交通運輸-外文翻譯-外文文獻-英文文獻-北京運輸系統(tǒng)

1、附件1:外文資料翻譯譯文北京運輸系統(tǒng)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

2、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腸回龍關(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

3、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)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，

4、包括 利用廣義成本和轉(zhuǎn)移成本預算的障礙。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

5、，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

6、估和解釋的旅游行為。廣義旅行成本包括旅行 時間，超過時間，金錢成本，停車收費，和一些令人忽視的小費。然而，這一概念 在不同的文獻因為不同的研究目的是不同的。例如，廣義騎自行車費用如下：旅行 時間，物理需要，舒適，交通安全，自行車被盜的風險，停放自行車的費用以及維 護費用，個人安全。貨幣化的廣義概念通常是將旅行時間轉(zhuǎn)換成貨幣費用，增加的 費用，收取的費用，在這項研究中，模擬通勤出行行為，三個運輸關(guān)于概念費用是 相通的。第一個可以被定義為預算障礙，包括經(jīng)營費用，養(yǎng)路費以及停車場收費。第二個是貨幣化的廣義成本和時間成本，包括經(jīng)營費用，以及停車費用。用戶被假 定為盡量減少個人的貨幣化成本，把自己的出行

7、方有別于旅行時間和費用成本。廣 義貨幣化成本的公共交通是計算訪問到火車站的時間，等候時間，這是計算的基礎(chǔ) 上的進展，等車時間，以及票價。貨幣化費用包括旅行時間，收費，汽車運行成本 和在工作地方的停車場收費。第三個概念是確定模式轉(zhuǎn)移成本即擁擠造成不適的成 本。據(jù)推測，如果乘客在車輛已遠遠超過容量，新來的旅客會轉(zhuǎn)移到其他負擔得起 的運輸方式。貫穿城市及鄉(xiāng)村的公路通常是不僅僅可以通私人轎車，也可以通公共汽車。介 于以前的經(jīng)驗，道路定價可以大大提高用戶的剩余地區(qū)，公共交通的費用可以大大 減少因長時間的旅行而造成的擁擠，特別是，如果用戶很大程度上鐘情于公共交通 方案2表明高收入的旅客不得不放棄定期遷移到

8、郊區(qū)的計劃，主要由于免費使用的 情況下所造成的嚴重擠塞。另一組是深深影響了中等收入的旅客，她他們從公共運 輸方式換成了私家車駕駛。公共汽車票價降低和公交線路的增加使得許多中等收入居民轉(zhuǎn)移去坐公交車， 同時小汽車用戶轉(zhuǎn)移到輕軌，特別是那些短距離旅行。止匕外，研究發(fā)現(xiàn)，一個綜合 改善公共交通服務(wù)和一些私人汽車懲罰措施的政策，有利于提高系統(tǒng)效率和郊區(qū)社 區(qū)的吸引力。這種綜合系統(tǒng)包括輕軌、公共汽車票價的降低，服務(wù)質(zhì)量的提高和公路通行費 的征收。應該指出，輕軌已旨在增加公交扶手使公共交通更吸引用戶，從而，減少 道路擁擠。根據(jù)模擬結(jié)果，輕鐵及巴士票價減少以及客容量的增加，使這一模式對 于那些中低收入旅行者

9、更有吸引力。最后的結(jié)果是，越來越多的人移民到郊區(qū)，不 論是低收入到高收入階層。當然，公共交通服務(wù)的改善需要政府補貼，這也是一個 世界性的現(xiàn)象。每個模式的經(jīng)濟旅行距離幾乎不受不同的運輸服務(wù)的政策影響。公 共汽車是用于短距離的旅行，而中、長距離者喜歡輕鐵。反之，小汽車用戶則是無 所謂。結(jié)果表明，這些低收入公民因現(xiàn)有運輸服務(wù)的政策限制遷移到郊區(qū)的經(jīng)濟房 屋，包括相對高收費的公共交通和公路，以及有限的輕軌和公交線路。當然，所有 運輸模式對于在家工作的人在一定程度上都有影響。城市交通在整個世界中都是是政府政策的一個主要領(lǐng)域。運輸政策也會影響城 市形態(tài)，尤其是郊區(qū)化。在北京，許多經(jīng)濟公寓是專為那些低收入居

