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1、畢業(yè)設計論文外文資料翻譯 學 院： 交通工程學院 專 業(yè)： 交通運輸 姓 名： 學 號： 1081501136 外文出處： IEEE 附 件： 1.外文資料翻譯譯文；2.外文原文。指導教師評語： 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，這通常會導致有關用戶選擇交通方式的不同假設。本文所提到的仿真模型，提出了評估影響運輸服務的政策。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

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北京一個典型走廊的數據。 仿真結果表明：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，將鼓勵中等收入居民轉向私人轎車，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。關鍵詞：廣義成本，公共交通，擁擠定價，運輸服務，北京 從上世紀 90 年代，中國大中城市已經歷郊區(qū)化，而且這些城市的空間結構逐步形成，在很大程度上依賴于交通運輸的進步。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)中央商務區(qū)。這些領域在交通系統(tǒng)規(guī)劃與提供經營效率方面對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

4、輸服務的政策，主要是費用和服務質量，將影響整體運輸系統(tǒng)與城市空間結構。本文的組織如下：第二節(jié)簡要回顧最近一些有關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，包括利用廣義成本和轉移成本預算的障礙。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，然后轉向注意中國經驗運輸服務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，得出主要研究結果和政策啟示。 大量的研究機構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

5、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）主要由知覺服務品質、商業(yè)通勤車以及員工的個人情況決定，而不是通過訪問，等待時間或車載。在英國，為了走親訪友而決定行程，經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。根據在法蘭克福，德國的實驗領域研究和統(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

6、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 年的數據，即荷蘭國家旅游調查組確認空間配置，土地利用和交通基礎設施，對長途旅行模式比如通勤，商務和休閑旅行具有重大影響。 廣義運輸成本的概念經常用于評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

7、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移成本即擁擠造成不適的成本。據推測，如果乘客在車輛已遠遠超過容量，新來的旅客會轉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

8、以前的經驗，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移去坐公交車，同時小汽車用戶轉移到輕軌，特別是那些短距離旅行。此外，研究發(fā)現(xiàn)，一個綜合改善公共交通服務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，服務質量的提高

9、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。根據模擬結果，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更有吸引力。最后的結果是，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。每個模式的經濟旅行距離幾乎不受不同的運輸服務的政策影響。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。結果表明，這些低收入公民因現(xiàn)有運輸服務的政策限制遷移到郊區(qū)的經濟房屋，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

10、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，許多經濟公寓是專為那些低收入居民建造準備的。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。此外，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 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.