公交通运输通外文翻译文献
(文档含中英文英文原文中文翻译)
翻译
运输系统
摘：运输系统提供城市郊区显着服务通常会导致关户选择交通方式假设文提仿真模型提出评估影响运输服务政策运输方式认公交通工具包括轻型轨道交通（轻轨）公汽车加私轿车三步旅行者行仿真模型中广义运输成概念提出类交通
居民出行选择郊区住宅社区形态量化建议源中国北京典型走廊数
仿真结果表明：票价降低增加公交通综合力私家车惩罚必提高系统效率郊区吸引力特低收入没公路定价鼓励中等收入居民转私轿车时高收入者道路拥挤离开郊区然公交通改善吸引更短距离中距离旅客轿车户旅行距离敏感
关键词：广义成公交通拥挤定价运输服务北京
世纪90年代中国中城市已历郊区化城市空间结构逐步形成程度赖交通运输进步口爆炸改造中心城市许郊区城镇发展住宅区新发展城镇部分居民受雇中心城市附工业区例80回龙关郊区社区居民北京发达区中心城市工作半北京社区居民受雇阳区中央商务区领域交通系统规划提供营效率方面交通政策制定者城市规划设计师提出新挑战
许情况边城镇通高速公路城市轨道连接中心城市工业园区相传统城市郊区展览更稳定运输模式更加赖公交通私汽车较少机动模式（行车步行）工作距离单素交通方式影响样特点深刻影响口郊区化限制移民郊区
文利西北区北京作测试案例分析运输服务政策费服务质量影响整体运输系统城市空间结构文组织：第二节简回顾关运输方式选择文献海城市海城走廊案件特中国现状进行较第三部分讨广义运输成概念建立新概念包括利广义成转移成预算障碍第四节公运输驾驶间介绍旅客运输方式选择行仿真模型然转注意中国验运输服务政策海城市海城出行方式选择第五节中特提情况利北京轻轨高速公路西北区迅速郊区化第六节中出研究结果政策启示
量研究机构研究运输方式体出行方式选择般说三种常见方法确定问题第部分着重研究影响选择决策模式特点采实证研究状况改变结果研究旅游目等例traveltowork行阿克拉（加纳）知觉服务品质商业通勤车员工情况决定通访问等时间车载英国走亲访友决定行程济素程度解释模式选择私交通工具时定性理次（科恩哈里斯1998）约翰松等瑞典班者图片案例表明灵活性舒适性两感觉影响选择模式根法兰克福德国实验领域研究统计分析认四类类少重视金钱时间素第二种非常重视金钱重视时间第三种重视第四种少重视金钱重视时间林坦库等选1998年数荷兰国家旅游调查组确认空间配置土利交通基础设施长途旅行模式通勤商务休闲旅行具重影响
广义运输成概念常评估解释旅游行广义旅行成包括旅行时间超时间金钱成停车收费令忽视费然概念文献研究目例广义骑行车费：旅行时间物理需舒适交通安全行车盗风险停放行车费维护费安全货币化广义概念通常旅行时间转换成货币费增加费收取费项研究中模拟通勤出行行三运输关概念费相通第定义预算障碍包括营费养路费停车场收费第二货币化广义成时间成包括营费停车费户假定量减少货币化成出行方旅行时间费成广义货币化成公交通计算访问火车站时间等候时间计算基础进展等车时间票价货币化费包括旅行时间收费汽车运行成工作方停车场收费第三概念确定模式转移成拥挤造成适成推测果客车辆已远远超容量新旅客会转移负担起运输方式
贯穿城市乡村公路通常仅仅通私轿车通公汽车介前验道路定价提高户剩余区公交通费减少长时间旅行造成拥挤特果户程度钟情公交通方案2表明高收入旅客放弃定期迁移郊区计划免费情况造成严重挤塞组深深影响中等收入旅客公运输方式换成私家车驾驶
公汽车票价降低公交线路增加许中等收入居民转移坐公交车时汽车户转移轻轨特短距离旅行外研究发现综合改善公交通服务私汽车惩罚措施政策利提高系统效率郊区社区吸引力
种综合系统包括轻轨公汽车票价降低服务质量提高公路通行费征收应该指出轻轨已旨增加公交扶手公交通更吸引户减少道路拥挤根模拟结果轻铁巴士票价减少客容量增加模式中低收入旅行者更吸引力结果越越移民郊区低收入高收入阶层然公交通服务改善需政府补贴世界性现象模式济旅行距离受运输服务政策影响公汽车短距离旅行中长距离者喜欢轻铁反汽车户谓结果表明低收入公民现运输服务政策限制迁移郊区济房屋包括相高收费公交通公路限轻轨公交线路然运输模式家工作定程度影响
城市交通整世界中政府政策领域运输政策会影响城市形态尤郊区化北京许济公寓专低收入居民建造准备重问题决策前两问题首先验量郊区社区中永久居民中等更高收入业然居住城市中心郊区房子度假外居民断投诉交通拥堵相高收费公路特繁忙时间研究模拟结果解释现象尝试出相应政策含义
原文
Transport system
Abstract
Transport systems offer substantially different services in citysuburb 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 citysuburb 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 highspeed 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 nonmotorized 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 Northwest 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 citysuburban 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 citysuburban travel mode choice in section V with special reference to the case of Northwest 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 traveltowork 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 invehicle 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 YangHansen 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 invehicle 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 citysuburb highway is usually used not only by private auto but the bus Using the previous experienceroad 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 34 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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公交通运输通外文翻译文献
