de­
scribes the probability that the trip will end in a certain destination area.
The main parameter of the model is the probability density (probability
for each destination) of the destination area acceptability at the time of
consideration. This method requires additional surveys to identify the
distribution of the travel distance of vehicles, which is its disadvantage.
[23].
It is also possible to use the model of ’direct distribution‘, which
based on the density of travel on neighbouring links, directly distributes
traffic flows across the network. The disadvantage of direct distribution
is that obtaining the initial data requires a continuous survey of all parts
of the urban transport network, which is almost impossible due to the
high complexity [23].
The state of flows is generated by the collective driving of transport
units meeting their travel needs [19]. Traffic planning models and
routing problem solving would greatly benefit from modelling the actual
behaviour of drivers on the road to improve the realistic predictions
[30]. The goal of the driver may be to minimise travel-related losses,
such as driving time, energy costs, and maximise safety with the slightest
deviation from comfortable conditions. Some drivers are guided by the
concept of eco-routing, which involves choosing travel routes in order to
minimise the impact on the environment [31]. Researchers have
developed a methodology for planning environmental speeds, showing
individual fuel consumption and CO2 emissions [32]. It should also take
into account the possibility of traveling on several routes [33]. The route
determination problem has gained popularity worldwide among re­
searchers to develop models that describe the decision-making process
that transport users face each day when choosing a route between the
area of departure and the area of arrival [34]. For each route of the
alternative variants, the driver generates a utility function. The re­
searchers represent a linear dependence on the characteristics of alter­
natives [35]. This choice is influenced by both personal factors,
3
Sustainable Cities and Society 75 (2021) 103168
including habits and emotions, and external ones. This is consistent with
the Theory of Interpersonal Behaviour [36], based on social psycho­
logical thinking and social identity theory [37, 38].
The driver evaluates all variants, taking into account many random
influences. The current time resource, health state, weather conditions,
etc. are taken into account. As a consequence, the driver makes decisions
independently of other road users [39]. In addition, the researchers find
that the driver most often associates the degree of situation-related
danger with the degree of complexity of driving and decision-making
in it. The effectiveness of road safety systems can be increased by a
proper analysis of driving behaviour by determining DSS decision
criteria [40]. To some extent, a criterion is associated with safety, which
gives an assessment of the driver’s efforts to drive. It may be necessary to
consider the psychophysiological features of drivers in this situation as
well [41]. Psychophysiological characteristics of drivers, along with the
purpose of the trip, age and driving skill, determine the collective
behaviour of traffic participants, which underlies the formation and
distribution of traffic flows [42]. The individual qualities of the driver
play an important role in the parameters of vehicles [43]. According to
the researchers, this factor is currently under-researched. Scientists
propose to combine the individual characteristics of people with the
same properties of the central nervous system [44]. In their view, this
grouping will reduce the loss of individual features compared to the use
of total characteristics. These emotional properties and qualities of
temperament are considered by researchers to be common indicators of
a tendency to danger. According to scientists, the properties of the
nervous processes form certain combinations that determine the type of
nervous system or the type of higher nervous activity [45]. It consists of
a set of basic properties of the nervous system that are characteristic for
certain individuals — the strength, balance, and mobility of the pro­
cesses of excitation and inhibition. These properties of the nervous
system are responsible for adaptation of the animal organism to the
surrounding conditions, i.e. the perfect interaction of the organism as a
system with the external environment, ensure the existence of the or­
ganism flows [42]. The researchers highlight the four most pronounced
types of nervous system, and their connection with temperament. Re­
searchers define four classic types of temperament, depending on the
basic characteristics of the nervous system: strong, balanced, lively —
N. Davidich et al.
sanguine; strong, balanced, inert — phlegmatic; strong, unbalanced type
with predominance of excitation — choleric; weak type — melancholic.
They understand the type of nervous system as congenital, weakly
affected by changes in the environment and upbringing. In their view,
the properties of the nervous system form the physiological basis of
temperament, which is a mental manifestation of the general type of
nervous system [44]. Direct expressions of one of the four types of
temperament are relatively rare. Most people belong to intermediate
forms, which have a very large number of variants. Modern neuropsy­
chologists distinguish even more temperaments. However, for practical
purposes, it is sufficient to consider the characteristics of the main types.
Belonging to a type of higher activity does not necessarily mean an
assessment of a person’s biological fitness or social fitness. This is evi­
denced by the fact that all the four common types of nervous system
have withstood the test of time in terms of evolution. Researchers un­
derstand the type of nervous system as congenital, relatively vulnerable
to changes due to its environment and upbringing [46]. As the re­
searchers have proven, the strength and stability of the nervous system
determine the behaviour and actions of the driver [47]. Therefore, the
choice of the route depends on the driver’s type of nervous system and
their temperament. As a result, the development of urban industrial
Smart Infrastructure should take these features into account when
choosing drivers’ routes.
Nowadays there are many different approaches to the study of the
type of nervous system and temperament. Psychodiagnosis of tempera­
ment is a set of methods aimed at obtaining a psychological diagnosis of
the characteristics of temperament [47]. A special class of psychodiag­
nostics methods consists of psychophysiological methods and tech­
niques that diagnose the natural features of a person, which are
determined by the basic properties of their nervous system. They have
been developed by researchers in the framework of a new scientific
trend called differential psychophysiology. Unlike tests, these methods
have a clear theoretical foundation: the psychophysiological concept of
individual differences, the properties of the nervous system and their
manifestations. In their form, most psychophysiological techniques are
hardware: both electroencephalographs and other special equipment are
used [48]. However, according to researchers, the use of hardware in
manufacturing is very difficult, and sometimes its use is not possible.
Therefore, it was necessary to create diagnostic tools that meet stringent
scientific criteria, can be used in non-laboratory settings and are suitable
for mass screening [49]. As a result, pencil and paper techniques have
been developed. They may be of particular interest for psychological
research, because they can be widely used directly in the workplace.
Both hardware and blank methods are individual in nature. To evaluate
different aspects and temperament types, researchers have developed
numerous objective and semi-objective methods: timing and question­
naires (surveys), considering the age characteristics of people [50]. The
temperament questionnaire by R. Cruise, W. Blitchington and W.
Futcher provides an opportunity to determine the classic types of
temperament - phlegmatic, sanguine, choleric, and melancholic - in
persons from 18 to 35 years old. The Marke-Nyman temperament scale
by W. Baumann and J. Angst is intended to evaluate the so-called
behavioural characteristics of temperament in adults (20-50 years
old). A typological questionnaire proposed by Professor I. A. Polishuk,
Head of the Department of Psychiatry, Kiev Institute for the Improve­
ment of Physicians, was used to conduct a study to determine drivers’
temperament [51].
The object of the study is the process of choosing routes between the
points of departure and arrival of truck drivers with different tempera­
ments. This article deals with the study of patterns of freight traffic flows
in the urban environment, taking into account the human factor by
identifying models of changes in the share of trips, which is imple­
mented on alternative traffic routes, with drivers showing different
types of nervous system and temperament. The type of nervous system
and temperament of drivers was determined before the transport pro­
cess. The article consists of the following parts:
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Sustainable Cities and Society 75 (2021) 103168
• substantiation of the method of assessment of the type of nervous
system and driver’s temperament;
• determining the purpose and methodology of the study;
• developing the models of change of transport trips share on alter­
native routes chosen by drivers with different types of nervous sys­
tem and temperament;
analysis of changes in the share of trips on alternative traffic routes,
depending on the types of nervous system and temperament.
3. Method for determining the distribution of trips of freight
vehicles on alternative routes
The distribution of freight vehicles trips on the urban road network is
due to the drivers’ choice of traffic route. Drivers’ decisions are made on
the basis of an analysis of possible traffic routes using selection criteria.
In this case, each possible route is estimated by the parameters and
driving conditions. Preference is given to the route which has, in the
opinion of the driver, the most optimal performance. The distribution of
trips on different routes can be represented as the following function:
( )
Qkij = f Lijk , Tijk , Kijk , Bkij , Fd , (1)
where Qijk – the number of freight vehicles that move along the k-th
route; Lijk – the length of the k-th route; Tijk – traffic time between the ith
and j-th transport areas on the k-th driving route; Kijk – comfort on the k-
th route; Bijk – traffic safety on the kth route; Fd – psychophysiological
features of drivers with different types of nervous system (tempera­
ment); i – origin node; j – destination node.
The physical meaning of the process of moving freight between areas
of departure and arrival on different routes is shown in Figure 2.
The total trips of freight between zones represent the amount of trips
carried out on different routes:
ΣQij = Q1ij + Q2ij + … + Qkij . (2)
The share of trips that is made along alternative routes of freight
transport when traveling between areas i і j can be formulated as follows:
( / ) ( )
▵K k ij = Qkij ΣQij = f Fk , (3)
where ▵Kk ij – the share of freight trips, which is completed along the kth
route when moving between the points of departure i and point of
destination j; Fk - factors that determine the parameters of following the
kth route.
Determining the patterns of choosing the route of trucks is possible
on the basis of a survey of drivers. Each driver can specify the route they
choose when driving between two points in the city. Processing the
survey results will allow us to determine the influence of route param­
