建筑学-城市规划专业英语翻译英汉15.doc

学 院 建筑学院 班 级 城市规划2011-1 姓 名 学 号 课程名称 专业外语2 学 期 2013-2014第二学期 成 绩 Reading Material AReduce the Need to Travel through Planning Travel is traditionally viewed as a derived demand, with the co.sts of travel being outweighed by the benefits deriving from the activity undertaken at the destination (for example,shopping or work). This would suggest that travel d.istances should be as short as possible, but this has not been the case and travel distances have been increasing. Reducing the need to travel is important for economic reasons as travel is not a productive activity, but a cost directly incurred by the traveller or indirectly incurred by the consumer through high prices. As transport is a major user of energy and producer of pollution, there are strong environmental reasons to reduce the amount of travel, particularly by motorised forms of transport. Not everyone has equal access to the car and so there are social reasons why trip lengths should be kept short, as this makes it easier for the majority without their own car to get to the widest possible range of opportunities. In addition , transport produces a range of negative externalities (including accidents , land consumption , noise , visual intrusion and communitv severance)which would all be reduced if there was less travel. For all of these reasons , it does seem essential that the need for travel should be reduced. There is now a general realization by most commentators, but perhaps not yet by the general public, that it is no longer possible or desirable to meet expected levels of road traffic demand by further road construction.There is currently a healthy debate within the transport Iiterature about looking at ways to reduce the need to travel. Two basic arguments foim the focus of attention. On the one hand, there are the economists who say that the price of travel is too low and the means to reduce the amount of travel is to increase that price. The alternative strategies to road pricing would include raising the price of fuel and parking charges. The main alternative to the use of the pricing mechanism is through greater use of the planning system. Obviously, any strategy which is likely to have a significant impact will use a combination of approaches involving both pricing and Planning levers.The importance of the new Planning Policy Guidance 13-Transport cannot be urtderestimated as it is the first attempt by the planning system to reduce the growth in the length and number of motorised journeys, to encourage the use of alternative means of travel which have less environmenta.l impact, and to reduce reliance on the private car. There are four main contributions identified in PPG 13 which can be made : 1) Development which tends to attract journeys should be located where it is reaccessible by a choice of modes, and these developments should be clustered.2) Housing development should be accessible to public transport , with a mixture of local facilities to encourage walking and cycling, not car dependence.3) Cities and towns should be enhanced on the focus for a high quality urban life with efficient and inteerated transport systems.4) Planning must be coordinated with local roads and transport so that traffic demand is managed through parking and traffic controls.If the objectives of PPG13 are fulfilled with respect to new developm ent . particularly housing, offices ,industrial parks and retail centres , then it is likely that at least the expected growth in travel might be reduced. However, there is still much that can be achieved through a further strengthening of the planning system. Perhaps the use of travel reduction targets would help in achieving environmental objectives and begin to suggest the basis for a sustainable transport policy. In addition to the current targets to stabilise carbon dioxide emission and to achieve substantial reductions in road casualties, the UK Government could follow the example of the Netherlands :l) To cut the expected doubling of road traffic by half.2) To reduce the use of the car for short journeys.3) To increase the amount of travel by walking and cycling.4) To reduce the growth in average trip lengths.The seriousness of the change in policy can only be assessed if further moves are madeio stren gthen th e case. Unless the elements of sustainable transport policy can be identified