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1、畢業(yè)設(shè)計(jì)論文外文資料翻譯 學(xué) 院： 交通工程學(xué)院 專 業(yè)： 交通運(yùn)輸 姓 名： 學(xué) 號(hào)： 1081501136 外文出處： IEEE 附 件： 1.外文資料翻譯譯文；2.外文原文。指導(dǎo)教師評(píng)語(yǔ)： 選題合適，翻譯正確 簽名： 2012 年 2 月 22 日 附件 1：外文資料翻譯譯文 北京運(yùn)輸系統(tǒng)摘要：運(yùn)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(huì)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，提出了評(píng)估影響運(yùn)輸服務(wù)的政策。運(yùn)輸方式被認(rèn)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(yùn)輸成本的概念。它提出各類交通以及對(duì)居民的出

2、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(guó)北京一個(gè)典型走廊的數(shù)據(jù)。 仿真結(jié)果表明：票價(jià)降低，增加公共交通的綜合能力，以及對(duì)私家車的懲罰是很有必要的，以此來(lái)提高系統(tǒng)效率和郊區(qū)的吸引力，特別是對(duì)那些低收入的人；沒(méi)有公路定價(jià)，將鼓勵(lì)中等收入居民轉(zhuǎn)向私人轎車，同時(shí)高收入者可能因?yàn)榈缆窊頂D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(duì)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(jià)，運(yùn)輸服務(wù)，北京 從上世紀(jì) 90 年代，中國(guó)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(yùn)輸?shù)倪M(jìn)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

3、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(dá)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(yáng)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(yíng)效率方面對(duì)交通政策制定者和城市婊杓剖μ岢雋誦碌奶粽健?在許多情況下，邊沿城鎮(zhèn)通過(guò)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(yùn)輸使用模式，更加依賴公共交通，私人汽車，較少使用機(jī)動(dòng)模式（自行車，步行）。工作距離比任何單一因素對(duì)人們的交通方式的影響都大。這樣的特點(diǎn)，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(gè)測(cè)試案例，分析了運(yùn)

4、輸服務(wù)的政策，主要是費(fèi)用和服務(wù)質(zhì)量，將影響整體運(yùn)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(jiǎn)要回顧最近一些有關(guān)運(yùn)輸方式選擇的文獻(xiàn)，并與海城市海城走廊案件，特別是中國(guó)的現(xiàn)狀進(jìn)行比較。第三部分討論廣義運(yùn)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(yùn)輸和駕駛之間介紹旅客運(yùn)輸方式選擇行為仿真模型，然后轉(zhuǎn)向注意中國(guó)經(jīng)驗(yàn)運(yùn)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(jī)構(gòu)在研究運(yùn)輸方式和個(gè)體出行方式的選擇。一般來(lái)說(shuō)，有三種常見的方法來(lái)確定這個(gè)問(wèn)題。第

5、一部分著重研究影響選擇決策的每個(gè)模式的特點(diǎn)，所采用的實(shí)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(gè)人情況決定，而不是通過(guò)訪問(wèn)，等待時(shí)間或車載。在英國(guó)，為了走親訪友而決定行程，經(jīng)濟(jì)因素在很大程度上解釋模式的選擇，使用私人交通工具時(shí)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(gè)感覺影響個(gè)人的選擇模式。根據(jù)在法蘭克福，德國(guó)的實(shí)驗(yàn)領(lǐng)域研究和統(tǒng)計(jì)分析，認(rèn)為有四類人。一類人很少重視金錢和時(shí)間因素，第二種人非常重視金錢但很不重視時(shí)間，第三種人都重視，第