eters on a share of the trips applicable to alternative routes, chosen by
drivers with various types of nervous system and temperament.
Fig. 2. Distribution of freight trips between zones on different routes: ΣQij -
freight trips between zones i and j; Qkij - trips of freight transport between areas i
and j, which is implemented on the kth route. Source: own work.
N. Davidich et al.
To assess the adequacy of the obtained patterns, it is necessary to
compare the calculated data obtained on their basis, and the actual data
received from the survey of the drivers’ choice of traffic routes. Survey
results can be used as factual data. For each point of departure it is
necessary to summarise the trips using the same routes, as a result of
which the values of trips using alternative routes can be obtained. At the
next stage, for each traffic route it is necessary to conduct field surveys of
parameters and traffic conditions, during which it is necessary to record
the data needed to perform further calculations.
It is possible to distinguish the following factors, which is presented
in Figure 3.
For each competing route, using the obtained patterns of change in
the share of trips along alternative routes chosen by drivers with
different types of nervous system and temperament, the distribution of
traffic trips along alternative routes can be determined. An unambigu­
ous use of the patterns of change in the share of trips completed along
alternative routes chosen by drivers with different types of nervous
system and temperament, is possible only when studying an infinite set
of routes. With their limited number, the fulfilment of the required
equation is not ensured
∑n
▵Kijk = 1, (4)
k=1
where ▵Kkij –the share of trips between points i and j, which is completed
on the k-th route; n – number of possible routes.
In order for dependence (4) to be fulfilled, the value must be adjusted
in share to its contribution to the sum of all alternative routes between
points i and j:
/ vehicle make. The type of nervous system and temperament was also
▵K k∗ ij = ▵K k ij Σ▵K k ij , (5)
where ▵Kk∗ ij – adjusted value of the share of trips between points i and j.
The calculation of the amount of trips, which is completed along
route k, was performed using the formula:
Qk ij = ΣQij ▵K k∗ ij . (6)
In this case, rounding to an integer must be performed so that the
equation is fulfilled:
∑n
Qk ij = ΣQij . (7)
k=1
Thus, a mechanism has been proposed to formalize the choice of the
route by drivers of freight vehicle between points of departure and
destination.
Thus, a mechanism has been proposed to formalise the choice of the
route by freight drivers when moving between points of departure and
destination.
The purpose of the study was to develop and evaluate statistical
models that describe the change in the share of freight transport trips
that is implemented along the route with the relevant parameters during
the process of freight transportation in an urban environment. The
studies were conducted during the following stages: conducting a full-
scale survey to determine the age and temperament of the drivers, as
Fig. 3. Factors affecting the share of freight transport trips completed via alternative routes between the points of departure and destination. Source: own work.
5
Sustainable Cities and Society 75 (2021) 103168
well as their chosen route between the origin and destination points;
evaluation of routes parameters between the origin and destination
points; statistical processing of the received data for determining the
connection of change of the share of freight transport trips completed on
the route, from the parameters of the route.
4. Data and results of research
4.1. Experiment
Evaluating the patterns of the route choice by drivers should be
based on information about the routes that drivers choose when moving
between the origin and destination points. To solve route choice prob­
lem, a corresponding questionnaire was developed, which included
below questions:
• Your age
• Your driver’s experience
• Enter the make of your car
• Name of the accountant
• Date of the survey
• Specify the route you will take from the point of origin to the point of
destination
The questionnaire survey was based on the ability of drivers to act as
experts and was carried out at the Kharkiv transport companies per­
forming cargo transportation. At the beginning of the survey, the
questionnaire included the driver’s age, driving experience and the
determined for taking into account the individual characteristics of the
respondents using a typological questionnaire [51]. The survey involved
400 drivers, of whom 259 had a sanguine temperament, 60 had a
phlegmatic temperament, 47 had a melancholic temperament, and 34
had a sanguine temperament. In the second stage, the drivers were asked
to choose the traffic routes to drive along the urban road network be­
tween the different areas of origin and destination. Thus, surveys were
conducted for thirty sets of points of origin and destination that had
different locations in the Kharkiv city [52]. An example of the routes
obtained is given in Table 1 and Figure 4. For the defined routes, surveys
of its parameters and traffic conditions were conducted using the pre­
viously proposed methods [52]. Test results examples for drivers with
«choleric» temperament are shown in Table 2. Similarly, data were
generated from the results of the survey for drivers with other
temperaments.
4.2. Models of change of transport trips share completed on alternative
routes chosen by drivers with different types of temperaments
Based on the correlation and regression analysis methods, the
problem of mathematical description of the change in the freight
transport share of trips completed along the route was carried out. The
regression coefficients were calculated using the least squares method
N. Davidich et al. Sustainable Cities and Society 75 (2021) 103168

