公共交通运输系统外文翻译文献 本文简介：
公共交通运输通外文翻译文献(文档含中英文对照即英文原文和中文翻译)翻译:运输系统摘要：运输系统提供了与城市郊区显着不同的服务，这通常会导致有关用户选择交通方式的不同假设。本文所提到的仿真模型，提出了评估影响运输服务的政策。运输方式被认为是公共交通工具，包括轻型轨道交通（轻轨）和公共汽车，加上私人轿车
公共交通运输系统外文翻译文献 本文内容：
公共交通运输通外文翻译文献(文档含中英文对照即英文原文和中文翻译)
翻译:运输系统
摘要：运输系统提供了与城市郊区显着不同的服务，这通常会导致有关用户选择交通方式的不同假设。本文所提到的仿真模型，提出了评估影响运输服务的政策。运输方式被认为是公共交通工具，包括轻型轨道交通（轻轨）和公共汽车，加上私人轿车。在三步旅行者行为仿真模型中，使用了广义运输成本的概念。它提出各类交通以及
对居民的出行选择和郊区住宅社区形态量化的建议，并使用了源自于中国北京一个典型走廊的数据。
仿真结果表明：票价降低，增加公共交通的综合能力，以及对私家车的惩罚是很有必要的，以此来提高系统效率和郊区的吸引力，特别是对那些低收入的人；没有公路定价，将鼓励中等收入居民转向私人轿车，同时,高收入者可能因为道路拥挤离开郊区；然而公共交通的改善可以吸引更多短距离和中距离的旅客，但轿车用户对于旅行距离并不敏感。
关键词：广义成本，公共交通，拥挤定价，运输服务，北京
从上世纪90年代，中国大中城市已经历郊区化，而且这些城市的空间结构逐步形成，在很大程度上依赖于交通运输的进步。由于人口爆炸和改造中心城市，许多郊区城镇发展为住宅区，这些新发展城镇的大部分居民受雇于中心城市或附近的工业区。例如，80%多回龙关郊区社区的居民在北京或发达地区中心城市工作，几乎有一半的北京社区居民受雇于朝阳区中央商务区。这些领域在交通系统规划与提供经营效率方面对交通政策制定者和城市规划设计师提出了新的挑战。
在许多情况下，边沿城镇通过高速公路和城市轨道连接中心城市或工业园区。相比传统的城市，郊区展览更稳定的运输使用模式，更加依赖公共交通，私人汽车，较少使用机动模式（自行车，步行）。工作距离比任何单一因素对人们的交通方式的影响都大。这样的特点，可以深刻影响的人口郊区化，并限制一些人移民到郊区。
本文利用西北地区的北京作为一个测试案例，分析了运输服务的政策，主要是费用和服务质量，将影响整体运输系统与城市空间结构。本文的组织如下：第二节简要回顾最近一些有关运输方式选择的文献，并与海城市海城走廊案件，特别是中国的现状进行比较。第三部分讨论广义运输成本的概念，并建立了新的概念，包括利用广义成本和转移成本预算的障碍。第四节在公共运输和驾驶之间介绍旅客运输方式选择行为仿真模型，然后转向注意中国经验运输服务政策与海城市海城出行方式选择。在第五节中，特别提到的情况是，利用北京的轻轨和高速公路，西北地区迅速郊区化。在第六节中，得出主要研究结果和政策启示。
大量的研究机构在研究运输方式和个体出行方式的选择。一般来说，有三种常见的方法来确定这个问题。第一部分着重研究影响选择决策的每个模式的特点，所采用的实证研究状况用于改变结果，研究人与旅游目的等。例如，travel-to-work行为在阿克拉（加纳）主要由知觉服务品质、商业通勤车以及员工的个人情况决定，而不是通过访问，等待时间或车载。在英国，为了走亲访友而决定行程，经济因素在很大程度上解释模式的选择，使用私人交通工具时定性的理由往往是次要的（科恩、哈里斯，1998）。约翰松等使用瑞典上班者的图片案例表明了灵活性和舒适性这两个感觉影响个人的选择模式。根据在法兰克福，德国的实验领域研究和统计分析，认为有四类人。一类人很少重视金钱和时间因素，第二种人非常重视金钱但很不重视时间，第三种人都重视，第四种人很少重视金钱但很重视时间。林坦库等人选自来自1998年的数据，即荷兰国家旅游调查组确认空间配置，土地利用和交通基础设施，对长途旅行模式比如通勤，商务和休闲旅行具有重大影响。
广义运输成本的概念经常用于评估和解释的旅游行为。广义旅行成本包括旅行时间，超过时间，金钱成本，停车收费，和一些令人忽视的小费。然而，这一概念在不同的文献因为不同的研究目的是不同的。例如，广义骑自行车费用如下：旅行时间，物理需要，舒适，交通安全，自行车被盗的风险，停放自行车的费用以及维护费用，个人安全。货币化的广义概念通常是将旅行时间转换成货币费用，增加的费用，收取的费用，在这项研究中，模拟通勤出行行为，三个运输关于概念费用是相通的。第一个可以被定义为预算障碍，包括经营费用，养路费以及停车场收费。第二个是货币化的广义成本和时间成本，包括经营费用，以及停车费用。用户被假定为尽量减少个人的货币化成本，把自己的出行方有别于旅行时间和费用成本。广义货币化成本的公共交通是计算访问到火车站的时间，等候时间，这是计算的基础上的进展，等车时间，以及票价。货币化费用包括旅行时间，收费，汽车运行成本和在工作地方的停车场收费。第三个概念是确定模式转移成本即拥挤造成不适的成本。据推测，如果乘客在车辆已远远超过容量，新来的旅客会转移到其他负担得起的运输方式。
贯穿城市及乡村的公路通常是不仅仅可以通私人轿车，也可以通公共汽车。介于以前的经验，道路定价可以大大提高用户的剩余地区，公共交通的费用可以大大减少因长时间的旅行而造成的拥挤，特别是，如果用户很大程度上钟情于公共交通。方案2表明高收入的旅客不得不放弃定期迁移到郊区的计划，主要由于免费使用的情况下所造成的严重挤塞。另一组是深深影响了中等收入的旅客，她他们从公共运输方式换成了私家车驾驶。
公共汽车票价降低和公交线路的增加使得许多中等收入居民转移去坐公交车，同时小汽车用户转移到轻轨，特别是那些短距离旅行。此外，研究发现，一个综合改善公共交通服务和一些私人汽车惩罚措施的政策，有利于提高系统效率和郊区社区的吸引力。
这种综合系统包括轻轨、公共汽车票价的降低，服务质量的提高和公路通行费的征收。应该指出，轻轨已旨在增加公交扶手使公共交通更吸引用户，从而，减少道路拥挤。根据模拟结果，轻铁及巴士票价减少以及客容量的增加，使这一模式对于那些中低收入旅行者更有吸引力。最后的结果是，越来越多的人移民到郊区，不论是低收入到高收入阶层。当然，公共交通服务的改善需要政府补贴，这也是一个世界性的现象。每个模式的经济旅行距离几乎不受不同的运输服务的政策影响。公共汽车是用于短距离的旅行，而中、长距离者喜欢轻铁。反之，小汽车用户则是无所谓。结果表明，这些低收入公民因现有运输服务的政策限制迁移到郊区的经济房屋，包括相对高收费的公共交通和公路，以及有限的轻轨和公交线路。当然，所有运输模式对于在家工作的人在一定程度上都有影响。
城市交通在整个世界中都是是政府政策的一个主要领域。运输政策也会影响城市形态，尤其是郊区化。在北京，许多经济公寓是专为那些低收入居民建造准备的。在重大问题的决策之前有两个主要的问题。首先，从过去的经验，大量在郊区社区中的永久居民都是中等或更高收入的人。而且很多的业主仍然居住在城市中心，郊区房子只用来去度假。此外，居民不断投诉交通拥堵和相对高的收费公路，特别是在繁忙时间。本研究的模拟结果解释了这些现象并尝试给出了相应的政策含义。
原文Transport
system
Abstract
Transport
systems
offer
substantially
different
services
in
city-suburb
areas;
this
usually
leads
to
different
assumptions
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
the
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,
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
income
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
cost,
public
transport,
congestion
pricing,
transport
service,
Beijing
From
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
development
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
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
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
(bicycle,
walking).
Home