6、四種人很少重視金錢但很重視時(shí)間。林坦庫(kù)等人選自來(lái)自 1998 年的數(shù)據(jù)，即荷蘭國(guó)家旅游調(diào)查組確認(rèn)空間配置，土地利用和交通基礎(chǔ)設(shè)施，對(duì)長(zhǎng)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(yùn)輸成本的概念經(jīng)常用于評(píng)估和解釋的旅游行為。廣義旅行成本包括旅行時(shí)間，超過(guò)時(shí)間，金錢成本，停車收費(fèi)，和一些令人忽視的小費(fèi)。然而，這一概念在不同的文獻(xiàn)因?yàn)椴煌难芯磕康氖遣煌?。例如，廣義騎自行車費(fèi)用如下：旅行時(shí)間，物理需要，舒適，交通安全，自行車被盜的風(fēng)險(xiǎn)，停放自行車的費(fèi)用以及維護(hù)費(fèi)用，個(gè)人安全。貨幣化的廣義概念通常是將旅行時(shí)間轉(zhuǎn)換成貨幣費(fèi)用，增加的費(fèi)用，收取的費(fèi)用，在這項(xiàng)研究中，模擬通勤出行行為，三個(gè)運(yùn)輸關(guān)

7、于概念費(fèi)用是相通的。第一個(gè)可以被定義為預(yù)算障礙，包括經(jīng)營(yíng)費(fèi)用，養(yǎng)路費(fèi)以及停車場(chǎng)收費(fèi)。第二個(gè)是貨幣化的廣義成本和時(shí)間成本，包括經(jīng)營(yíng)費(fèi)用，以及停車費(fèi)用。用戶被假定為盡量減少個(gè)人的貨幣化成本，把自己的出行方有別于旅行時(shí)間和費(fèi)用成本。廣義貨幣化成本的公共交通是計(jì)算訪問(wèn)到火車站的時(shí)間，等候時(shí)間，這是計(jì)算的基礎(chǔ)上的進(jìn)展，等車時(shí)間，以及票價(jià)。貨幣化費(fèi)用包括旅行時(shí)間，收費(fèi)，汽車運(yùn)行成本和在工作地方的停車場(chǎng)收費(fèi)。第三個(gè)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(cè)，如果乘客在車輛已遠(yuǎn)遠(yuǎn)超過(guò)容量，新來(lái)的旅客會(huì)轉(zhuǎn)移到其他負(fù)擔(dān)得起的運(yùn)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

8、以前的經(jīng)驗(yàn)，道路定價(jià)可以大大提高用戶的剩余地區(qū)，公共交通的費(fèi)用可以大大減少因長(zhǎng)時(shí)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郊區(qū)的計(jì)劃，主要由于免費(fèi)使用的情況下所造成的嚴(yán)重?cái)D塞。另一組是深深影響了中等收入的旅客，她他們從公共運(yùn)輸方式換成了私家車駕駛。 公共汽車票價(jià)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(shí)小汽車用戶轉(zhuǎn)移到輕軌，特別是那些短距離旅行。此外，研究發(fā)現(xiàn)，一個(gè)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(jià)的降低，服務(wù)質(zhì)量的提高

9、和公路通行費(fèi)的征收。應(yīng)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(jià)減少以及客容量的增加，使這一模式對(duì)于那些中低收入旅行者更有吸引力。最后的結(jié)果是，越來(lái)越多的人移民到郊區(qū)，不論是低收入到高收入階層。當(dāng)然，公共交通服務(wù)的改善需要政府補(bǔ)貼，這也是一個(gè)世界性的現(xiàn)象。每個(gè)模式的經(jīng)濟(jì)旅行距離幾乎不受不同的運(yùn)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(zhǎng)距離者喜歡輕鐵。反之，小汽車用戶則是無(wú)所謂。結(jié)果表明，這些低收入公民因現(xiàn)有運(yùn)輸服務(wù)的政策限制遷移到郊區(qū)的經(jīng)濟(jì)房屋，包括相對(duì)高收費(fèi)的公共交通和公路，以及有限的輕軌和公交線路。當(dāng)然，所有運(yùn)輸模式對(duì)于