Table 1 / /
Driving routes chosen by drivers. Source: own work. ▵K xol = 0, 47Vm Vkrat − 0, 18Lm Lkrat , (8)

Origin-destination Route Route

points number
Serhiia 1A Serhiia Hritsevtsa str. – Moskovskyi av.–
Hritsevtsa str. – Pavlivska square – Klochkivska str. – Nauky
Liudviha Svobody av. – Liudviha Svobody av.
av. 1B Serhiia Hritsevtsa str. – Moskovskyi av.–
Traktorobudivnykiv av. – Krasnodarska av. –
Khalturina str.– Saltivske highway –
Semyhradska str. – Vesnina downhill –
Sumska str. – Derevianko str. – Askharova
str. - Liudviha Svobody av.
1C Serhiia Hritsevtsa str.– Kiltseva road –
Liudviha Svobody av.
1D Serhiia Hritsevtsa str. – Moskovskyi av.–
Armianskyi av.– Konstytutsii square –
Sumska str. – Derevianko str.– Akhsarova str.
– Liudviha Svobody av.
1E Serhiia Hritsevtsa str. – Moskovskyi av.–
Feiierbakha square – Marshala Bazhanova
str.– Pushkinska str. -Yaroslava Mudroho str.
– Sumska str.– Derevianko str.– Akhsarova
str.- Liudviha Svobody av.
1F Serhiia Hritsevtsa str.– Moskovskyi av.–
Akademika Pavlova str.– Semihradska str.–
Vesnina downhill – Sumska str. – Derevianko
str.– Askharova str.– Liudviha Svobody av.
Druzhby 2A Druzhby Narodiv str.– Lesia Serdiuka str. –
Narodiv str.– Akademika Pavlova str.– Heroiv pratsi str. –
Marshala Konieva Shevchenko str. – Pavlivska square –
str. Kontorska str.– Marshala Konieva str.
2B Druzhby Narodiv str.– Komandorma Korka
str. – Akademika Pavlova str. – Moskovskyi
av. – Pavlivska square – Kontorska str. –
Marshala Konieva str.
2C Druzhby Narodiv str. – Lesia Serdiuka str. –
Akademika Pavlova str.– Heroiv pratsi str. –
Shevchenko str. – Belhorodskyi downhill –
Darvina str.– Pushkinska str.– Skrypnyka str.
– Rymarska str.– Klochkivska str.- Kontorska
str. – Marshala Konieva str.
where Vm /Vkrat - ratio of speed on the route to the speed on the shortest
route;
Lm /Lkrat - ratio of the route length to the shortest route length.
Of all the factors studied, only four were found to be significant,
forming two relationships. This is evidenced by the calculated values of
Student’s t-test, which is greater than the table value, as well as the
absence of zero in the confidence interval of each factor of the model.
After the development of the regression model of changes in the
share of trips completed on alternative traffic routes chosen by drivers
with a «choleric» type of nervous system, its statistical evaluation was
conducted. The multiple correlation coefficient of the model was 0.99,
and the average approximation error was 10.6%. The obtained results
allowed us to draw a conclusion about the admissibility of using the
obtained model for modelling traffic flows in an urban environment,
taking into account the human factor.
The calculations results of the parameters of the model of change in
the share of trips completed on alternative routes chosen by drivers with
a «sanguine» temperament, are given in Table. 3.
The model is as follows:
▵K sang = 0, 23Vm /Vkrat − 0, 07Lm /Lkrat . (9)
