公共交通運(yùn)輸系統(tǒng)外文文獻(xiàn)翻譯(含：英文原文及中文譯文)文獻(xiàn)出處：MarinovKim.ThefractalstructureofSeoul'spublictransportationsystem[J].Cities,2013,20(1):31-39.英文原文Publictransportationsystem

MarinovKimAbstractTransportationsystemsprovidesignificantlydifferentservicesthanurbansuburbs,whichoftenleadstodifferentassumptionsabouttheuser'schoiceoftransportationmethod.Thesimulationmodelmentionedinthispaperproposesapolicyforevaluatingtheimpactoftransportservices.Themodeoftransportationisconsideredtobepublictransport,includinglightrailtransit(lightrail)andbuses,plusprivatecars.Inthethree-steptravelerbehaviorsimulationmodel,theconceptofgeneralizedtransportationcostisused.Itproposesvarioustypesoftransportation,aswellasadviceonresidents'traveloptionsandthequantificationofsuburbanresidentialcommunityforms,andusesdataderivedfromatypicalcorridorinBeijing,China.Thesimulationresultsshowthatloweringfares,increasingthecomprehensivecapacityofpublictransport,andpenaltiesforprivatecarsarenecessarytoimprovetheefficiencyofthesystemandtheattractivenessofthesuburbs,especiallyforthosewithlowincome;withoutroadsPricingwillencouragemiddle-incomeresidentstoshifttoprivatecars.Atthesametime,high-incomeearnersmayleavethesuburbsduetoroadcongestion;however,improvementsinpublictransportationcanattractmoreshort-andmedium-distancetravelers,butpassengersarenotsensitivetotraveldistance.Keywords:generalizedcost,publictransportation,congestionpricing,transportationservice,BeijingSincethe1990s,largeandmedium-sizedcitiesinChinahaveexperiencedsuburbanization,andthespatialstructureofthesecitieshasbeengraduallyformed,relyingheavilyontheadvancementoftransportation.Duetopopulationexplosionsandthetransformationofthecentralcities,manysuburbantownshavedevelopedintoresidentialareas,andmostofthesenewlydevelopedtownsandcitiesareemployedbycentralcitiesornearbyindustrialareas.Forexample,morethan80%oftheresidentsoftheLongkousuburbancommunityworkinBeijingorincentralcitiesindevelopedregions.AlmosthalfoftheBeijingcommunityresidentsareemployedintheCBDofChaoyangDistrict.Theseareasposenewchallengestotrafficpolicymakersandurbanplannersintheplanningoftransportationsystemsandtheprovisionofoperationalefficiency.Inmanycases,bordertownsconnectcentralcitiesorindustrialparksviahighwaysandcitytracks.Comparedwithtraditionalcities,suburbanexhibitionsexhibitmorestablemodesoftransportuse,relymoreonpublictransportation,privatecars,andlessuseofmotorizedmodes(bicycles,walking).Workingdistancehasagreaterimpactonpeople'smodeoftransportationthananysinglefactor.Thisfeaturecanprofoundlyaffectthesuburbanizationofthepopulationandrestrictsomepeoplefromimmigratingtothesuburbs.ThisarticleusesBeijinginthenorthwesternregionasatestcasetoanalyzethepoliciesfortransportservices,mainlythecostsandservicequality,andwillaffecttheoveralltransportsystemandurbanspatialstructure.Theorganizationofthisarticleisasfollows:Section2brieflyreviewssomeoftherecentliteratureonthechoiceoftransportmodeandcomparesitwiththeHaichengCorridorcaseinHaichengCity,especiallyChina.Thethirdsectiondiscussestheconceptoftransportcostsingeneralandestablishesnewconcepts,includingtheuseofgeneralizedcostsandtheobstaclestoshiftingthecostbudget.Inthefourthquarter,thepassengertransportmodeselectionbehaviorsimulationmodelwasintroducedbetweenpublictransportanddriving,andthenitturnedtotheChinaexperiencetransportservicepolicyandtheselectionofHaichengHaichengtravelmode.Inthefifthsection,thespecialmentionwasmadeoftherapidsuburbanizationofthenorthwesternregionusingBeijing'slightrailandhighway.InsectionVI,themainfindingsandpolicyimplicationsaredrawn.Alargenumberofresearchinstitutionsarestudyingthechoiceoftransportationmodeandindividualtravelmode.Ingeneral,therearethreecommonwaystodeterminethisproblem.Thefirstpartfocusesonthecharacteristicsofeachmodelthatinfluenceschoicedecisions,andtheempiricalresearchusedtochangetheresults,studypeopleandtourismpurposes.Forexample,thetravel-to-workbehaviorinAccra(Ghana)isprimarilydeterminedbytheperceivedqualityofservice,commercialcommutercars,andthepersonalcircumstancesoftheemployees,ratherthanbywaitingforthetimeorthecar.IntheUnitedKingdom,todeterminetheitineraryforvisitingrelativesandfriends,economicfactorsexplainthechoiceofmodetoalargeextent,andthereasonsforqualitativeuseofprivatetransportareoftensecondary(Cohen,Harris,1998).ExamplesofimagesusedbyJohanssonandotherSwedishworkersindicatethatthetwosensationsofflexibilityandcomfortaffecttheindividual'schoicepattern.AccordingtotheexperimentalfieldresearchandstatisticalanalysisinFrankfurt,Germany,therearefourtypesofpeople.Onegroupseldompaysattentiontomoneyandtime.Thesecondgroupattachesgreatimportancetomoneybutdoesnotattachmuchimportancetotime.Thethirdgroupattachesgreatimportancetoit.Thefourthgroupseldompaysattentiontomoneybutattachesgreatimportancetotime.LinTancuetal.selecteddatafrom1998thattheDutchnationaltourismsurveyteamconfirmedspatialallocation,landuseandtransportinfrastructure,andhadamajorimpactonlong-distancetravelpatternssuchascommuting,businessandleisuretravel.Theconceptofgeneralizedtransportationcostsisoftenusedtoevaluateandexplaintourismbehavior.Generalizedtravelcostsincludetraveltime,overtime,moneycosts,parkingfees,andsomenegligibletips.However,thisconceptisdifferentindifferentliteraturebecauseofdifferentresearchpurposes.Forexample,generalizedcyclingcostsareasfollows:traveltime,physicalneeds,comfort,trafficsafety,theriskofbicycletheft,thecostofparkedbicycles,maintenancecosts,andpersonalsafety.Thegeneralizedconceptofmonetizationisusuallytheconversionoftraveltimeintomonetaryexpenses,increasedfees,andfeescollected.Inthisstudy,thecommutertravelbehaviorwassimulated.Thethreetransportsareallrelatedtotheconceptcost.Thefirstonecanbedefinedasbudgetaryobstacles,includingoperatingexpenses,roadmaintenancefees,andparkingfees.Thesecondisthegeneralizedcostandtimecostofmonetization,includingoperatingexpenses,aswellasparkingfees.Usersarepresumedtominimizethemonetizationcostsofindividualsanddifferentiatetheirtravelerfromtraveltimeandcost.Thegeneralizedmonetizationcostofpublictransportationistocalculatethetimeofaccesstothetrainstation,waitingtime,whichiscalculatedbasedontheprogress,waitingtime,andfare.Monetizationcostsincludetraveltime,fees,caroperatingcosts,andparkingfeesatworklocations.Thethirdconceptistodeterminethecostofthemodetransfercost,thatis,congestioncausedbydiscomfort.Itisspeculatedthatifthepassengersinthevehiclehavefarexceededcapacity,newpassengerswillbetransferredtootheraffordabletransportmethods.Roadsthatrunthroughcitiesandvillagesareusuallynotonlyprivatecarsbutalsopubliccars.Frompreviousexperience,roadpricingcangreatlyincreasetheuser'sremainingarea,andthecostofpublictransportationcangreatlyreducethecongestioncausedbylong-termtravel,especiallyiftheuserlargelylovespublictransportation.Option2showsthathigh-incometravelershavetoabandonplansforregularmigrationtothesuburbs,mainlyduetotheseriouscongestioncausedbyfreeuse.Theothergroupispassengerswhohavedeeplyaffectedmiddle-incomepeople.Theyswitchedfrompublictransporttoprivatecardriving.Thereductioninbusfaresandtheincreaseinbuslineshaveledmanymiddle-incomeresidentstomovetothebus,whilecarusershaveshiftedtothelightrail,especiallythoseshort-distancetravel.Inaddition,thestudyfoundthatacomprehensivepolicytoimprovepublictransportservicesandsomeprivatecarpunitivemeasureswillhelpimprovesystemefficiencyandtheattractivenessofsuburbancommunities.Thisintegratedsystemincludesthereductionoflightrailandbusfares,theimprovementofservicequality,andthecollectionofhighwaytolls.Itshouldbepointedoutthatthelightrailhasbeendesignedtoincreasetheuseofpublichandrailstomakepublictransportmoreattractivetousers,andthusreduceroadcongestion.Accordingtothesimulationresults,thereductioninLRTandbusfaresandtheincreaseinpassengercapacitymakethismodelmoreattractivetothoselow-andmiddle-incometravelers.Theendresultisthatmoreandmorepeoplemigratetothesuburbs,fromlow-incometohigh-incomeclasses.Ofcourse,improvementofpublictransportservicesrequiresgovernmentsubsidies.Thisisalsoaworldwidephenomenon.Theeconomictraveldistanceofeachmodelishardlyaffectedbythepoliciesofdifferenttransportservices.Publicbusesareusedforshort-distancetravel,whilemiddle-andlong-distancepeoplepreferlightrail.Ontheotherhand,carusersdonotmatter.Theresultsshowthattheselow-incomecitizenshavemovedtosuburbaneconomichousingduetoexistingtransportservicepolicies,includingrelativelyhighfeesforpublictransportationandroads,andlimitedlightrailandbuslines.Ofcourse,allmodesoftransporthaveacertaindegreeofinfluenceonpeopleworkingfromhome.Urbantransportisamajorareaofgovernmentpolicythroughouttheworld.Transportpolicywillalsoaffecttheurbanform,especiallysuburbanization.InBeijing,manyeconomicapartmentsaredesignedfortheconstructionoflow-incomeresidents.Therearetwomainissuesbeforethedecisiononmajorissues.First,frompastexperience,alargenumberofpermanentresidentsinsuburbancommunitiesaremiddle-orhigher-incomepeople.Andmanyownersstillliveinthecitycenter,andsuburbanhousesareonlyusedforvacations.Inaddition,residentsareconstantlycomplainingabouttrafficcongestionandrelativelyhightollroads,especiallyduringpeakhours.Thesimulationresultsofthisstudyexplainthesephenomenaandtrytogivecorrespondingpolicyimplications.中文譯文公共交通運(yùn)輸系統(tǒng)MarinovKim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居民的出行選擇和郊區(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(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(jià),將鼓勵中等收入居民轉(zhuǎn)向私人轎車,同時,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)營效率方面對交通政策制定者和城市規(guī)劃設(shè)計(jì)師提出了新的挑戰(zhàn)。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(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(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)的北京作為一個測試案例,分析了運(yùn)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。第一部分著重研究影響選擇決策的每個模式的特點(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(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(jù)在法蘭克福,德國的實(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(shù)據(jù),即荷蘭國家旅游調(diào)查組確認(rèn)空間配置,土地利用和交通基礎(chǔ)設(shè)施,對長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(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?廣義騎自行車費(fèi)用如下:旅行時間,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