10、在家工作的人在一定程度上都有影響。 城市交通在整個(gè)世界中都是是政府政策的一個(gè)主要領(lǐng)域。運(yùn)輸政策也會(huì)影響城市形態(tài)，尤其是郊區(qū)化。在北京，許多經(jīng)濟(jì)公寓是專為那些低收入居民建造準(zhǔn)備的。在重大問(wèn)題的決策之前有兩個(gè)主要的問(wèn)題。首先，從過(guò)去的經(jīng)驗(yàn)，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(lái)去度假。此外，居民不斷投訴交通擁堵和相對(duì)高的收費(fèi)公路，特別是在繁忙時(shí)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(yīng)的政策含義。附件 2：外文原文 Transport system Abstract Transport systems offer substant

11、ially different services in city-suburb areas thisusually leads to different assumptions about user behavior in transport mode choice. Inthis paper a simulation model is proposed to assess the effect of transport service policieson mode choice. The transport modes considered are public transport inc

12、luding light railtransit LRT and bus together with the private auto.In the three step traveler behaviour simulation model the concept of generalisedtransport costs is used. Various transit incentives are proposed and their impacts onresidents travel choice and suburban residential community form are

13、 quantified usingdata on a typical city-suburb corridor in Beijing China. The simulation results show that: the fare reduction and capacity increase of publictransport integrated with private car disincentives is necessary to improve systemefficiency and suburb community attractiveness particularly

14、for those low income peoplewithout highway pricing medium income residents will be encouraged to shift to privatecar while more high income persons might leave the suburb because of road congestionpublic transport improvement can attract more short and medium distance travelers butthe car users are

15、not sensitive to travel distance.Keywords: generalised cost public transport congestion pricing transport serviceBeijing From the middle of 1990s metropolitans in China have been experiencingsuburbanization and the spatial structures of these cities are shaped in large measure bythe advances of tran

16、sportation. Many suburban towns were development only forresidential 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 ornear industrial parks. For example more than 80 residents of Hui lon

17、g guan suburbancommunity in Beijing have jobs in central city or developed CBD areas. And almost halfof the residents in Wangjing community are employed in CBD in Chaoyang District.These areas present new challenges for transport policy makers and urban planningdesigners to plan and operate efficien

18、t transportation systems. In many cases the edge towns are connected to the central city or industrial parksby high-speed highways and urban rails. Compared to traditional urban areas thesuburban towns exhibit more stable transport mode use more reliance on public transportand private automobile les

19、s use of non-motorized modes bicycle walking. Home towork distances have a stronger bearing on people’s transport mode to work than anysingle factor. Such characteristics can deeply influence the population suburbanizationand restrict some people from immigrating to the suburb. This paper analyses h

20、ow the transport service policy mainly fare and service qualitywill impact the overall transport system performance and urban spatial structure usingthe North-west area of Beijing as a test case. The paper is organized as follows. SectionII briefly reviews some of the recent literatures on transport

21、 mode choice and comparesthese studies with the city-suburban corrid or cases especially the current conditions inChina. Section III discusses the concept of generalised transport costs and establishes thenew concepts including budget barrier monetized generalised cost and shift cost. SectionIV pres

22、ents the traveler behaviour simulation model of transport mode choice betweenpublic transport and driving. Attention is then turned to the Chinese experience oftransport service policy and city-suburban travel mode choice in section V with specialreference to the case of North-west area which is a r

23、apidly suburbanized region served bylight rail and highway in Beijing. Major findings of the research and the policyimplications are concluded and discussed in section Ⅵ. A substantial body of research exists on transport mode and individual travel modechoice. In general there are three common appro

24、aches to identify this issue. The first partof researches focuses on determining the characteristics of each mode which influencethe choice decision. The results change with the adopted empirical case conditionstudied person and travel purpose etc. For example travel-to-work behavior in AccraGhana i

25、s influenced mainly by perceived service quality of the commercial commutervehicles as well as employees personal circumstances rather than by access waiting orin-vehicle times Abane 1993. For trips made to visit friends and relatives in Britain theeconomic reasons largely explain mode choice and qu