Of all the factors studied, only four were found to be significant,
forming two relationships. This is evidenced by the calculated values of
Student’s t-test, which is greater than the table value, as well as the
absence of zero in the confidence interval of each factor of the model.
After the development of the regression model of changes in the
share of trips completed on alternative routes chosen by drivers with a
«sanguine» type of nervous system, its statistical evaluation was con­
ducted. The multiple correlation coefficient of the model was 0.99, and
the average approximation error was 9.28%. The calculations results of
the parameters of the model of change of the trips share completed on
alternative routes chosen by drivers with a «phlegmatic» temperament,
are given in Table. 3.
The model is as follows:
/ /
fleg
▵K = 0, 14Vm Vkrat − 0, 05Lm Lkrat . (10)

Of all the factors studied, only four were found to be significant,

Fig. 4. Alternative routes (options) between Serhiia Hritsevtsa str. - Liudviha
Svobody av.
[53]. The calculations results of the parameters of the model of change
in the share of trips completed on alternative routes chosen by drivers
with a «choleric» temperament, are given in Table. 3.
The model is as follows:
forming two relationships. This is evidenced by the calculated values of
Student’s t-test, which is greater than the table value, as well as the
absence of zero in the confidence interval of each factor of the model.
After the development of the regression model of changes in the
share of trips completed on alternative routes chosen by drivers with a
«melancholic» temperament, its statistical evaluation was conducted.
The multiple correlation coefficient of the model was 0.98, and the
average approximation error was 12.47%. The results obtained allowed
to draw a conclusion about the admissibility of using the obtained model
for modelling of traffic flows in an urban environment taking into ac­
count the human factor. The results of calculations of the parameters of

Table 2
The surveys’ results of the routes chosen by drivers with a «choleric» temperaments. Source: own work.
Route 1. Serhiia Hritsevtsa boul. – Liudviha Svobody av. 2. Druzhby Narodiv str.– Marshala Konieva str.str.

Route number 1А 1B 1C 1D 1E 1F 2А 2B 2C
The length of the route, km 43 24 36.5 25.9 26.5 32 19.2 14.5 19.6
The length of the shortest route, km 24 14.5
The ratio of the route length to the shortest route length 1..79 1.00 1.52 1.08 1.06 1.33 1.32 1.00 1.35
Travel time, min 63 53 56 48 58 55 43 47 45
Average technical speed, km/hr 21 27 38 18 17 23 37 25 21
Average number of lanes per route, units 2 2.5 2.5 2 2 2 2 2 2.5
Average traffic flow on one lane, vehicles per hour. 315 300 310 354 401 355 548 173 225
The average speed of free flow, km/h 47 50 48 52 50 55 47 53 51
Total number of drivers, units 34 34
Number of drivers driving along the route, units 1 11 14 2 1 5 16 12 6
The share of trips that is completed on the route 0..029 0..324 0.412 0.059 0.029 0.147 0.471 0.353 0.176