as a series of implementable measures , together with stiff yet achievable targets , the apparently insatiable appetite of drivers to travel further and further on more and more congestedroads will continue.Reading Material BMinimisation of the Need for InfrastructureThe organization of space and the creation of a transport system largely determine the structure of an urban area and are irrevocable to a high degree. This implies anticipating in many respects the situations and values of a (distant) future, especially in so far as they diverge from what is valid today. A great deal of courage and imagination are thus required, particulatly for towns that are still in an early stage of urbanisation. Traditionally, national as well as urban traffic studies have tried to assess the optimum network to satisfy traffic needs whose structure is determined by a spread of population and activities assumed a priori. Such an approach is evidently one-sided and indeed questionable as soon as high traffic densities are :l.t stake. Very high densities are known to make the cost of traffic soar. especially on certalll sections of the network, and the question arises whether in the long run this conges.l.n wili not influence the spatial distribution of people and activities. In that case. the prnri:iple of an a priori determined distribution that used to guide traffic investigations has to be abandoned. Or, to express it in traffic lore : the traffic matrix used to be a fixture ,independent of the degree of congestion.There is general agreement that both public and private transport infrastructure in urban areas is used in an essentially highly inefficient way. Not only is traffic concentrated in a relatively small number of hours , but its alternating pattern also leads to the actual caplcity being greatly under-utilised. The capacity of infrastructure required at a given volume and structure of traffic can be eXpressed in a simDie formulaC=in which C-infrastructural capacity required; R-total number of trips ; d-average trip length ; -coefficient of spatial distribution. defined as the ucilization by direction i. e. as the quotient of the maximum observed traffic flow measured in both direc- tions and the maximum possible flow in both directions; -coefficient of temporal distribution, defined as the utilization by time unit,i. e. as the average flow in both directions.The maximum value of and is one. If =l, the maximum observed flow in both directions is equal to the maximum possible flow in either direction ; in other words , the infrastructure is equally utilised in each direction. If = l, the road is occupied equally all through the day; =l and =l indicate a fully utilised infrastructure.Now we can define our problem as the minimization of C , in other words : given a certain volume of traffic , what is the least amount of infrastructure required to deal with that volume, or,in a formulation perhaps more corresponding to urban traffic problems : how can a given infrastructure be used optimally ?According to the definition of required infrastructure capacity, planning measures will contribute to the minimisation if they result in fewer trips (R), a shorter average trip length (d) , an improved structure of traffic (),and an improved temporal structure ()阅读材料A减少需要通过旅游规划旅游是传统上被视为一个派生需求，与旅游被抵销由在目的地（例如，购物或工作）所开展的活动所带来的利益。这表明，旅游应尽可能短，但是这并没有实际情形和出行距离不断增加。减少旅行的需要是非常重要的经济原因，因为旅行是不是生产活动，但成本产生直接由旅客或间接透过高房价所产生的消费。由于运输是能源和污染的生产商的主要用户，有较强的环境的原因，以减少出行量，特别是运输的机动形式。不是每个人都有平等的机会获得汽车等方面存在的社会原因，行程长度应尽量短，因为这使得它更容易为大多数没有自己的车去的机会，尽可能广泛。此外，运输生产一系列的负外部性（包括事故，土地消耗，噪音，视觉侵扰和遣散），这将如果有少游都可以降低。出于所有这些原因，似乎至关重要的是，需要行程应减少。现在有一个普遍实现了大多数评论家，但也许还没有受到大众的，它不再是可能或合宜，以满足预期的进一步公路建设道路交通需求水平。目前运输秦地文学在大约在寻找方法来减少旅行的需要一个健康的辩论。两个基本论点关注的焦点。在一方面，还有谁说，旅游的价格过低的经济学家和减少的交通工具的数量是增加的价格。另一种策略，以道路收费将包括提高燃油费及停泊费的价格。主要的替代使用的定价机制是通过更多地使用规划制度。显然，任何策略，很可能有一个显著的影响将使用同时涉及定价和杠杆规划方法的组合。新的规划政策指导13 - 交通运输的重要性不能被，因为它是第一次尝试的规划系统，以减少长度和机动行程的数量的增长，鼓励使用旅行的替代手段有较少 。升的影响，并减少依赖私家车。有在PPG的13确定了四个主要贡献可制成：1）发展趋向于吸引行程应设在那里是通过模式选择，以及这些发展应该聚集。2）房屋发展应该是可访问的公共交通设施，当地的设施，以鼓励步行和骑自行车，没有汽车的依赖的混合物。3）城市和城镇应在一个高品质的城市生活的重心高效率和高运输系统得到加强。4）规划必须协调与当地的道路和运输，使运输需求是通过停车和交通控制管理。如果PPG13的目标得以实现对于新的开发技术ENT。特别是在住房，写字楼，工业园区和零售中心，那么它很可能至少在旅行的预期增长可能会减少。然而，仍然有很多，可以通过进一步加强规划系统来实现。也许，利用旅行的减排目标将有助于实现环境目标，并开始建议的基础，可持续发展的交通政策。除了目前的目标，以稳定的二氧化碳排放量，并实现大幅度减少路途伤亡，英国政府可以仿效荷兰升为例）要减少一半的道路交通的预期增加一倍。2）为了减少使用汽车的短途旅行。3）通过步行和骑自行车出行增加的数额。4）为了减少平均出行长度的