10、民建造準備的。 在重大問題的決策之前有兩個主要的問題。首先，從過去的經(jīng)驗，大量在郊區(qū)社區(qū) 中的永久居民都是中等或更高收入的人。而且很多的業(yè)主仍然居住在城市中心，郊 區(qū)房子只用來去度假。止匕外，居民不斷投訴交通擁堵和相對高的收費公路，特別是 在繁忙時間。本研究的模擬結(jié)果解釋了這些現(xiàn)象并嘗試給出了相應的政策含義附件2:外文原文Transport systemAbstractTransport systems offer substantially different services in city-suburb areas; this usually leads to different ass

11、umptions about user behavior in transport mode choice. In this paper a simulation model is proposed to assess the effect of transport service policies on mode choice. The transport modes considered are public transport, including light rail transit (LRT) and bus, together with the private auto.In th

12、e three step traveler behaviour simulation model, the concept of generalised transport costs is used. Various transit incentives are proposed and their impacts on residents travel choice and suburban residential community form are quantified, using data on a typical city-suburb corridor in Beijing,

13、China.The simulation results show that: the fare reduction and capacity increase of public transport integrated with private car disincentives is necessary to improve system efficiency and suburb community attractiveness, particularly for those low income people; without highway pricing, medium inco

14、me residents will be encouraged to shift to private car while more high income persons might leave the suburb because of road congestion; public transport improvement can attract more short and medium distance travelers, but the car users are not sensitive to travel distance.Keywords: generalised co

15、st, public transport, congestion pricing, transport service, BeijingFrom the middle of 1990s, metropolitans in China have been experiencing suburbanization, and the spatial structures of these cities are shaped, in large measure, by the advances of transportation. Many suburban towns were developmen

16、t only for residential areas because of the population explosion and renovation in central cities. Most of the residents in these new development towns are employed in the central city or near industrial parks. For example, more than 80% residents of Hui long guan suburban community in Beijing have

17、jobs in central city or developed CBD areas. And almost half of the residents in Wangjing community are employed in CBD in Chaoyang District. These areas present new challenges for transport policy makers and urban planning designers to plan and operate efficient transportation systems.In many cases

18、 the edge towns are connected to the central city or industrial parks by high-speed highways and urban rails. Compared to traditional urban areas, the suburban towns exhibit more stable transport mode use, more reliance on public transport and private automobile, less use of non-motorized modes (bic

19、ycle, walking). Home to work distances have a stronger bearing on people ' transport mode to work than any single factor. Such characteristics can deeply influence the population suburbanization, and restrict some people from immigrating to the suburb.This paper analyses how the transport servic

20、e policy, mainly fare and service quality, will impact the overall transport system performance and urban spatial structure, using the North-west area of Beijing as a test case. The paper is organized as follows. Section II briefly reviews some of the recent literatures on transport mode choice, and

21、 compares these studies with the city-suburban corrid or cases, especially the current conditions in China. Section III discusses the concept of generalised transport costs, and establishes the new concepts including budget barrier, monetized generalised cost and shift cost. Section IV presentsthe t

22、raveler behaviour simulation model of transport mode choice between public transport and driving. Attention is then turned to the Chinese experience of transport service policy and city-suburban travel mode choice in section V, with special reference to the case of North-west area which is a rapidly

23、 suburbanized region served by light rail and highway in Beijing. Major findings of the research and the policy implications are concluded and discussed in sectionVI.A substantial body of research exists on transport mode and individual travel mode choice. In general, there are three common approach

24、es to identify this issue. The first part of researches focuses on determining the characteristics of each mode which influence the choice decision. The results change with the adopted empirical case condition, studied person and travel purpose, etc. For example, travel-to-work behavior in Accra (Gh