to
work
distances
have
a
stronger
bearing
on
people’s
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
service
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
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
presents
the
traveler
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
suburbanized
region
served
by
light
rail
and
highway
in
Beijing.
Major
findings
of
the
research
and
the
policy
implications
are
concluded
and
discussed
in
section
Ⅵ.
A
substantial
body
of
research
exists
on
transport
mode
and
individual
travel
mode
choice.
In
general,
there
are
three
common
approaches
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
(Ghana)
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
mode
choice,
and
qualitative
reasons
for
using
private
transport
are
often
secondary
(Cohen
and
Harris,
1998).
Vredin
Johansson
et
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,
Heldt
et
al.,
2006).Based
on
an
experimental
field
study
and
statistical
analysis
conducted
in
Frankfurt
Main,
Germany,
four
classes
of
individuals
were
identifed.
One
class
allocates
a
low
importance
to
both
monetary
and
time
considerations,
the
second
allocates
high
importance
to
money
and
low
importance
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
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
trips
Generalised
transport
costs
is
a
concept
frequently
used
forassessing
and
explaining
travel
behaviour.
The
generalised
costs
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
needs,
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
simulating
the
commuter’s
travel
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
including
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
time
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
cost
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
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
distances
involved,
Particularly,
if
a
substantial
portion
of
users
are
captive
to
public
transport.
The
results
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
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
disincentives
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
making
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
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
traveler,
while
the
medium
and
long
distance
commuters
prefer
to
light
rail.
On
the
contrary,
car
users
are
not
sensitive
to
the
travel
distance,
as
shown
in
figure
3-4.
The
result
indicates
that
those
low
income
citizens
are
restricted
from
migrating
to
economic
houses
in
suburb
towns
on
account
of
existing
transport
service
policies,
including
relatively
high
fare
of
public
transport
and
highway,
limited
light
rail
capacity
and
bus
lines.
Of
course,
all
transport
modes
have
been
affected
to
some
degree
by
the
numbers
of
persons
working
at
home.Urban
transportation
is
a
major
realm
of
government
po1icy
throughout
the
world.
The
transport
policies
also
will
affect
the
urban
form
deeply,
especially
during
suburbanization.
In
Beijing,
many
economic
apartments
have
been
constructed
in
suburb
for
those
low
income
citizens.
There
are
two
major
problems
before
the
policy
makers.
First,
from
the
past
experience,
a
large
number
of
the
permanent
residents
in
the
suburban
communities
are
medium
or
even
high
income
people.
And
many
of
the
house
owners
still
reside
in
central
city
and
go
to
their
suburban
house
only
for
holiday.
In
addition,
the
residents
continually
complain
at
the
transport
congestion
and
relative
high
toll
of
highway,
particularly
at
peak
time.
The
results
of
simulation
in
this
study
explain
these
phenomena
and
try
to
give
some
policy
implications.
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