公共交通运输系统外文文献翻译英文参考

1、公共交通运输系统外文文献翻译 (含：英文原文及中文译文) 文献出处：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.中文译文公共交通运输系统Marinov Kim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

37、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

38、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

39、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

40、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。