With the popularity and progress of urban transportation, the design of surface bus routes is of great significance to the development of urban public **** transportation, and the reasonableness of the routes becomes even more important. So, how can we use the big data generated by urban transportation to evaluate the health of the transportation system, so as to optimize the service and bring users a better and more convenient travel experience, is the direction we big data practitioners need to work on.

The design of ground bus routes is of great significance to the development of urban public **** transportation, and the rationality of the routes becomes even more important. This paper addresses the rationality analysis of bus routes and related issues, about the rationality evaluation of bus routes is key to the selection of evaluation indicators and specific related data investigation and collection, bus off-peak, peak commuting, weekend peak ridership data comprehensive score. Thus, the rational evaluation of public transportation services.

First of all, we need to use the data, the establishment of a comprehensive evaluation system of transportation, so that we can effectively evaluate, and uncover the problem, so that we can have the goal of improvement. So, what are the dimensions of the urban transit evaluation system, let's take a look:

Transit resource utilization

Passenger word-of-mouth analysis

Transit operating costs

Per capita travel time

Average passenger travel time

Average off-peak vehicle load factor

Site coverage

With these scoring indicators, we can analyze the health of a city's public transit system, and once the overall score drops, it is bound to be related to some of these indicators, so that our decision makers can adjust their management direction accordingly, and improve the public transit service in a timely manner.

Convenience Assessment Dimension

Site Coverage: the ratio of the coverage area of the total number of stops N of all bus routes to the area of the service area F, which is used to indicate the average distribution of bus stops in the bus service area and to reflect the degree of proximity of residents to bus stops. Obviously, the higher the coverage of stations in the region, the better the convenience;

Average passenger travel time consumption: refers to the time spent per capita by residents in the transportation behavior, reflecting the actual impact of the public transport system on the lives of residents. Of course, the smaller the average passenger travel time consumption, it means that the bus network for the residents of the higher the convenience.

Efficiency Evaluation Dimensions

Vehicle occupancy rate: the average fullness of operating vehicles carrying passengers throughout the day, reflecting the extent to which transit resources are utilized. Obviously, the higher the vehicle load factor, the more efficient the bus system is;

Road saturation: the better the saturation, the higher the utilization of road resources by bus routes.

Transit efficiency assessment dimensions

Operating costs are mainly considered in the fuel consumption of bus vehicles traveling and the size of the route model, fuel consumption reflects the length of the bus route, thus reflecting the daily operating costs of the bus line;

The non-linear coefficient of the line refers to the ratio of actual length of the bus line to the spatial straight-line distance, the smaller the non-linear coefficient,

How to calculate these indicators, we need to unify:

Non-first-tier cities with good transportation construction

The average travel time consumption of off-peak passengers is t1=20.3 minutes;

The average travel time consumption of commuting peak passengers is t2=21.0 minutes;

The average travel time consumption of weekend peak passengers is t3= 30.5 minutes.

The straight-line factor is = the route length of the bus line / the spatial geometry of the originating stop

The nationally recommended transit standards are as follows:

The average passenger travel time should be between 20 and 60 minutes;

The non-straight-line factor should be between 1.0 and 1.4

Stop coverage should be between 0.25 and 0.5

Vehicle load factor should be between 0.25 and 0.5

Vehicle occupancy is set at 60 passengers or less

Based on the data combined with the formula, we can assess which of the four ratings - excellent, good, fair, or poor - a city's bus service is in comparison to the national standard.

Once there is a poor rating, then our managers can also determine what the problem is based on the indicators, and engage in timely control to improve the quality of service.