(文档含中英文英文原文中文翻译)
翻译
运输系统
摘：运输系统提供城市郊区显着服务通常会导致关户选择交通方式假设文提仿真模型提出评估影响运输服务政策运输方式认公交通工具包括轻型轨道交通（轻轨）公汽车加私轿车三步旅行者行仿真模型中广义运输成概念提出类交通
居民出行选择郊区住宅社区形态量化建议源中国北京典型走廊数
仿真结果表明：票价降低增加公交通综合力私家车惩罚必提高系统效率郊区吸引力特低收入没公路定价鼓励中等收入居民转私轿车时高收入者道路拥挤离开郊区然公交通改善吸引更短距离中距离旅客轿车户旅行距离敏感
关键词：广义成公交通拥挤定价运输服务北京
世纪90年代中国中城市已历郊区化城市空间结构逐步形成程度赖交通运输进步口爆炸改造中心城市许郊区城镇发展住宅区新发展城镇部分居民受雇中心城市附工业区例80回龙关郊区社区居民北京发达区中心城市工作半北京社区居民受雇阳区中央商务区领域交通系统规划提供营效率方面交通政策制定者城市规划设计师提出新挑战
许情况边城镇通高速公路城市轨道连接中心城市工业园区相传统城市郊区展览更稳定运输模式更加赖公交通私汽车较少机动模式（行车步行）工作距离单素交通方式影响样特点深刻影响口郊区化限制移民郊区
文利西北区北京作测试案例分析运输服务政策费服务质量影响整体运输系统城市空间结构文组织：第二节简回顾关运输方式选择文献海城市海城走廊案件特中国现状进行较第三部分讨广义运输成概念建立新概念包括利广义成转移成预算障碍第四节公运输驾驶间介绍旅客运输方式选择行仿真模型然转注意中国验运输服务政策海城市海城出行方式选择第五节中特提情况利北京轻轨高速公路西北区迅速郊区化第六节中出研究结果政策启示
量研究机构研究运输方式体出行方式选择般说三种常见方法确定问题第部分着重研究影响选择决策模式特点采实证研究状况改变结果研究旅游目等例traveltowork行阿克拉（加纳）知觉服务品质商业通勤车员工情况决定通访问等时间车载英国走亲访友决定行程济素程度解释模式选择私交通工具时定性理次（科恩哈里斯1998）约翰松等瑞典班者图片案例表明灵活性舒适性两感觉影响选择模式根法兰克福德国实验领域研究统计分析认四类类少重视金钱时间素第二种非常重视金钱重视时间第三种重视第四种少重视金钱重视时间林坦库等选1998年数荷兰国家旅游调查组确认空间配置土利交通基础设施长途旅行模式通勤商务休闲旅行具重影响
广义运输成概念常评估解释旅游行广义旅行成包括旅行时间超时间金钱成停车收费令忽视费然概念文献研究目例广义骑行车费：旅行时间物理需舒适交通安全行车盗风险停放行车费维护费安全货币化广义概念通常旅行时间转换成货币费增加费收取费项研究中模拟通勤出行行三运输关概念费相通第定义预算障碍包括营费养路费停车场收费第二货币化广义成时间成包括营费停车费户假定量减少货币化成出行方旅行时间费成广义货币化成公交通计算访问火车站时间等候时间计算基础进展等车时间票价货币化费包括旅行时间收费汽车运行成工作方停车场收费第三概念确定模式转移成拥挤造成适成推测果客车辆已远远超容量新旅客会转移负担起运输方式
贯穿城市乡村公路通常仅仅通私轿车通公汽车介前验道路定价提高户剩余区公交通费减少长时间旅行造成拥挤特果户程度钟情公交通方案2表明高收入旅客放弃定期迁移郊区计划免费情况造成严重挤塞组深深影响中等收入旅客公运输方式换成私家车驾驶
公汽车票价降低公交线路增加许中等收入居民转移坐公交车时汽车户转移轻轨特短距离旅行外研究发现综合改善公交通服务私汽车惩罚措施政策利提高系统效率郊区社区吸引力
种综合系统包括轻轨公汽车票价降低服务质量提高公路通行费征收应该指出轻轨已旨增加公交扶手公交通更吸引户减少道路拥挤根模拟结果轻铁巴士票价减少客容量增加模式中低收入旅行者更吸引力结果越越移民郊区低收入高收入阶层然公交通服务改善需政府补贴世界性现象模式济旅行距离受运输服务政策影响公汽车短距离旅行中长距离者喜欢轻铁反汽车户谓结果表明低收入公民现运输服务政策限制迁移郊区济房屋包括相高收费公交通公路限轻轨公交线路然运输模式家工作定程度影响
城市交通整世界中政府政策领域运输政策会影响城市形态尤郊区化北京许济公寓专低收入居民建造准备重问题决策前两问题首先验量郊区社区中永久居民中等更高收入业然居住城市中心郊区房子度假外居民断投诉交通拥堵相高收费公路特繁忙时间研究模拟结果解释现象尝试出相应政策含义
原文
Transport system
Abstract
Transport systems offer substantially different services in citysuburb 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 citysuburb 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 highspeed 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 nonmotorized 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 Northwest 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 citysuburban 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 citysuburban travel mode choice in section V with special reference to the case of Northwest 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 traveltowork 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 invehicle 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 YangHansen 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 invehicle 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 citysuburb highway is usually used not only by private auto but the bus Using the previous experienceroad 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 34 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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