6
N. Davidich et al. Sustainable Cities and Society 75 (2021) 103168

Table 3
Characteristics of the model of change in the share of trips completed on alternative traffic routes chosen by drivers with a «choleric» temperament. Source: own work.
Temperament Factors Symbol Measurement Coefficient Standard Student’s t-test Confidence intervals of
boundaries error model coefficients
Actual Calculated Lower Upper
bound bound

«choleric» The ratio of the speed on the route to the Vm /Vkrat 0.68–1.75 0.47 0.22 2.17 2.02 0.02 1.17
speed on the shortest route
The ratio of the route length to the Lm /Lkrat 1–1.86 –0.18 0.21 2.83 2.02 –0.35 –0.01
shortest route length
«sanguine» The ratio of the speed on the route to the Vm /Vkrat 0.68–1.75 0.23 0.12 2.89 2.04 0.05 0.50
speed on the shortest route
The ratio of the route length to the Lm /Lkrat 1–1.86 –0.07 0.11 2.64 2.04 –0.13 –0.01
shortest route length
«phlegmatic» The ratio of the speed on the route to the Vm /Vkrat 0.68–1.75 0.14 0.13 2.13 2.02 0.04 0.29
speed on the shortest route
The ratio of the route length to the Lm /Lkrat 1- –0.05 0.15 2.34 2.02 –0.11 –0.01
shortest route length 1.86
«melancholic» The ratio of the speed on the route to the Vm /Vkrat 0.68- 0.48 0.18 2.62 2.02 0.021 0.65
speed on the shortest route 1.75
The ratio of the route length to the Lm /Lkrat 1–1.86 –0.02 0.14 2.14 2.02 –0.05 –0.001
shortest route length

the model of change in the share of trips completed on alternative routes

chosen by drivers with a «melancholic» temperament, are given in
Table. 3.
The model is as follows:
/ /
▵K melan
= 0, 48Vm Vkrat − 0, 02Lm Lkrat . (11)

Of all the factors studied, only four were found to be significant,

forming two relationships. This is evidenced by the calculated values of
Student’s t-test, which is greater than the table value, as well as the
absence of zero in the confidence interval of each factor of the model.
After the development of the regression model of changes in the
share of trips completed on alternative routes chosen by drivers with a
«melancholic» type of nervous system, its statistical evaluation was
conducted. The multiple correlation coefficient of the model was 0.98,
and the average approximation error was 9.3%. The obtained results
allowed us to draw a conclusion about the admissibility of using the
obtained model for modelling freight transport traffic flows in an urban
environment, taking into account the human factor.

5. Analysis of the change in the share of trips completed on

alternative routes chosen by with different temperaments
To analyse the common influence of factors on the share of traffic
trips completed on alternative routes chosen by drivers with different
temperaments, a comparison of changes in the trips share depending on
the parameters of the route was made. Figures 5-6 show the de­
pendencies of the change in the share of transport trips completed on
alternative traffic routes covered by drivers with different
temperaments.
The analysis of Figures 5-6 showed that the highest share of trips is in
drivers with a melancholic temperament. Researchers have determined
that a melancholiac is a person with a weak nervous system, their ner­
vous processes are unbalanced, can be mobile or inert [46]. Melancho­
liacs are prone to fluctuations, cannot make decision for a long time, as it
is very difficult for them to choose any of the possible options [35]. They
adapt badly to new living and working conditions, often retreat from
difficulties and do not even try to overcome them. Drivers with the
sanguine type of nervous system are constantly in doubt, practically do
not perform any manoeuvres on the road and are afraid of neighbouring
cars on the road. This determines the high value of the share of trips
completed on alternative routes of travel, depending on the ratio of the
length of the route to the shortest route length. Drivers with the
melancholic temperament choose the traffic routes with the smallest
number of cars and practically do not change it. Analysing Figure 3, it
can be seen that the value of the share of trips is increasing with the
Fig. 5. The schedule of change of the trips share completed via alternative
routes by drivers with different temperaments depending on the ratio of the
length of the route to the length of the shortest route: - melancholic;
- choleric; - sanguine; - phlegmatic. Source: own work.
value of the ratio of speed on the route to the speed on the shortest route
for the same reasons.
Less important is the share of trips for drivers with the choleric
temperament. Choleric as well as melancholic people are emotionally
unstable, prone to stormy outward expression of their own feelings.
Researchers determined that a choleric is always an impulsive and
nervous person, their actions are often dictated by emotions [45, 54].
Usually a choleric is able to work hard, but quickly gets tired due to the
increased excitability of the nervous system. Cholerics are also coura­
geous and determined persons, they are proactive and not inclined to
behave carefully on the road [35]. Drivers with a choleric temperament
are estimated to have a smaller but relatively high share of trips,
compared to drivers with the melancholic temperament, as they are also
emotionally unstable, but confident drivers.
Even smaller is the share of trips among drivers with the sanguine
temperament. Sanguine people are mobile people who are characterised
by a quick change of mood [35]. They perform well in conditions of busy
traffic on the roads, but are poorly resistant to a monotonous irritant. A
lively urban drive is more suitable for them, rather than a boring sub­
urban ride [29]. They perfectly perform tasks that require high

