utilization是什么意思lization在线翻译读音

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深黑色的的英文的翻译的英语怎么说-四级证书编号查询

2023年4月19日发(作者：2011年歌曲排行榜)

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
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专业外语2 姓名：学号：狼文言文原文及翻译页码1
Reading Material A
Reduce the Need to Travel through
Planning Travel is traditionally
viewed as a derived demand, with the 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 es
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 The importance of the new Planning
important for economic reasons as travel is not Policy Guidance 13-Transport cannot be
a productive activity, but a cost directly urtderestimated as it is the first attempt by the
incurred by the traveller or indirectly incurred planning system to reduce the growth in the
by the consumer through high prices. As length and number of motorised journeys, to
transport is a major user of energy and encourage the use of alternative means of
producer of pollution, there are strong travel which have less environmenta.l impact,
environmental reasons to reduce the amount and to reduce reliance on the private car.
of travel, particularly by motorised forms of There are four main contributions identified in
transport. Not everyone has equal access to PPG 13 which can be made :
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
mean重阳节手抄报内容文字 s 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.
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 w古诗诵读 ith
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

专业外语2 姓名：学号：页码: 2
the expected growth in travel might be especially in so far as they diverge from what
reduced. However, there is still much that
can be achieved through a further imagination are thus required, particulatly
strengthening of the planning sy八仙蓝采和是男是女 stem. Perhaps for towns that are still in an early stage of
the use of travel reduction targets would help
in achieving environmental objectives and as urban traffic studies have tried to assess the
begin to suggest the basis for a sustainable optimum network to satisfy traffic needs
transport policy. In addition to the current whose structure is determined by a spread of
targets to stabilise carbon dioxide emission
and to achieve substantial reductions in road Such an approach is evidently one-sided and
casualties, the UK Government could follow indeed questionable as soon as high traffic
the example of the Netherlands : densities are :l.t stake. Very high densities are
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 B
Minimisation of the Need for Infrastructure
The 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.② This
implies anticipating in many respects the
situations and values of a (distant) future,

2
is valid today.③ A great deal of courage and
urbanisation.④ Traditionally, national as well
population and activities assumed a priori.③
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 th陆春堂 e 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.⑧
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 formula
Rd
C=

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-

专业外语2 姓名：学号：页码3

tions and the maximum
possible flow in both directions;⑨ 它更容易为大多数没有自己的车去的机会，
-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 汽车的依赖的混合物。

减少需要通过旅游规划的重心高效率和高运输系统得到加强。
旅游是传统上被视为一个派生需求，与旅游4）规划必须协调与当地的道路和运输，使
被抵销由在目的地（例如，购物或工作）所运输需求是通过停车和交通控制管理。
开展的活动所带来的利益。这表明，旅游应如果PPG13的目标得以实现对于新的开发
尽可能短，但是这并没有实际情形和出行距技术ENT。特别是在住房，写字楼，工业园
离不断增加。减少旅行的需要是非常重要的区和零售中心，那么它很可能至少在旅行的
经济原因，因为旅行是不是生产活动，但成预期增长可能会减少。然而，仍然有很多，
本产生直接由旅客或间接透过高房价所产可以通过进一步加强规划系统来实现。也
生的消费。由于运输是能源和污染的生产商许，利用旅行的减排目标将有助于实现环境
的主要用户，有较强的环境的原因，以减少目标，并开始建议的基础，可持续发展的交
出行量，特别是运输的机动形式。不是每个通政策。除了目前的目标，以稳定的二氧化
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
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
3）城市和城镇应在一个高品质的城市生活

专业外语2 姓名：学号：杜甫的代表作页码4
碳排放量，并实现大幅度减少路途伤亡，英方向我。。如
国政府可以仿效荷兰升为例）要减少一半的观察到的最大的交通流在两个方向
道路交通的预期增加一倍。测得的商
2）为了减少使用汽车的短途旅行。 tions和在两个方向上的最大可能
3）通过步行和骑自行车出行增加的数额。的流量;⑨
4）为了减少平均出行长度的增长。系数时空分布，由时间单位定义为
如果进一步的动作是STREN 情况下政策利用，
变动的严重性，方可进行评估。除非可持续我。。作为在两个方向上的平均流量。
交通政策中的元素可以被识别为一系列可和的最大值是1。如果= L，在两个方
实施的措施，加上刚性且有可实现的目标，向上观察到的最大流量等于在两个方向上
司机显然是贪得无厌的胃口，进一步和更远的最大可能的流量;换言之，基础设施被相
的地方越来越多的将继续下去。等地应用在各个方向。如果= l时，道路
阅读材料B 被占用同样一整天; = L和= L表示充
极品基建尽量减少分利用的基础设施。
空间和创造一个运输系统的组织在很大程现在，我们可以定义我们的问题为C的最小
度上决定了一个城市区域的结构，并以不可化，换句话说：给定流量的一定体积，什么
撤销的高度。②这意味着期待在许多方面的是处理该卷所需要的最少的基础设施，或者
情况和一（远）未来的价值，尤其是在就他在一个配方可能更相当于城市交通问题：如
们今天有什么有效的发散。③有很大的勇气何能在给定的基础设施得到最佳使用呢？
和想象力因而需要，的城镇仍处于城市化的根据所需的基础设施能力的定义，规划措施
初期阶段。④传统上，国家和城市交通研究将有助于最小化，如果他们导致更少的旅行
试图以评估最佳网络为了满足交通需要，其（R），较短的平均出行长度（d），交通的改
结构是由人口和活动的蔓延确定假设的先良结构（），以及改进的时间结构（）
验③这样的做法显然是片面的，值得商榷，
一旦高流量密度：蜜饯黄连打一成语是什么 LT股权。非常高的密度
是已知的，以交通成本飙升。特别是在网络
部分，问题出现了这个是否从长远来看哀愁
没有影响人们和活动的空间分布。在这种情
况下。该IPLE一个先验确定的分布来指导
交通
调查必须被抛弃。或者，来表达它的交通绝
杀：曾经是一个固定的，独立的拥塞程度的
流量矩阵⑧。
目前普遍认为，在城市地区的公共和私人交
通基础设施中使用的基本上是非常低效的
方式。不仅是通信集中在相对小数目的小
时，但其交替模式也导致未充分利用的实际
是很大。在给定的体积和流量的结构所需的
基础设施的能力可以在一个公式表示
C =
在这种要求的C-基础设施能力;
车次R-总数;
D-的平均出行距离;
-系数空间分布。定义为ucilization了