城市交通规划-毕业论文外文翻译

城市停车设施规划外文文献翻译摘要：停车设施是城市交通规划中的重要组成部分，对于缓解交通拥堵、提高交通效率和改善城市环境起着至关重要的作用。

本文翻译了一篇关于城市停车设施规划的外文文献，主要介绍了停车设施规划的重要性、现有研究成果以及未来发展方向。

文献指出，停车设施规划应考虑城市的特点、交通需求和土地利用，采用科学的方法进行规划和设计。

同时，文献还提出了一些改进和创新的建议，包括利用信息技术和智能系统优化停车管理、提高停车设施的可达性和可用性、加强停车政策的执行和监管等。

本文翻译的外文文献对于城市停车设施规划的研究和实践具有一定的参考价值。

1. 引言随着城市化进程的加快和汽车保有量的增加，城市交通拥堵问题日益严重。

停车设施作为交通规划的重要组成部分，对于缓解交通拥堵、提高交通效率和改善城市环境起着至关重要的作用。

因此，城市停车设施规划成为了城市交通规划的重要内容之一。

2. 停车设施规划的重要性停车设施规划的重要性体现在以下几个方面：2.1 缓解交通拥堵停车设施的合理规划可以提供足够的停车位，减少车辆在道路上的停放，从而减少交通拥堵现象的发生。

2.2 提高交通效率合理规划的停车设施可以提高车辆的停车效率，减少寻找停车位的时间，提高道路的通行能力。

2.3 改善城市环境合理规划的停车设施可以减少车辆在道路上的停放，减少尾气排放和噪音污染，改善城市的环境质量。

3. 停车设施规划的研究成果目前，关于停车设施规划的研究已经取得了一些成果。

其中，一些研究主要集中在停车需求预测、停车设施布局和停车政策等方面。

3.1 停车需求预测通过对城市交通数据的分析，研究者可以预测停车需求的变化趋势，为停车设施规划提供科学依据。

3.2 停车设施布局研究者通过对城市土地利用和交通网络的分析，确定停车设施的布局位置和规模，以满足不同区域的停车需求。

3.3 停车政策研究者通过对不同停车政策的研究和比较，提出了一些改进和创新的停车政策，以提高停车设施的利用率和管理效果。

对于城市交通Motorcycles and City TrafficNowadays, motorcycles are popular around us. They have become an important means of transport in Chinese cities. Comparedwith the bike and the car, the motorcycle has its own advantages. First, it is quite flexible. When there is a traffic jam, itcan go through the cars that are held up in the street. Besides, it doesn't consume much petrol. Most important of all, it cancarry another person at the back. But every coin has two sides. The negative aspects are also apparent. To begin with, it's very complicated to get qualified fur riding a motorcycle. You'llhave to go through a series of procedures to get a riding license. Furthermore, the maintenance is expensive. Worst of all, itcosts a big sum of moneyto pay fur the license plate, especiallyin big cities.In conclusion, it has both favorable and unfavorable aspects. However, if the authorities concerned simplify the procedures and reduce the cost of the license plate, the motorcycle willbe accepted by more people.——文章根源网，仅供分享学习参照~ 1 ~标题：摩托车与城市交通内容：摩托车和市Traffic1。

Urban transportation is a critical aspect of modern city life,playing a significant role in the daily activities of its residents.It encompasses a variety of modes,each with its own advantages and challenges.Public Transportation SystemsPublic transportation,including buses,trams,and subways,is an essential part of city infrastructure.It provides a costeffective and environmentally friendly way for large numbers of people to commute.However,it can also be subject to overcrowding during peak hours and may require significant investment to maintain and expand.Road Traffic and CongestionCities often struggle with traffic congestion,especially during rush hours.The increasing number of private vehicles has led to the need for better road planning and traffic management systems.Intelligent traffic systems that use sensors and data analysis to optimize traffic flow are becoming more prevalent.Cycling and WalkingPromoting cycling and walking as alternatives to motorized transport can help reduce traffic congestion and improve air quality.Many cities are developing bike lanes and pedestrianfriendly zones to encourage these healthier and more sustainable modes of transport.Car Sharing and Ride Hailing ServicesThe rise of car sharing and ride hailing services like Uber and Lyft has changed the way people travel in cities.These services offer convenience and flexibility but also raise questions about their impact on traffic and the traditional taxi industry.Electric Vehicles and Green TransportAs environmental concerns grow,there is a push towards electric vehicles and other green transport ernments and city planners are implementing policies to encourage the use of electric cars,buses,and bikes,aiming to reduce carbon emissions. Challenges and SolutionsDespite the advancements,urban transportation faces several challenges such as funding, infrastructure development,and managing the growing demand.Solutions may involve publicprivate partnerships,technological innovations,and policy reforms to create a more integrated and efficient transportation system.The Role of TechnologyTechnology plays a significant role in improving urban transportation.From mobile appsthat provide realtime transit information to autonomous vehicles,technology is shaping the future of how we move around in cities.Urban Planning and TransportationEffective urban planning is crucial for the development of a robust transportation system. This includes considering the needs of pedestrians,cyclists,and motorists while ensuring accessibility and reducing the environmental impact.ConclusionIn conclusion,urban transportation is a complex system that requires careful planning, investment,and management to serve the needs of a growing urban population.As cities continue to evolve,so too must their transportation systems to keep pace with the demands of modern life.。