7
N. Davidich et al. Sustainable Cities and Society 75 (2021) 103168

Fig. 6. The schedule of change of the trips share completed via alternative routes by drivers with different temperaments depending on the relation of speed on the
route to speed on the shortest route: - melancholic; - choleric; - sanguine; - phlegmatic. Source: own work.

ingenuity. Therefore, drivers with a sanguine temperament have a low

Table 5
share of trips, because they do not ’go from one extreme to another‘, but
Data on average errors in the distribution of transport trips on alternative
rather assess the traffic situation.
routes. Source: own work.
The smallest share of trips was found for drivers with the phlegmatic
temperament, because they are usually calm and slow persons, not The type of driver’s temperament Average error,%

prone to constant changes of emotions and to their extremely rapid choleric 8.82
manifestation [29, 41]. Phlegmatics have a balanced nature, it is diffi­ sanguine 10.15
phlegmatic 11.33
cult to get them out of balance. They are generally slow, so before
melancholic 8.30
making any decision they prefer to think it over quietly - and only then
do they act [42]. Drivers with the phlegmatic temperament are calm and
balanced drivers who prefer a quiet ride and live on the principle ’more
haste, more waste’.
Using the proposed method for determining the distribution of
freight trips along alternative routes (Section 4), the adequacy of the Table 6
obtained trips values for drivers with each type of temperament, Distribution of trips shares completed via alternative routes chosen by drivers
distributed along alternative routes, was assessed. For this, the deviation with different temperaments. Source: own work.
of the calculated value of the trips from the actual one was determined. Origin- Traffic The amount of trips and the amount of trips completed
An example of the obtained results is presented in Table 4. destination route ( along the way,%
Based on the obtained results, the average error of the deviation of points Table 1) Choleric Sanguine Phlegmatic Melancholic

the calculated value of the trips from the actual one was calculated. The Overall of all choices 100 100 100 100
results of the adequacy assessment are shown in Table 5. Serhiia 1A 3 3 2 4
Hritsevtsa 1B 29 32 31 34
The analysis of the obtained results allowed us to conclude that when
boul. – 1C 38 53 38 32
using certain patterns of distribution of transport trips on alternative Liudviha 1D 6 5 7 6
routes, taking into account the temperament, the error ranged from Svobody 1E 9 2 7 11
8.3% to 11.33%. Thus, it is possible to conclude that the use of certain av. 1F 15 5 5 13
patterns of distribution of transport trips on alternative routes, involving Druzhby 2A 47 55 53 49
Narodiv 2B 29 34 40 21
the temperament of drivers, provides an adequate definition of the
str.– 2C 15 11 7 30
distribution of trips of vehicles. Marshala
To assess the features of the route choice by drivers with different Konieva
temperaments, the distribution of transport trips along alternative str.