26、alitative reasons for using privatetransport are often secondary Cohen and Harris 1998. Vredin Johansson et el. used asample of Swedish commuters to prove that both attitudes towards flexibility andcomfort influencing the individuals choice of mode Vredin Johansson Heldt et al.2006. Based on an expe

27、rimental field study and statistical analysis conducted in FrankfurtMain Germany four classes of individuals were identifed. One class allocates a lowimportance to both monetary and time considerations the second allocates highimportance to money and low importance to time the third allocates high i

28、mportance toboth and the fourth allocates a low importance to money and a high importance to timeDavidov Yang-Hansen etal. 2006. And Limtanakool etel. employed data from the1998 Netherlands National Travel Survey to confirm the spatial configuration of land useand transport infrastructure has a sign

29、ificant impact on mode choice processes formedium and long distance trips for all purposes: commute business and leisure trips Generalised transport costs is a concept frequently used forassessing andexplaining travel behaviour. The generalised costs of travel include the travel timeexcess time mone

30、y 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 physicalneeds comfort traffic safety risk of bicycle theft costs of parkin

31、g bicycles andmaintenance costs personal security. And the concept of monetized generalised cost isusually calculated by converting travel time into monetary cost and adding the cost ofthe fare charged In this study for simulating the commuter’s travel behaviour threetransport costs related concepts

32、 are adopted in order. The first can be defined as budgetbarrier including the fare or toll charged together with parking cost which all means cashpayment in the trip. The second one is monetized generalized cost including fare parkingand time cost. Users are assumed to minimize individual monetized

33、 generalized trip costand divide themselves among the travel modes that are differentiated in travel time andfare cost. The monetized generalized costs of public transport is computed as a functionof the access time to the station the waiting time which is calculated based on the line’sheadway in-ve

34、hicle travel time and the fare. The monetized generalized cost of drivingincludes travel time toll car operation cost and parking charge in work place. The thirdconcept is identified as mode shift cost which means discomfort cost caused bycongestion. It is assumed that if the passengers in vehicle h

35、ave far exceeded the capacitythe 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. Usingthe previous experience，road pricing can greatly increase users’ surplus in the areawhere the cost of public transpo

36、rt can be significantly reduced by decreasing congestionbecause of the long travel distances involved Particularly if a substantial portion ofusers are captive to public transport. The results of scenario 2 show that more highincome travelers have to abandon the plan of migrating to suburb mainly ow

37、ing to theserious congestion on the condition of free use. Another deeply influenced group ismedium income travelers who shift from public transport modes to car driving. Bus fare reduction and bus lines increase make many medium income residents shiftto bus transport meanwhile the car users shift t

38、o light rail particularly those who travelfor short distances. Furthermore the research finds that an integrated policy of improvedpublic transport service and some private car disincentives is beneficial to improvesystem efficiency and suburb community attractiveness. The integration consists of li

39、ght rail and bus fare reduction service qualityimprovement and highway toll imposition. It should be pointed out that light rail hasbeen designed to increase transit rider ship by making public transport more attractive tousers and thus to reduce road congestion. According to the simulation result t

40、he lightrail and bus fare reduction and capacity increase makes this mode more attractive tothose low and medium income travelers who are captive to bus mode before. The finaloutcome is that more people can migrant to the suburb from low to high income classes.Of course the public transport service

41、improvement requires government subsidizationwhich is a worldwide phenomenon. The economic travel distance of each mode is almostnot affected by different transport service policies. Bus is used more by short distancetraveler while the medium and long distance commuters prefer to light rail. On thec

42、ontrary car users are not sensitive to the travel distance as shown in figure 3-4. Theresult indicates that those low income citizens are restricted from migrating to economichouses in suburb towns on account of existing transport service policies includingrelatively high fare of public transport an

43、d highway limited light rail capacity and buslines. Of course all transport modes have been affected to some degree by the numbersof 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 duringsuburbanization. In Beijing many economic apartments have been constructed in suburbfor those low income citizens. There are two major problems before the policy makers.First from the past exper.