As a high school student living in the heart of a bustling city, Ive had my fair share of experiences with urban transportation. The citys transportation system is a vital lifeline that connects people to their homes, schools, workplaces, and entertainment venues. However, its not without its flaws and challenges. In this essay, Id like to share my thoughts on the current state of our citys transportation and suggest some improvements that could make it more efficient and userfriendly.Firstly, the public transportation system is the backbone of our city. Buses and subways are the most common means of transport for students and workers alike. However, during peak hours, these services can become incredibly crowded. Ive often found myself squeezed into a bus or a subway car like a sardine in a can, making the journey uncomfortable and sometimes even stressful. To address this issue, I believe the city should invest in expanding the public transport fleet and increasing the frequency of services during rush hours.Moreover, the reliability of the transportation system is another area that could use improvement. Delays and cancellations are not uncommon, which can disrupt daily routines and schedules. For instance, I once had to wait for over an hour for a bus that was supposed to arrive every 15 minutes. This kind of unpredictability can be frustrating and timeconsuming. To enhance reliability, better maintenance and more efficient scheduling are essential.In addition to public transport, many people in our city rely on personal vehicles for their daily commute. However, traffic congestion has become asignificant problem. The roads are often packed with cars, leading to long delays and increased air pollution. To alleviate this, the city could implement measures such as carpooling incentives, stricter traffic regulations, and the development of more bike lanes to encourage ecofriendly commuting options.Another aspect of urban transportation that I find particularly important is accessibility. Not everyone can navigate the transportation system with ease. For the elderly, disabled, or those with mobility issues, the current infrastructure can be challenging. Ive seen people struggling to climb onto buses or navigate crowded subway stations. To make our city more inclusive, we need to improve accessibility features such as ramps, elevators, and clear signage.Furthermore, the integration of technology in transportation can greatly enhance the user experience. For example, realtime tracking of buses and subways through mobile apps can help passengers plan their journeys more effectively. Additionally, contactless payment options can speed up the boarding process and reduce queues at ticket counters.Lastly, I believe that education and awareness campaigns are crucial. Many people are not fully aware of the different transportation options available to them or how to use them effectively. By promoting the benefits of public transport, carpooling, and cycling, we can encourage more people to adopt these modes of transport, reducing the strain on our roads and public transport systems.In conclusion, while our citys transportation system has come a long way, there is still much room for improvement. By addressing issues such as overcrowding, reliability, accessibility, and embracing technology, we can create a more efficient and userfriendly transportation system that benefits everyone. Its a collective effort that requires the involvement of city planners, transport operators, and citizens alike. With these changes, I am hopeful that our city can become a model for urban transportation in the years to come.。

城市未来交通英语作文城市未来交通英语作文随着经济的发展，交通正成为现代城市最大的问题之一。

下面我们来看看城市未来交通英语作文，欢迎阅读借鉴。

城市未来交通英语作文1With the development of economy ,traffic is becoming one of the greatest problems of a modern city. One problem is pollution .The waste gases from the exhaust pipes are great enemies to the air. And there are so many cars and buses in the city that the harm they cause to the environment is considerable. Another problem is crowdedness .City inhabitants are so familiar with traffic jams that they are part of their lives.Time wasted on traffic and people are made impatient by the awful traffic. Worse than that ,traffic accidents are real-life disasters of blood and death .Traffic has become one of the nightmares of people living in cities. To build highways and bridges only works out part of the problem .Cars and buses should be improved to give less waste gases. Government should encourage citizens to take buses so that there is less traffic on road.People should obey traffic rules and try not to make trouble on road. City area should be expanded so that there is more space for wide roads. Maybe low-pollution high-efficiency means of traffic should be invented .Only after we pay enough attention to the problem will it be possible for us to solve it .城市未来交通英语作文2Many years ago, I saw a science fiction film, which described a future world. The way people lived was very different. They could drive cars in the sky. Everything in the future world was so convenient. Since then, I was always curiousabout how the future world would become.The fling cars seemed so ridiculous for now, but thinking about more than 100 years ago, people never thought about flying in the sky, but now we could take planes and traveled around the world. Everything was possible. What's more, the development of technology is so fast that the world changes so much every ten years. Nowadays, people can pay the bill online. No matter where they go, a cell phone can solve most problems.I believe that future transportation will be much efficient and will surprise us all.。