Table 4
Distribution of transport trips on alternative routes for drivers with the ’choleric‘ temperament. Source: own work.
Origin-destination points The amount of Traffic route ( The ratio of the speed on the chosen The ratio of the route length The amount of trips Deviation
trips, vehicles Table 1) route to the speed on the shortest to the shortest route length completed along the
route way, automobiles
actual calculated

Serhiia Hritsevtsa boul. – 34 1A 0,778 1,792 1 1 0

Liudviha Svobody av. 1B 1,000 1,000 11 10 1
1C 1,407 1,521 14 13 1
1D 0,666 1,421 2 2 0
1E 0,629 1,104 1 3 − 2
1F 0,889 1,333 5 5 0
Druzhby Narodiv str.– 34 2A 1,48 1,324 16 16 0
Marshala Konieva str. 2B 1,000 1,000 12 10 2
2C 0,84 1,352 6 5 1

8
N. Davidich et al.
routes was carried out, which is shown in Table 6.
The analysis of the obtained data showed that the share of trips of
drivers with different temperaments, who choose a certain route, is
determined by the parameters of the route. Moreover, this difference
between the shares of trips can reach up to 60%. Thus, considering the
individual characteristics of drivers makes it possible to more
adequately distribute traffic flows along the urban road network.
6. Discussion
The use of psychophysiological studies methods allowed us to assess
the type of nervous system and driver’s temperament. This made it
possible for the first time to determine the degree of influence of the
streets network parameters on the choice of drivers with different ner­
vous systems type of the traffic route when freight urban transportation.
In contrast to the existing approach [55] to planning the parameters of
the transport process, it is assumed that the type of nervous system of
drivers affects the freight flows distribution via the choice of the route. It
was found that the parameters of traffic on different routes have a
differentiated influence on the driving of different temperaments. As a
result, it is advisable to plan the parameters of the freight traffic flow
distribution including the type of driver’s nervous system. The models
presented show the value of the share of freight transport trips that will
be implemented along the route with the appropriate parameters. Their
use will allow to predict the load on the road network by trucks. As a
result, there is an opportunity to assess the impact of industrial infra­
structure on the state of the urban transport system. This can be one of
the elements of smart cities infrastructure.
Such approach to the formation of freight traffic allowed to take into
account the human factor and the parameters of the road network.
However, it does not fully monitor the formation of freight flows. It only
takes into account the type of driver’s nervous system. In fact, the choice
of the route is also influenced by the driver’s age and qualifications. The
measurement results allow the organizers of the transport process to
identify possible routes for drivers with different types of nervous sys­
tems. Therefore, the models presented can be used for route design and
vehicle planning, taking the human factor as a variable to increase the
efficiency of the transportation process.
7. Conclusions
The obtained models of change in the share of freight transport trips
completed via alternative traffic routes chosen by drivers with different
nervous system types can be used in designing urban traffic routes in
which the parameters of the transport process and drivers are consistent
with the range of changes of models factors. The presented results in­
crease the chances for the city’s development while maintaining the
principles of sustainability, which is absent in activities related to de­
liveries of supplies to units operating in the city. They are usually
implemented chaotically, fragmentarily, without maintaining coopera­
tion between individual units. The diversity of the data range presented
by the considered factors covers the real data of freight transportation in
the Ukrainian and Polish cities. According to the analysis, the presented
results can be applied in any city or transport system if the variation data
are similar or included in the proposed model. In this case, the models
must take into account specific urban regularities and limitations. Based
on the obtained results, it is possible to model the transport network,
rationalise the development and planning of traffic flows, which is
possible through introduction of information technologies. Modelling
the routes of vehicles allows analysing the outcomes of roads and in­
tersections. The introduction of information technologies will lead to
better control of the transport system and transport operations. The
presented approach extends the knowledge gained in solving the route
choice problem by the driver, organising the transport process and
monitoring the generation of freight traffic flows in cities, and in­
troduces new principles of urban development planning using Smart
9
Sustainable Cities and Society 75 (2021) 103168
infrastructure technology.
Declaration of Competing Interest
None.
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