公共交通運輸系統(tǒng)外文文獻翻譯英文參考

1、公共交通運輸系統(tǒng)外文文獻翻譯 (含：英文原文及中文譯文) 文獻出處：Marinov Kim. The fractal structure of Seouls public transportation systemJ. Cities, 2013, 20(1):31-39.英文原文 Public transportation systemMarinov KimAbstractTransportation systems provide significantly different services than urban suburbs, which often leads to differe

2、nt assumptions about the users choice of transportation method. The simulation model mentioned in this paper proposes a policy for evaluating the impact of transport services. The mode of transportation is considered to be public transport, including light rail transit (light rail) and buses, plus p

3、rivate cars. In the three-step traveler behavior simulation model, the concept of generalized transportation cost is used. It proposes various types of transportation, as well as advice on residents travel options and the quantification of suburban residential community forms, and uses data derived

4、from a typical corridor in Beijing, China. The simulation results show that lowering fares, increasing the comprehensive capacity of public transport, and penalties for private cars are necessary to improve the efficiency of the system and the attractiveness of the suburbs, especially for those with

5、 low income; without roads Pricing will encourage middle-income residents to shift to private cars. At the same time, high-income earners may leave the suburbs due to road congestion; however, improvements in public transportation can attract more short- and medium-distance travelers, but passengers

6、 are not sensitive to travel distance.Key words: generalized cost, public transportation, congestion pricing, transportation service, BeijingSince the 1990s, large and medium-sized cities in China have experienced suburbanization, and the spatial structure of these cities has been gradually formed,

7、relying heavily on the advancement of transportation. Due to population explosions and the transformation of the central cities, many suburban towns have developed into residential areas, and most of these newly developed towns and cities are employed by central cities or nearby industrial areas. Fo

8、r example, more than 80% of the residents of the Longkou suburban community work in Beijing or in central cities in developed regions. Almost half of the Beijing community residents are employed in the CBD of Chaoyang District. These areas pose new challenges to traffic policy makers and urban plann

9、ers in the planning of transportation systems and the provision of operational efficiency.In many cases, border towns connect central cities or industrial parks via highways and city tracks. Compared with traditional cities, suburban exhibitions exhibit more stable modes of transport use, rely more

10、on public transportation, private cars, and less use of motorized modes (bicycles, walking). Working distance has a greater impact on peoples mode of transportation than any single factor. This feature can profoundly affect the suburbanization of the population and restrict some people from immigrat

11、ing to the suburbs.This article uses Beijing in the northwestern region as a test case to analyze the policies for transport services, mainly the costs and service quality, and will affect the overall transport system and urban spatial structure. The organization of this article is as follows: Secti

12、on 2 briefly reviews some of the recent literature on the choice of transport mode and compares it with the Haicheng Corridor case in Haicheng City, especially China. The third section discusses the concept of transport costs in general and establishes new concepts, including the use of generalized

13、costs and the obstacles to shifting the cost budget. In the fourth quarter, the passenger transport mode selection behavior simulation model was introduced between public transport and driving, and then it turned to the China experience transport service policy and the selection of Haicheng Haicheng

14、 travel mode. In the fifth section, the special mention was made of the rapid suburbanization of the northwestern region using Beijings light rail and highway. In section VI, the main findings and policy implications are drawn. A large number of research institutions are studying the choice of trans

15、portation mode and individual travel mode. In general, there are three common ways to determine this problem. The first part focuses on the characteristics of each model that influences choice decisions, and the empirical research used to change the results, study people and tourism purposes. For ex

16、ample, the travel-to-work behavior in Accra (Ghana) is primarily determined by the perceived quality of service, commercial commuter cars, and the personal circumstances of the employees, rather than by waiting for the time or the car. In the United Kingdom, to determine the itinerary for visiting r

17、elatives and friends, economic factors explain the choice of mode to a large extent, and the reasons for qualitative use of private transport are often secondary (Cohen, Harris, 1998). Examples of images used by Johansson and other Swedish workers indicate that the two sensations of flexibility and

18、comfort affect the individuals choice pattern. According to the experimental field research and statistical analysis in Frankfurt, Germany, there are four types of people. One group seldom pays attention to money and time. The second group attaches great importance to money but does not attach much

19、importance to time. The third group attaches great importance to it. The fourth group seldom pays attention to money but attaches great importance to time. Lin Tancu et al. selected data from 1998 that the Dutch national tourism survey team confirmed spatial allocation, land use and transport infras