中英文对照外文翻译文献(文档含英文原文和中文翻译)译文：交通系统交通运输一直是土木工程最重要的一个方面。

古罗马工程师的巨大成就之一就是公路系统，它使罗马与帝国的各个省之间的快速交通成为可能。

在工程方面的第一所培训学校就是桥梁和公路学校，它于1747年创建于法国。

而在英国，一位道路建筑家，托马斯·泰尔福特于1820年担任了土木工程学会的第一任主席。

现代公路仍然根据18世纪及19世纪初法国人皮埃尔·特埃萨凯，英国人泰尔福特，以及苏格兰人约翰·L·马克当所制定的原则进行建造。

这些人设计出了最初的现代道路，这种道路具有坚实的垫层，基础就建在垫层的上面。

他们设计的道路还具有排水良好而且不渗水的磨耗层，即直接承受车辆交通磨耗的表层。

特埃萨凯和泰尔福特均采用较厚的石头基础，在其上面铺筑由较小碎石组成的基层和由更小的石头组成的磨耗层。

他们的道路还微微隆起成曲线，形成路拱和反拱以便使雨水流走。

马克当认识到当土壤被夯实或压紧之后，只要保证干燥，其本身就可承受道路的重量，因而他能够通过在压实的垫层上铺碎石基层来省掉建造石头基础所需要的昂贵费用。

当时车辆的铁质车轮把表层石头碾压成连续的，较为平整的，更加不透水的表面。

早19世纪，货车和客车都采用铁或钢制车轮，这种道路是适用的。

当汽车在20世纪初出现之后，其橡胶轮胎毁坏了这种平整的路面。

因此，就采用焦油或沥青掺拌碎石，使路面表层更坚固的黏合一起。

现在，遍布全世界的数百万公里的道路采用这种路面。

在20世纪，道路建设基本上仅在两方面进行了改进。

第一种改进是采用混凝土作为磨耗层。

另一种改进则是交通工程，即设计高速的大交通量的、造价经济并且对于车辆和旅客都安全的公路。

交通工程已建成了现代高速公路，这种公路具有限定的入口和最安全的管理。

老式道路常用的拐角形交叉已不使用，而采用互通式立体交叉或其他更为复杂的设计。

现代高速公路通常设有专门的车道，在那里当车辆要驶出公路时可减速驶入时可加速。

文献信息：文献标题：Automatic road traffic safety management system in urban areas（城市道路交通安全自动管理系统）国外作者：Jacek Oskarbski文献出处：《MATEC Web of Conferences》,2017,122（03007）：1-6字数统计：英文2322单词，13060字符；中文3958汉字外文文献：Automatic road traffic safety management systemin urban areasAbstract Traffic incidents and accidents contribute to decreasing levels of transport system reliability and safety. Traffic management and emergency systems on the road, using, among others, automatic detection, video surveillance, communication technologies and institutional solutions improve the organization of the work of various departments involved in traffic and safety management. Automation of incident management helps to reduce the time of a rescue operation as well as of the normalization of the flow of traffic after completion of a rescue operation, which also affects the reduction of the risk of secondary accidents and contributes to reducing their severity. The paper presents the possibility of including city traffic departments in the process of incident management. The results of research on the automatic incident detection in cities are also presented.1.IntroductionTransport systems are a key element in meeting basic social needs related to population mobility and supplies. They facilitate the development of economic activity and contribute to upgrading the quality of life. Society expects a high level of reliability of transport while traveling to work, schools and for recreation. Today,however, it is already known that certain changes in transport management are necessary to tackle such urgent problems as traffic congestion, environmental pollution, traffic safety or social risks, at the same time ensuring sufficient mobility in the future. The development of Intelligent Transportation Systems (ITS) as supplementary to long-term measures in transport policy offer hope for at least a partial solution to the problems encountered, including in particular the problem of transport safety. Consequently, many cities in developed countries introduce intelligent systems of transportation management. The intensified implementation of ITS services has also been observed in Polish towns and on rural roads for several years now. Traffic services are not the sole beneficiaries of such ITS services. New software and hardware solutions are also applied by institutions participating in rescue operations (medical services, fire brigades) and preventive actions (e.g. those related to speed control). Systems used by road authorities as well as emergency and preventive services provide detailed data on traffic incidents and other big data which can be used at planning and operational levels of security management. These data are also a potential resource that could be the basis for research aimed at improving and developing new methods and means to upgrade traffic safety. Changes taking place through technological development, that manifest themselves in an ever wider use of automation in transportation processes, justify the revision of the current approach to traffic safety management in order to strengthen the integration of services and to develop procedures for their cooperation.2.Traffic safety management system2.1.System componentsAccording to the definition the "transportation system" is a system of technical, organizational and human resources, combined with one another in such a way that it can efficiently carry out the traffic of people and goods in space and time. In the system of traffic safety management, which is inextricably linked to the transportation system, we can identify many interrelated and mutually interacting elements: -structures of organization of traffic safety management services, as well as legalbases and procedures that determine the organization, competences and collaboration of such services,-tools influencing the improvement of traffic safety management at the strategic level (e.g. regional, local and sectoral programs of traffic safety management, including monitoring of their implementation) and the operational level (current monitoring and supervision),-broader support tools for system management (e.g. databases, information systems, expert systems, guidelines and examples of good practice, ITS services) based on scientific research,-management methods for the whole system and its selected elements (including risk management).The National Road Safety Program for 2013-2020 indicated that the process of improving traffic safety requires the use of up to three consecutive and interlinked components: institutional management functions, specific actions (interventions) and outcomes. Basic functions of institutional management included coordination, legislation, financing and provision of resources, promotion and communication, monitoring and evaluation, as well as research, development and knowledge transfer.The diagnosis of the existing system of safety management carried out in the framework of the National Road Safety Program has shown that each of these functions needs to be improved in terms of implementation of measures included in the Program. These functions are performed in different proportions depending on the particular institution and the level of public administration. They highlighted the need to improve organizational structures of traffic safety and coordination with the National Road Safety Council as a leading institution, as well as with Regional Road Safety Councils as the real leaders of the region – with the support of research institutions. Regional Road Safety Councils should perform management functions, among others, in terms of horizontal coordination - between regional structures of the Police, Road Transport Inspectorate, State Fire Service, the General Directorate for National Roads and Motorways, regional roads authorities, county roads authorities, the school superintendent, local NGOs and local communities, as well as throughvertical coordination - with the National Road Safety Council and county road safety councils. The representation of such a broad body in the works of road safety councils provides an opportunity to develop conclusions regarding necessary legislative changes and investigating the needs of cooperation in the management of traffic safety at the level of use of technology and databases as well as their integration, which may result in modification and development of new procedures for cooperation between the services. An example of new work on the introduction of a uniform system of monitoring and communication is the Polish Road Safety Observatory, functioning at the Motor Transport Institute, and emerging regional observatories. Equally important is also gathering data on traffic parameters that – when compared with data on traffic incidents - can be helpful in developing methods for improving traffic safety. Such data can be collected, for instance, in ITS Regional Laboratories. The structures of these databases and their linkages should be developed. It is also important to ensure universal access to data. The activities of local governments working on solutions in the field of "Smart City" can be helpful in this respect. The result of these activities should be the introduction of traffic safety and knowledge transfer.2.2.Operational traffic safety managementThe system of transport suffers