DB12T 1238-2023 公共汽車(chē)運(yùn)行評(píng)價(jià)指標(biāo)體系

43.02012EvaluationindexsystemofbusoperationI本文件按照GB/T1.1—2020《標(biāo)準(zhǔn)化工作導(dǎo)則第1部分：標(biāo)準(zhǔn)化文件的結(jié)構(gòu)和起草規(guī)則》的規(guī)定本文件起草單位：天津市智能交通運(yùn)行監(jiān)測(cè)中心、天津市政工程設(shè)計(jì)研究總院有限公1公共汽車(chē)運(yùn)行評(píng)價(jià)指標(biāo)體系CJJ/T119-2008城市公共交通工程術(shù)公共交通線網(wǎng)publictransport公交專(zhuān)用車(chē)道運(yùn)行速度busexclusivewayoperat公交出行效率bustravele等效出行頻率系數(shù)equivalenttravelfrequencycoeffi2POI（興趣點(diǎn)）是地圖上地點(diǎn)記錄，由地理坐標(biāo)4評(píng)價(jià)指標(biāo)體系車(chē)行情況的無(wú)量綱數(shù)值，公共汽車(chē)運(yùn)行關(guān)鍵指5.1公交競(jìng)爭(zhēng)指數(shù)8～10分別對(duì)應(yīng)“競(jìng)爭(zhēng)力強(qiáng)”、“競(jìng)爭(zhēng)力較強(qiáng)”、“競(jìng)爭(zhēng)力較差”、“競(jìng)爭(zhēng)力差”、“競(jìng)爭(zhēng)力很差”五個(gè)級(jí)別，數(shù)值越高表明公交服務(wù)的競(jìng)爭(zhēng)力越差。··········································Qa——區(qū)域a的公交競(jìng)爭(zhēng)指數(shù)；E——兩個(gè)區(qū)域之間的公交出行效率。在計(jì)算各區(qū)域的競(jìng)爭(zhēng)指數(shù)后，全域公交競(jìng)爭(zhēng)指數(shù)計(jì)算方法見(jiàn)附錄3255，255，0255，128，0255，0，05.2公交可達(dá)指數(shù)數(shù)值越小表明獲取公交服務(wù)難度越大?？蛇_(dá)指數(shù)按照1小時(shí)最小時(shí)間AI=EDFmax+（0.5?∑EDFn）···················EDF——等效出行頻率系數(shù)；n——該站點(diǎn)的第n條線路。進(jìn)行分級(jí)實(shí)現(xiàn)指數(shù)標(biāo)準(zhǔn)化，顏色表示見(jiàn)下表，可達(dá)性計(jì)算值與指數(shù)的轉(zhuǎn)化關(guān)系見(jiàn)附錄B.2。5.3公交延誤指數(shù)4表明獲取公交運(yùn)行延誤越大。延誤指數(shù)按照1小時(shí)最小時(shí)間粒knum=····································································knum——某條線路上行或下行延誤比例；j——某條線路第j站；255，255，0255，128，0255，0，05.4公交可靠指數(shù)8～10分別對(duì)應(yīng)“運(yùn)行準(zhǔn)點(diǎn)”、“運(yùn)行基本準(zhǔn)點(diǎn)”、“運(yùn)行輕度不準(zhǔn)點(diǎn)”、“運(yùn)行中度不準(zhǔn)點(diǎn)”、“運(yùn)行嚴(yán)重不準(zhǔn)點(diǎn)”五個(gè)級(jí)別，數(shù)值越高表明獲取公交運(yùn)行的可靠程度越低。可靠指數(shù)按照1小時(shí)最小時(shí)間Rij=Pij?CVj?10····5若Rij結(jié)果大于10，則取10；Rij——某一條公交線路i站至j站的可靠指數(shù)；Pij——某一條公交線路i站至j站的可靠比例；值對(duì)應(yīng)實(shí)現(xiàn)標(biāo)準(zhǔn)化，顏色表示見(jiàn)下表，不可靠班次占比與可靠指數(shù)轉(zhuǎn)換關(guān)系見(jiàn)附錄B.255，255，0255，128，0255，0，06A.1公交競(jìng)爭(zhēng)指數(shù)計(jì)算方法A.1.1計(jì)算某兩個(gè)區(qū)域之間的公交出行效率tcar——兩個(gè)區(qū)域形心之間采用小汽車(chē)出行所花費(fèi)的時(shí)間。