20、tructure, and had a major impact on long-distance travel patterns such as commuting, business and leisure travel.The concept of generalized transportation costs is often used to evaluate and explain tourism behavior. Generalized travel costs include travel time, overtime, money costs, parking fees,

21、and some negligible tips. However, this concept is different in different literature because of different research purposes. For example, generalized cycling costs are as follows: travel time, physical needs, comfort, traffic safety, the risk of bicycle theft, the cost of parked bicycles, maintenanc

22、e costs, and personal safety. The generalized concept of monetization is usually the conversion of travel time into monetary expenses, increased fees, and fees collected. In this study, the commuter travel behavior was simulated. The three transports are all related to the concept cost. The first on

23、e can be defined as budgetary obstacles, including operating expenses, road maintenance fees, and parking fees. The second is the generalized cost and time cost of monetization, including operating expenses, as well as parking fees. Users are presumed to minimize the monetization costs of individual

24、s and differentiate their traveler from travel time and cost. The generalized monetization cost of public transportation is to calculate the time of access to the train station, waiting time, which is calculated based on the progress, waiting time, and fare. Monetization costs include travel time, f

25、ees, car operating costs, and parking fees at work locations. The third concept is to determine the cost of the mode transfer cost, that is, congestion caused by discomfort. It is speculated that if the passengers in the vehicle have far exceeded capacity, new passengers will be transferred to other

26、 affordable transport methods.Roads that run through cities and villages are usually not only private cars but also public cars. From previous experience, road pricing can greatly increase the users remaining area, and the cost of public transportation can greatly reduce the congestion caused by lon

27、g-term travel, especially if the user largely loves public transportation. Option 2 shows that high-income travelers have to abandon plans for regular migration to the suburbs, mainly due to the serious congestion caused by free use. The other group is passengers who have deeply affected middle-inco

28、me people. They switched from public transport to private car driving.The reduction in bus fares and the increase in bus lines have led many middle-income residents to move to the bus, while car users have shifted to the light rail, especially those short-distance travel. In addition, the study foun

29、d that a comprehensive policy to improve public transport services and some private car punitive measures will help improve system efficiency and the attractiveness of suburban communities.This integrated system includes the reduction of light rail and bus fares, the improvement of service quality,

30、and the collection of highway tolls. It should be pointed out that the light rail has been designed to increase the use of public handrails to make public transport more attractive to users, and thus reduce road congestion. According to the simulation results, the reduction in LRT and bus fares and

31、the increase in passenger capacity make this model more attractive to those low- and middle-income travelers. The end result is that more and more people migrate to the suburbs, from low-income to high-income classes. Of course, improvement of public transport services requires government subsidies.

32、 This is also a worldwide phenomenon. The economic travel distance of each model is hardly affected by the policies of different transport services. Public buses are used for short-distance travel, while middle- and long-distance people prefer light rail. On the other hand, car users do not matter.

33、The results show that these low-income citizens have moved to suburban economic housing due to existing transport service policies, including relatively high fees for public transportation and roads, and limited light rail and bus lines. Of course, all modes of transport have a certain degree of inf

34、luence on people working from home.Urban transport is a major area of government policy throughout the world. Transport policy will also affect the urban form, especially suburbanization. In Beijing, many economic apartments are designed for the construction of low-income residents. There are two ma

35、in issues before the decision on major issues. First, from past experience, a large number of permanent residents in suburban communities are middle- or higher-income people. And many owners still live in the city center, and suburban houses are only used for vacations. In addition, residents are co

36、nstantly complaining about traffic congestion and relatively high toll roads, especially during peak hours. The simulation results of this study explain these phenomena and try to give corresponding policy implications.中文譯文公共交通運輸系統(tǒng)Marinov Kim摘要運輸系統(tǒng)提供了與城市郊區(qū)顯著不同的服務(wù),這通常會導(dǎo)致有關(guān) 用戶選擇交通方式的不同假設(shè)。本文所提到的仿真模型,提出

37、了評估影 響運輸服務(wù)的政策。運輸方式被認為是公共交通工具,包括輕型軌道交通 (輕軌) 和公共汽車, 加上私人轎車。 在三步旅行者行為仿真模型中, 使用了廣義運輸成本的概念。它提出各類交通以及對居民的出行選擇和郊區(qū)住宅社區(qū)形態(tài)量化的建議, 并使用了源自于中國北京一個典型走廊的數(shù)據(jù)。仿真結(jié)果表明:票價降低,增加公共交通的綜合能力,以及對私家 車的懲罰是很有必要的,以此來提高系統(tǒng)效率和郊區(qū)的吸引力,特別是 對那些低收入的人; 沒有公路定價, 將鼓勵中等收入居民轉(zhuǎn)向私人轎車, 同時 , 高收入者可能因為道路擁擠離開郊區(qū);然而公共交通的改善可以 吸引更多短距離和中距離的旅客,但轎車用戶對于旅行距離并不敏