disruptions every day. Transport systems become less reliable (which in particular affects the reliability of travel time within a transport network) when undesired incidents take place. These include dangerous incidents (accidents and collisions) and incidents (such as a vehicle becoming stationary due to a breakdown or driver indisposition, objects on the road, failure of parts of road infrastructure). This suggests that a systemic solution is required to help restore normal traffic conditions faster after the accident scene is cleared and minimize travelers’ time lost. The objective is also to reduce the risk of secondary events (by keeping motorists informed about the incident and controlling speed via Variable Message Signs) and accident severity (by reducing the time for emergency services to get to the scene and attend to the casualties). With the deployment of ITS services in Poland the work of the services can now be intensified and integrated as part ofoperational road safety management.Traffic Incident Management (TIM) is a systematic, planned and coordinated use of resources to reduce the impact of incidents, and improve the safety of motorists, crash victims and incident responders and to restore normal traffic conditions after the occurrence of an incident is detected on the road. Using its detection capability, the Monitoring and Traffic Surveillance System supports the collection of data about traffic parameters, weather conditions, travel times on specific street sections. Once processed they can be used by Traffic Safety Management System modules. The Automatic Supervision of Drivers Behavior Module is designed to detect road traffic offences such as exceeding momentary speed and average speed on a road section and driving over the STOP line on a junction or pedestrian crossing on a red light for the particular direction. At present, the modules collect offence statistics, a useful source of information for road authorities when they take steps to improve traffic layout and for the police when they take preventive action. The data can be used to send complete sets of offence information to a central traffic enforcement body. Before drivers can be punished for offences they have committed, the law and organizational arrangements must be revised and verified. The next task of the module is to pass on travel time information for use in the Traveler Information System (drivers can access the information via VMS and website).In the case of the Incident Detection Module - a pilot implementation of the first element of the module has been completed. The project enables automatic detection of traffic incidents on a few selected street sections in the Tri-City (a dual carriageway with 2 lanes in each direction, Polish class of street -GP), e.g. on Gdynia’s Kwiatkowski Route. The main element of the data processing module are algorithms that analyze available data to detect incidents. The module uses data from Bluetooth and Wi-Fi scanners that detect Bluetooth or Wi-Fi devices (mobile phones, smartphones, tablets, computers and in-vehicle devices to support hands-free systems – e.g. in-car speaker phones). The data collected by each pair of scanners (located at the beginning and end of the road section) are used to calculate travel times on defined distances between scanners. An algorithm based on Kalman filter is used toverify the data transmitted from the network of scanners. The incident detection algorithm checks the changes in travel time between measuring points every minute and when a sudden and unjustified change in travel time occurs, a notification is sent to the system operator with proposed information to be displayed on VMS. This is how the Incident Management Module goes into operation. It can start a traffic management strategy if there is an incident. It uses the Traveler Information System (warnings displayed on VMS about an incident, detours, road closure, speed management) and the Traffic Control System (change in signalization programs in response to a change in traffic distribution on the street network).3.Effects of using ITS services for operational road safety managementWhen there is a road accident, the victim may suffer serious injury leading to their death or disability, unless help is provided without delay. A fast response by emergency services may substantially increase the chance of survival and reduce long-term consequences of the trauma. According to the principle of the “golden hour” the lives of 20-40% of seriously injured casualties can be saved, if they receive hospital treatment within 60 minutes from the event. They are the more likely to live, the sooner they receive first aid at the scene (within "ten golden minutes") before they are taken to hospital. European research estimates that transport telematics can reduce the response time and intervention of emergency services by as much as 30%. When an incident is detected and verified, a strategy is activated which should ensure that a rescue team is quickly put together and the necessary equipment is made available. The response to an incident includes dispatching services to the scene. The steps should also include informing motorists once it is certain that the accident happened. Fast response to incidents means that the appropriate services must take action immediately. To speed up the process of detecting dangerous incidents, automatic incident methods can be used. If detected early, the incident will have a shorter duration and getting help to the casualties will take less time. As a result, accident severity will be reduced and the time of exposure to risk of secondary incidents will be minimized. Travelers’ time lost will also be minimized. Other benefits include areduction in serial and secondary incidents (up to 29%), drivers’ working time, fuel consumption and emissions. The majority of the city algorithms were developed to detect incidents on sections of the arterial road between junctions and some of them support detection on junctions.4.ConclusionsWith new ITS services deployed in Polish cities and on national roads in recent years, it is possible to improve the traffic safety system at the strategic (planning) and operational level. There is an increasing number of databases that store big data from integrated transport management systems. These should be integrated and made available as Open Data to improve ITS services and applications to stimulate the emergence of new ones. If the data from the databases can be analyzed, new methods and tools for analyzing road safety can be created. The system of safety monitoring in real time and over extended periods can improve as a result. With data stored in a single system, they can be integrated and used in applications for exchanging data between stakeholders. Once processed, the data can be presented on an information platform (it would be useful to integrate IT systems and databases of the relevant services to ensure data security and controlled access to sensitive data). An important step towards improving the flow of information and notifying the services is the National Access Point deployed by the General Directorate for National Roads and Motorways. ITS resources can also be used to support cooperation between emergency and preventive services with traffic control. This, however, will require new procedural and equipment standards (to ensure equipment compatibility and communications) at the national level including the local specificity and stakeholders involved in incident management and inclusion in the system of Traffic Management Centers. The first procedures of cooperation between emergency services and road authorities were developed as part of Rescue Plans for motorways and express roads. There is opportunity to disseminate these procedures as the National Traffic Management System (KSZR) is developing. The procedures should also be implemented in cities that already have integrated ITS solutions. One of the mainsteps towards a successful improvement of the road safety management system is developing clear legal bases and verifying the existing ones.中文译文：城市道路交通安全自动管理系统摘要交通事故和交通意外会使交通系统的可靠性和安全性大打折扣。

