为确定有轨电车客运通行能力，在分析有轨电车运行特征的基础上，以进站清空时间、停站时间和运营裕量为变量，建立了线路通行能力计算模型；通过将交叉口设站时的平均停站时间和红灯平均等候时间之和转换为交叉口平均停站时间，计算无信号协调控制和有信号协调控制的线路通行能力；以不同车长的车辆容量利用系数修正了车辆载客容量，计算得到有轨电车客运通行能力。研究结果表明：无信号协调控制时，客运通行能力为6000～10000p/h；信号协调控制将提升客运通行能力20%～40%，达到8000～15000p/h；交叉口信号周期越长，客运通行能力越低。因此，有轨电车应设置信号优先协调控制，并控制好交叉口规模以降低信号周期时长。
In order to calculate the passenger capacity of tramway, based on analyzing tramway operating characteristics, a line capacity calculation model was established by taking the station clearance time, stopping time and operating margin as variables. Then, via the sum of the average stopping time and the average waiting time at the red light converted into the average stopping time at the intersection, the line capacities with and without signal coordinated control and signal coordinated control were calculated; the passenger capacities of vehicles were revised by the vehicle capacity utilization coefficient of different vehicle length. Finally, the passenger capacities of trams were calculated. The research results show that: when there is no signal coordinated control, the passenger capacity is 6000~10000p/h; after signal coordinated control, the passenger capacity will be increased by 20%～40% to 8000~15000p/h; the longer the intersection signal cycle, the lower the passenger capacity. Therefore, tramway should be set with signal priority coordinated control, and the scale of intersections should be controlled to reduce the signal cycle time.
[1] Holmes A M. Edingburgh Tram Design Manual[R]. Edingburgh: The City of Edinburgh Council, 2006.
[2] Hammoum F, Chabot A, St-Laurent D, et al. Effects of Accelerating and Decelerating Tramway Loads on Bituminous Pavement[J]. Materials and Structures, 2010, 43(9): 1257-1269.
[3] Praml G, Schierl R. Dust Exposure in Munich Public Transportation: A Comprehensive 4-Year Survey in Buses and Trams[J]. International Archives of Occupational and Environmental Health, 2000, 73(3): 209-214.
[4] Ohmori N, Omatsu T, Matsumoto S, et al. Passengers′ Waiting Behavior at Bus and Tram Stops[C]// Sixth International Conference of Traffic and Transportation Studies Congress (ICTTS). Nanjing: American Society of Civil Engineers, 2008: 520-531.
[5] Annika H, Bj?rnsting U, Brismar B. Trams—A Risk Factor for Pedestrians[J]. Accident Analysis and Prevention, 1996, 28(6): 733-738.
[6] Transportation Research Board. Transit Capacity and Quality of Service Manual (3rd Edition)[R]. Washington DC: Transportation Research Board, 2013.
[7] Nagatani T. Fluctuation of Tour Time Induced by Interactions Between Cyclic Trams[J]. Physica A: Statistical Mechanics and its Applications, 2004, 33(1-2): 279-290.
[8] 毛保华，姜帆，刘迁，等. 城市轨道交通[M]．北京：科学出版社，2001．
[9] 汪波，韩宝明，战明辉，等. 城市轨道交通运输能力计算及加强研究[J]. 城市轨道交通研究，2013，16（4）：38-43．
[10] 胡少帅，王正武. 公交专用道停靠站通行能力模型分析[J]. 交通科学与工程，2012，28（1）：79-83．
[11] 冯浚，张清峰，刘磊，等. 快速公交系统通行能力研究[J]. 城市交通，2013，11（3）：76-82．
[12] 黎冬平，王宝辉，陈雷进. 现代有轨电车在城市核心区的应用方案研究——以淮安市为例[J]. 中国市政工程，2014，176（6）：88-91．
[13] 周小华，董皓，陈友彬，等. 有轨电车共线运营下三通区的设计通过能力优化研究[J]. 都市快轨交通，2019，32（1）：130-135．
[14] 陶涛. 现代有轨电车运行组织与运输能力研究[D]. 南京：东南大学，2017．
[15] 蒋丽华. 珠海现代有轨电车1号线上冲站的列车折返能力测算[J]. 城市轨道交通研究，2017，20（4）：132-135．
[16] 黎冬平. 现代有轨电车的应用模式[J]. 城市轨道交通研究，2015，18（3）：57-59．
[17] 王殿海，朱慧，别一鸣，等. 干线公交优先信号协调控制方法[J]. 东南大学学报（自然科学版），2011， 41（4）：859-865．
[18] Koonce P, Ringert J, Urbanik T. Detection Range Setting Methodology for Signal Priority[J]. Journal of Public Transportation. 2002, 5(2): 115-135.
[19] 中国中铁二院工程集团有限责任公司. 城市有轨电车工程设计标准：CJJ/T 295—2019[S]. 北京：中国建筑工业出版社，2019.
京公网安备 11010102003417号
京ICP备17006742号-3