38、感。 關(guān)鍵詞 :廣義成本,公共交通,擁擠定價,運輸服務(wù),北京從上世紀 90年代,中國大中城市已經(jīng)歷郊區(qū)化,而且這些城市的 空間結(jié)構(gòu)逐步形成,在很大程度上依賴于交通運輸?shù)倪M步。由于人口爆 炸和改造中心城市,許多郊區(qū)城鎮(zhèn)發(fā)展為住宅區(qū),這些新發(fā)展城鎮(zhèn)的大 部分居民受雇于中心城市或附近的工業(yè)區(qū)。例如, 80%多回龍關(guān)郊區(qū)社 區(qū)的居民在北京或發(fā)達地區(qū)中心城市工作, 幾乎有一半的北京社區(qū)居民 受雇于朝陽區(qū)中央商務(wù)區(qū)。 這些領(lǐng)域在交通系統(tǒng)規(guī)劃與提供經(jīng)營效率方 面對交通政策制定者和城市規(guī)劃設(shè)計師提出了新的挑戰(zhàn)。在許多情況下, 邊沿城鎮(zhèn)通過高速公路和城市軌道連接中心城市或 工業(yè)園區(qū)。相比傳統(tǒng)的城市,郊區(qū)展覽更穩(wěn)

39、定的運輸使用模式,更加依 賴公共交通,私人汽車,較少使用機動模式(自行車,步行)。工作距 離比任何單一因素對人們的交通方式的影響都大。這樣的特點,可以深 刻影響的人口郊區(qū)化,并限制一些人移民到郊區(qū)。本文利用西北地區(qū)的北京作為一個測試案例, 分析了運輸服務(wù)的政 策,主要是費用和服務(wù)質(zhì)量,將影響整體運輸系統(tǒng)與城市空間結(jié)構(gòu)。本文的組織如下:第二節(jié)簡要回顧最近一些有關(guān)運輸方式選擇的文獻,并與海城市海城走廊案件,特別是中國的現(xiàn)狀進行比較。第三部分討論廣義運輸成本的概念,并建立了新的概念,包括利用廣義成本和轉(zhuǎn)移成本 預(yù)算的障礙。 第四節(jié)在公共運輸和駕駛之間介紹旅客運輸方式選擇行為 仿真模型, 然后轉(zhuǎn)向注意

40、中國經(jīng)驗運輸服務(wù)政策與海城市海城出行方式選擇。在第五節(jié)中,特別提到的情況是,利用北京的輕軌和高速公路, 西北地區(qū)迅速郊區(qū)化。在第六節(jié)中,得出主要研究結(jié)果和政策啟示。大量的研究機構(gòu)在研究運輸方式和個體出行方式的選擇。一般來 說,有三種常見的方法來確定這個問題。第一部分著重研究影響選擇決 策的每個模式的特點,所采用的實證研究狀況用于改變結(jié)果,研究人與 旅游目的等。例如, travel-to-work 行為在阿克拉(加納) 主要由知覺 服務(wù)品質(zhì)、商業(yè)通勤車以及員工的個人情況決定,而不是通過訪問,等 待時間或車載。在英國,為了走親訪友而決定行程,經(jīng)濟因素在很大程 度上解釋模式的選擇,使用私人交通工具時定性的理由往往是次要的 (科恩、哈里斯, 1998)。約翰松等使用瑞典上班者的圖片案例表明了 靈活性和舒適性這兩個感覺影響個人的選擇模式。根據(jù)在法蘭克福,德 國的實驗領(lǐng)域研究和統(tǒng)計分析,認為有四類人。一類人很少重視金錢和 時間因素,第二種人非常重視金錢但很不重視時間,第三種人都重視, 第四種人很少重視金錢但很重視時間。林坦庫等人選自來自 1998年的 數(shù)據(jù), 即荷蘭國家旅游調(diào)查組確認空間配置, 土地利用和交通基礎(chǔ)設(shè)施, 對長途旅行模式比如通勤,商務(wù)和休閑旅行具有重大影響。廣義運輸成本的概念經(jīng)常用于評估和解釋的旅游行為。