编号：桂林电子科技大学信息科技学院毕业设计(论文)外文翻译（原文）系（部）：专业：学生姓名：学号：指导教师单位：姓名：职称：年月日1、所填写内容“居中”对齐，注意每项下划线长度一致，所填字体为三号字、宋体字。

2、A4纸打印；页边距要求如下：页边距上下各为2.5 厘米，左右边距各为2.5厘米。

正文：要求为小四号Times New Roman字体，行间距取固定值（设置值为20磅）；字符间距为默认值（缩放100%，间距：标准）。

页眉处“共X页”，X需要手动修改。

大功率LED散热的研究摘要：如何提高大功率LED的散热能力，是LED器件封装和器件应用设计要解决的核心问题。

介绍并分析了国内外大功率LED散热封装技术的研究现状，总结了其发展趋势与前景用途。

关键词：大功率LED；散热；封装1. 引言发光二极管（LED ）诞生至今，已经实现了全彩化和高亮度化，并在蓝光LED 和紫光LED 的基础上开发了白光LED ，它为人类照明史又带来了一次飞跃。

发光二极管（LED）具有低耗能、省电、寿命长、耐用等优点，因而被各方看好将取代传统照明成为未来照明光源。

而大功率LED 作为第四代电光源，赋有“绿色照明光源”之称，具有体积小、安全低电压、寿命长、电光转换效率高、响应速度快、节能、环保等优良特性，必将取代传统的白炽灯、卤钨灯和荧光灯而成为21世纪的新一代光源。

普通LED 功率一般为0.05W ，工作电流为20mA ，大功率LED可以达到1W，2W，甚至数十瓦！工作电流可以是几十毫安到几百毫安不等。

其特点具有体积小、耗电小、发热小、寿命长、响应速度快、安全低电压、耐候性好、方向性好等优点。

外罩可用PC管制作，耐高温达135 度，低温-45 度。

广泛应用在油田、石化、铁路、矿山、部队等特殊行业、舞台装饰、城市景观照明、显示屏以及体育场馆等，特种工作灯具中的具有广泛的应用前景。

但由于目前大功率白光LED 的转换效率还较低，光通量较小，成本较高等方面因素的制约，因此大功率白光LED 短期内的应用主要是一些特殊领域的特种工作灯具，中长期目标才能是通用照明领域。

