DB12T 1238-2023 公共汽車運(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公交專用車道運(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)體系車行情況的無量綱數(shù)值，公共汽車運(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?！ぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁぁa——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，顏色表示見下表，可達(dá)性計(jì)算值與指數(shù)的轉(zhuǎn)化關(guān)系見附錄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?？煽恐笖?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，顏色表示見下表，不可靠班次占比與可靠指數(shù)轉(zhuǎn)換關(guān)系見附錄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)車次i站至j站快捷比例；tij——某條線路某個(gè)車次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=····