A.1.2區(qū)域公交競(jìng)爭(zhēng)指數(shù)計(jì)算································E——兩個(gè)區(qū)域之間的公交出行效率。A.1.3全域公交競(jìng)爭(zhēng)指數(shù)計(jì)算·····································Qn——區(qū)域n的公交競(jìng)爭(zhēng)指數(shù)；A.2公交可達(dá)指數(shù)計(jì)算方法A.2.1計(jì)算等效出行頻率系數(shù)通過(guò)計(jì)算將出行時(shí)間轉(zhuǎn)換為了一個(gè)概念上的平均等待時(shí)間，等同于公交服務(wù)在POI點(diǎn)位EDF=··················································7EDF——等效出行頻率系數(shù)；tw——從POI點(diǎn)位步行至公交站點(diǎn)所需的時(shí)間；ts——在公交站點(diǎn)等某條線路公交車(chē)所需要的時(shí)間。A.2.2計(jì)算POI點(diǎn)位的可達(dá)指數(shù)計(jì)算POI點(diǎn)位乘坐公共汽車(chē)的可達(dá)指數(shù)。AImode=EDFmax+（0.5?∑EDFn）···············································(A.5)EDFmax——等效出行頻率系數(shù)的最大值；POI的可達(dá)指數(shù)是所有模式的AI值的總和。AIpoi=∑AImode··································································(A.6)AIpoi——POI點(diǎn)位的可達(dá)指數(shù)；AImode——POI點(diǎn)位乘坐公共汽車(chē)的可達(dá)指數(shù)。A.3公交延誤指數(shù)計(jì)算方法A.3.1計(jì)算自由流狀態(tài)下的運(yùn)行時(shí)間作為自由流狀態(tài)下的運(yùn)行時(shí)間tf。A.3.2站點(diǎn)快捷比例·····································kium——某條線路某個(gè)車(chē)次i站至j站快捷比例；tij——某條線路某個(gè)車(chē)次i站至j站的運(yùn)行時(shí)間；t——某條線路i站至j站的自由流狀態(tài)下的運(yùn)行時(shí)間。A.3.3線路延誤比例計(jì)算knum=································································knum——某條線路上行或下行延誤比例；A.3.4線網(wǎng)延誤指數(shù)·····································8A.4公交可靠指數(shù)計(jì)算方法A.4.1運(yùn)行可靠時(shí)間范圍E=25%·················································E——運(yùn)行可靠時(shí)間范圍。A.4.2站點(diǎn)可靠比例將某一條公交線路，分站區(qū)間與運(yùn)行可靠時(shí)間范圍進(jìn)行比對(duì)，判斷符合范圍的數(shù)據(jù)數(shù)量比例。Pij——某一條公交線路i站至j站的可靠比例；tij——某條線路某個(gè)車(chē)次i站至j站的運(yùn)行時(shí)間；Num——單位時(shí)間內(nèi)符合要求的車(chē)次數(shù)。A.4.3離異系數(shù)計(jì)算·····················如果站點(diǎn)的離異系數(shù)小于線路離異系數(shù)均值，離異系數(shù)CVj=1。如果站點(diǎn)的離異系數(shù)大于線路離A.4.4站點(diǎn)可靠指數(shù)計(jì)算Rij=Pij?CVj?10·······························································(A.13)A.4.5線路可靠指數(shù)Rnum=····