北京交通的英语作文带翻译标题，Beijing Transportation。

Beijing, the capital city of China, boasts a comprehensive transportation network that efficiently serves its bustling population and facilitates smooth movement within the city. This essay will delve into the various modes of transportation available in Beijing, highlighting their significance and impact on the daily lives of its residents.Road Transportation:Road transportation forms the backbone of Beijing's commuting system. The city is crisscrossed with a network of well-maintained roads and highways, facilitating the smooth flow of traffic. The iconic ring roads, namely the Second Ring Road, Third Ring Road, Fourth Ring Road, and Fifth Ring Road, play a crucial role in connecting different parts of the city and easing congestion duringpeak hours. In addition to private vehicles, Beijing's streets are also bustling with taxis, buses, and bicycles, providing diverse options for commuters to navigate through the city.Public Transportation:Beijing boasts an extensive public transportation system comprising buses, subways, and suburban railways. The Beijing Subway, with its extensive network of lines covering almost every corner of the city, is a lifeline for millions of commuters daily. The subway system is known for its punctuality, cleanliness, and affordability, making it the preferred mode of transportation for many residents. Moreover, the Beijing Bus system complements the subway network, offering convenient access to areas not covered by the subway lines. Additionally, suburban railways connect Beijing with neighboring cities, facilitating intercity travel and easing congestion on the roads.Cycling Culture:Cycling holds a special place in Beijing'stransportation landscape, reflecting its rich cultural heritage. Despite the rapid modernization and the influx of motor vehicles, cycling remains a popular mode of transportation for many residents. The city's wide bicycle lanes and bike-sharing programs make cycling a convenient and eco-friendly option for short-distance travel. Furthermore, initiatives promoting cycling as a healthy and sustainable mode of transportation have gained traction, encouraging more people to embrace this traditional meansof getting around.Challenges and Solutions:However, Beijing's transportation system is not without its challenges. Rapid urbanization and population growth have led to increasing traffic congestion and air pollution, posing significant environmental and health risks. To address these challenges, the Beijing municipal government has implemented various measures, including expanding the public transportation network, promoting greentransportation initiatives, and imposing restrictions onvehicle emissions. Additionally, advancements in technology, such as the development of electric vehicles and smart transportation systems, are being leveraged to enhance the efficiency and sustainability of Beijing's transportation infrastructure.In conclusion, Beijing's transportation system is a testament to the city's commitment to ensuring seamless connectivity and sustainable mobility for its residents. Through a combination of road transportation, publictransit, cycling infrastructure, and innovative solutions, Beijing continues to evolve as a modern metropolis while preserving its rich cultural heritage. As the citycontinues to grow and develop, it is imperative toprioritize investments in transportation infrastructure and adopt policies that promote environmentally friendly modesof travel, ensuring a greener and more livable Beijing for future generations.（翻译）。