25、ana) is influenced mainly by perceived service quality of the commercial commuter vehicles as well as employees' personal circumstances rather than by access, waiting or in-vehicle times (Abane, 1993). For trips made to visit friends and relatives in Britain, the economic reasons largely explain

26、 mode choice, and qualitative reasons for using private transport are often secondary (Cohen and Harris, 1998). Vredin Johanssonet el. used a sample of Swedish commuters to prove that both attitudes towards flexibility and comfort influencing the individual's choice of mode (Vredin Johansson,Hel

27、dt et al., 2006).Based on an experimental field study and statistical analysis conducted in Frankfurt Main, Germany, four classesof individuals were identifed. One class allocates a low importance to both monetary and time considerations, the second allocates high importance to money and low importa

28、nce to time, the third allocates high importance to both, and the fourth allocates a low importance to money and a high importance to time (Davidov, Yang-Hansen etal., 2006). And Limtanakool etel. employed data from the 1998 Netherlands National Travel Survey to confirm the spatial configuration of

29、land use and transport infrastructure has a significant impact on mode choice processes for medium and long distance trips for all purposes: commute, business, and leisure tripsGeneralised transport costs is a concept frequently used forassessing and explaining travel behaviour. The generalised cost

30、s of travel include the travel time, excess time, money cost, parking charge, and the discomfort and lesser connivance. However, this concept is diverse in different literatures for varying research purposes. For example, the generalised costs of cycling are the following: travel time, physical need

31、s, comfort, traffic safety, risk of bicycle theft, costs of parking bicycles and maintenance costs, personal security. And the concept of monetized generalised cost is usually calculated by converting travel time into monetary cost, and adding the cost of the fare charged In this study, for simulati

32、ng the commuter" Sravel behaviour, three transport costs related concepts are adopted in order. The first can be defined as budget barrier, including the fare or toll charged together with parking cost which all means cash payment in the trip. The second one is monetized generalized cost includ

33、ing fare, parking and time cost. Users are assumed to minimize individual monetized generalized trip cost and divide themselves among the travel modes that are differentiated in travel time and fare cost. The monetized generalized costs of public transport is computed as a function of the access tim

34、e to the station, the waiting time which is calculated based on the line ' s headway, in-vehicle travel time, and the fare. The monetized generalized cost of driving includes travel time, toll, car operation cost and parking charge in work place. The third concept is identified as mode shift cos

35、t which means discomfort cost caused by congestion. It is assumed that if the passengers in vehicle have far exceeded the capacity, the new coming passenger will shift to other affordable transport mode.The city-suburb highway is usually used not only by private auto, but the bus. Using the previous

36、 experience, road pricing can greatly increase users surplus in the area where the cost of public transport can be significantly reduced by decreasing congestion because of the long travel distancesinvolved, Particularly, if a substantial portion of users are captive to public transport. The results

37、 of scenario 2 show that more high income travelers have to abandon the plan of migrating to suburb mainly owing to the serious congestion on the condition of free use. Another deeply influenced group is medium income travelers who shift from public transport modes to car driving.Bus fare reduction

38、and bus lines increase make many medium income residents shift to bus transport, meanwhile the car users shift to light rail, particularly those who travel for short distances. Furthermore, the research finds that an integrated policy of improved public transport service and some private car disince

39、ntives is beneficial to improve system efficiency and suburb community attractiveness.The integration consists of light rail and bus fare reduction, service quality improvement and highway toll imposition. It should be pointed out that light rail has been designed to increase transit rider ship by m

40、aking public transport more attractive to users and, thus, to reduce road congestion. According to the simulation result, the light rail and bus fare reduction and capacity increase makes this mode more attractive to those low and medium income travelers who are captive to bus mode before. The final

41、 outcome is that more people can migrant to the suburb, from low to high income classes. Of course, the public transport service improvement requires government subsidization, which is a worldwide phenomenon. The economic travel distance of each mode is almost not affected by different transport service policies. Bus is used more by short distance travel