智能城市交通系统外文翻译文献(文档含中英文对照即英文原文和中文翻译)A Multiagent System for Optimizing Urban TrafficJohn France and Ali A. GhorbaniFaculty of Computer ScienceUniversity of New BrunswickFredericton, NB, E3B 5A3, CanadaAbstractFor the purposes of managing an urban traffic system, a hierarchical multiagent system that consists of several locally operating agents each representing an intersection of a traffic system is proposed. Local Traffic Agents (LTAs) are concerned with the optimal performance of their assigned intersection; however, the resulting traffic light patterns may result in the failure of the system when examined at a global level. Therefore, supervision is required and achieved with the use of a Coordinator Traffic Agent (CTA).A CTA provides a means by which the optimal local light pattern can be compared against the global concerns. The pattern can then be slightly modified to accommodate the global environment, while maintaining the local concerns of the intersection.Functionality of the proposed system is examined using two traffic scenarios: traffic accident and morning rush hour. For both scenarios, the proposed multiagent system efficiently managed the gradual congestion of the traffic.1 IntroductionThe 20th century witnessed the worldwide adoption of the automobile as a primary mode of transportation. Coupled with an expanding population, present-day traffic networks are unable to efficiently handle the daily movements of traffic through urban areas. Improvements to road networks are often confined by the boundaries of existing structures. Therefore, the primary focus should be to improve traffic flow without changing the layout or structure of the existing roadways. Any solution to traffic problem must handle three basic criteria, including: dynamically changing traffic patterns, occurrence of unpredictable events, and a non-finite based traffic environment [2]. Multiagent systems provide possible solutions to this problem, while meeting all necessary criteria. Agents are expected to work within a real-time, non-terminating environment. As well, agents can handle dynamically occurring events and may posses several processes to recognize and handle a variety of traffic patterns [3, 5].Although several approaches to developing a multiagent traffic system have been studied, each stresses the importance of finding a balance between the desires of the local optimum against a maintained average at the global level [4]. Unfortunately, systems developed to only examine and optimize local events do not guarantee a global balance[6]. However, local agents are fully capable of determining their own local optimum. Therefore, a more powerful approach involves the creation of a hierarchical structure in which a higher-level agent monitors the local agents, and is able to modify the local optimum to better suit the global concerns [7].The remainder of this paper is organized as follows. Section 2 examines the problems of urban traffic. The design of a hierarchical multiagent model is given in Section 3. The experimental results are presented in Section 4. Finally, the conclusions of the present study are summarized in Section 5.2 Urban Traffic CongestionImprovements to urban traffic congestion must focus on reducing internal bottlenecks to the network, rather than replacing the network itself. Of primary concern is the optimization of the traffic lights, which regulate the movement of traffic through the various intersections within the environment. At present, traffic lights may possess sensors to provide basic information relating to their immediate environment. This includes road and clock sensors, measuring the presence and density of traffic and providing the time of day to the traffic light.A solution to the urban traffic problem using agents is to simply replace all decision-making objects within the system by a corresponding agent. Even the most basic system will consist of several agents, leading to the creation of a multiagent environment. In this case, the traffic environment is broken down into its fundamental components, with one agent for each of the traffic lights within the system. To maintain organization and cooperation between the Local Traffic Agents (LTA), a Coordinator Traffic Agent (CTA) exists to monitor global concerns and maintain order.3 Hierarchical Multiagent Model for Urban TrafficTo achieve a balance between the local and global aspects of an urban traffic system, a multiagent system based on a hierarchical architecture is proposed. LTAs and CTAs make up the fundamental levels of the hierarchy, in which the LTAs meet the needs of the specific intersection, and the CTAs determine if the chosen patterns of a LTA are suited to meet any global concerns. A solitary Global Traffic Agent (GTA) may exist for networks of sufficient size, and an Information Traffic Agent (ITA) provides a central location for the storage of all shared information within the system. For each agent, the variables necessary to organize and maintain the hierarchy are listed.The development of this system, in which several LTAs work under the guidance of a single CTA, represents the backbone to a hierarchical structure of agents within the system. The CTA provides the bonds between itself and the LTAs of the system, requiring that the CTA store a list of the neighboring intersections for each of the LTAs. However, the computational capabilities of a single CTA are limited, and a road network of sufficient size may require the use of multiple CTAs to handle all of the LTAs within the system. In this circumstance, the network will be subdivided into regions controlled by a single CTA, with a top-level Global Traffic Agent (GTA) linking the CTAs together. The GTA is an optional agent, existing only if the network is sufficiently large that it is required.A LTA interacts at a global level by sending a message containing the calculated optimal local light pattern to its supervising CTA. The CTA will find the appropriate neighboring intersections, and then determine what the global optimum for the handled LTA will be. To calculate the global optimum, the CTA will require all information relating to each of the neighboring intersection. The CTA will request the information from the ITA by providing a list of the intersections the CTA is concerned with. Once this information is retrieved, a CTA calculates the global optimum and determines if a variance exists between the local and global traffic light patterns. If a significant difference is found, a balance between the local and global optimums must be negotiated, and then returned to the LTA.4 ImplementationThe proposed urban traffic multiagent system has been implemented using the JACK Development Environment, utilizing JACK Intelligent Agents TM.JACK uses the Belief Desire Intention (BDI) model. Under this framework,“the agent pursues its given goals (desires), adopting appropriate plans (intentions) according to its current set of data (beliefs) about the state of the world.”[1]. Agents created under the JACK environment are event-driven, and can respond to internal or external events occurring within the systemThe first phase of implementing the multiagent system involves the creation of LTAs. Each ofthese agents are tailored to meet the requirements of its corresponding intersection.For the purposes of this project, the traffic network consists of six intersections. Each intersection consists of two roads crossing over one another. Each approaching road posses two lanes, a left-turning lane, and a straight/rightturning lane.The decision-making capabilities of the LTAs is developed in the second phase. The first round of decisions by a LTA are concerned with finding the local optimum, with no consideration for neighboring intersections. A basic expert system divides the sensor inputs into a corresponding light pattern. The resulting light pattern consists of an eight-element array, which can be broken down into two elements for each of the North, East, South and West directions.Odd elements of the array (zero is the first index) specify the duration of the advanced green state for each of the appropriate directions, while even elements indicate the time of the straight/right-turning lanes. This light pattern is always in the same format, and once calculated, stored by the LTA. The values contained within the array consist of strings, indicating the duration of the traffic light. The values of the strings are as follows:Red: Red light, lanes remain in a stopped state.Short: Green light, most frequently occurring, 30-seconds in duration for straight directions, 15 seconds for leftturning lanes.Medium: Green light, often for above average traffic densities,45-seconds in duration for straight directions, 25 seconds for left-turning lanesShort: Green light, indicating a high traffic density, 60-seconds in duration for straight directions, 35 seconds for left-turning lanes.Once the optimal local traffic light pattern is calculated,the LTA sends a message event to the CTA. The traffic light pattern is passed to the CTA, allowing the CTA to adjust the LTA’s ligh t pattern to better meet any global concerns. Stored within the CTA is a vector of neighbors for each LTA within the system. When a CTA receives a message event from a LTA, the CTA gathers all information relating to the neighbors of the currently handled LTA from the ITA. The CTA will use this information within its own expert system, comparing the local optimum light pattern against the current densities of the neighboring intersections. If a significant difference is found between the local optimum and the essence of the global optimum, the traffic light pattern to be implemented is altered to reduce the difference between the two optimums. The new traffic light pattern is returned to the LTA for implementation within the traffic light.4.1 ExperimentsThis sections presents some of the experiments carried out for two fixed state scenarios. In each experiment, a list of variables is provided to initialize the current state of the environment. Once the state of the environment is established, each LTA goes through the process of changing the state of their traffic light to accommodate the other direction. The resulting traffic light pattern for each intersection is recorded, and the number of vehicles passing through the intersection, N, in the available time indicated by the traffic light pattern is calculated as N = T/(α+ε)where αandεrepresent the ideal amount of time required for a vehicle to pass through a traffic intersection and the latency increase to the ideal length of time due to unexpected events, respectively.An advanced form of this calculation would allow the latency value of _ to increase by a constant factor for each additional segment of the waiting vehicles. This can be demonstrated by using βto represent each of the latency groups, imposing a maximum number of vehicles that exist within each latency group. Let the number of vehicles found in latency group k is calculated as,where tβi denotes the amount of time used by the latency group βi The total number of vehicles that could then pass through the intersection would be calculated as N = β1 +β2 + ···+ βm, where m represent the number of latency groups that can make it through the traffic light.In this simulation we set α= 2 and ε= 1. A limit of three was imposed on the value of β0, while no limit was imposed on β1. These values were chosen for simplicity, and the precision in which the three possible values of T could be divided.To display the traffic density of the network, a grayscale image representing the density values within the environment is used (see Figure 1). Each lane of the traffic network is covered with an appropriate grayscale image.Figure 1. Initial densities prior to accident.Figure 2. Densities after six cycles.4.1.1 Traffic Accident ScenarioThe traffic accident scenario involves the occurrence of a traffic accident in the upper-right intersection of the network(see Figure 1).The occurrence of the accident results in the intersection at the upper-right to force all traffic tostop. This is done by implementing an all red traffic light pattern at the intersection faced with the traffic accident. The traffic light patterns of the adjacent intersections (2 and 6), remove their green states for the east and north directions, respectively. Although traffic can still move in all other available directions, those vehicles planning to head towards the stopped directions are forced to wait at the intersection. This results in a gradual increase to the traffic density at the intersections adjacent to the accident. Figure 2 shows the densities after 6 cycles.As the level of congestion increases at intersections 2 and 6, eventually their density values reach a point that leads to the CTA reducing the length of time that the other intersections (1 and 5) allow traffic to proceed. This results in a decrease to the overall congestion at intersections 2 and 6. Although slowed down, the density values will eventually reach their maximum level, at which time the totally congested event occurs. This forces intersections 1 and 5 to stop allowing traffic to move towards intersections 2 and 6. By the 8th cycle, the traffic accident is cleared up. Figure 3Figure 3. Densities five cycles after the accident is cleared up.shows the traffic densities 5 cycles after the accident is completely cleared up.4.1.2 Morning Rush Hour ScenarioTo initialize the morning rush hour scenario, the traffic densities of the network are set to low values. Over the next several cycles, a constant movement of incoming traffic is seen from the unknown directions, and from the suburbs located between intersections 1 and 2. With the addition of traffic from the suburbs, by the end of the second cycle, the east-bound lane of intersection 2 is heavily used.When both east-bound directions for intersections 2 and 5 are fully congested (see Figure 4), traffic heading in those directions will be forced to wait. This will allow the eastbound directions of intersection 2 and 5 to reduce their traffic densities, which will allow traffic to approach these lanes during the next cycle. Until one of the east-bound directions is de-congested, traffic will not be diverted in a north/south direction to travel around the problem.As rush hour passes and the inbound traffic density is reduced, the network is able to clear out the congested intersections. This is done from east to west, as the rush hour traffic is proceeding in an eastward direction.5 ConclusionsThe development of a hierarchical multiagent structure to manage an urban traffic system ispresented in this paper. To test the functionality of the proposed urban traffic multiagent system, two traffic scenarios are considered. For both scenarios (traffic accident and morning rush hour), the multiagent system efficiently managed the gradual congestion of the network. As one roadway becomes more congested, the duration of the traffic lights of neighboring intersections leading towards the congested area are reducedFigure 4. Densities after ten cycles.by the CTA. This redirection proves successful and results in the achievement of a global balance between the roadways of the network. However, when the traffic density continues to build, all roadways heading in a similar direction will eventually become equally congested. The urban traffic multiagent system handles this situation by halting all traffic heading in those directions. This allows the congested roadways to decrease their density values. Although this slows the network down, the congested traffic is handled in a more organized and controlled manner.6 AcknowledgmentsThis work was partially funded through grant RGPIN 227441-00 from the Natural Science and Engineering Research Council of Canada (NSERC) to Dr. Ali Ghorbani.References[1] Jack intelligent agents: User guide. 2002.[2] T. P. M. Baglietto and R. Zoppoli. Distributed-information neural control: The case of dynamic routing intraffic networks.IEEE Transactions on Neural Networks, 3(12), 2001.[3] P. Brumeister, A. Haddadi, and G. Matylis. Application of multiagent systems in traffic and transportation. IEEE Proc.-Soft. Eng., (144), 1997.[4] J. R. Campos and N. R. Jennings. Towards a social level characterization of socially responsible agents. IEEEProc.-Soft.Eng., (144), 1997.[5] K. R. Erol, R. Levy, and J. Wentworth. Application of agent technology to traffic simulation./advance/agent.html, Last access June 2002.[6] C. Ledoux. An urban traffic flow model integrating neural networks. Transportation Research, 5, 1997.[7] D. A. Roozemond. Using intelligent agents for pro-active, real-time urban intersection control. EuropeanJournal of Operational Research, 2001.多智能体系统优化城市交通约翰·法国和阿里 A.Ghorbani计算机科学学院新不伦瑞克大学弗雷德里克顿E3B 5A3 加拿大摘要管理城市交通系统而言，建议由的几个本地经营代理组成，每个代表交叉口的交通系统的分层多智能体系统。