城市规划专业毕业设计_外文翻译

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1-2 The Pre-Industrial RevolutionWelcome to this first session.In today's session, we'll explore some of the ideas that dominated the design of settlements prior to the dawn of the Industrial Age.In the 19th century, when industrialization came to cities,everything changed.But before that there was a long continuity of ideas about how to design cities.It's totally foolish to imagine that we could explore several thousand years of history of cities in just one brief session.However, what we can do is to talk about the leading ideas, the things that dominated the design of settlements for that long period of time and help you recognize them in your communities.Many of you who live in cities that date back 100s of years, and the traces of earlier settlements can be seen by just by walking around in your city. But those of you who live in more recent cities, will also probably be surprised to see the number of ideas of contemporary cities that have their roots in what had happened in earlier cities.Human's may have been designing and planning settlements since the dawn of civilization.Many of the earliest settlements were created in informal ways.People simply gathered around the camp fire, built houses around it and and the settlements emerged from that kind of informal process.But beginning at least 3000 years ago people began deliberately designing settlements.As civilizations grew and became more stable and amassed resources, conscious ideas entered into the design of places.The first idea is the wall.Defense became essential, and for over2,000 years,the design of fortifications became a critical part of planning cities. Even after fortifications came down, and the moat was drained, the idea of creating limits to the city remained.The second idea is the grid.As land ownership was dispersed to families and people there was a need to subdivide property in some logical way and record it on maps.There was a need also to define public areas like streets and squares.A grid plan was the easiest way to map on the ground and the easiest to subdivide.Gridiron cities were created by the Greeks as they settled Asia Minor 500 years BC.And, grids were the favorite form of new cities when the Europeans conquered the Americas in the 15th century.As this map of Lima, Peru shows.The third idea is the axis.Some parts of the city have been more important than others throughout history.And some people have been more important than others.Even in a gridiron city like Bejing, the importance of the Emperor was reinforced by creating a central axis and only he was permitted to walk along.In Renaissance Rome, Pope Sixtus, the Fifth, used the axes of a way of uniting the separate and districts of the city and the residue of the monuments that have been left behind, and by creating important plazas and buildings.The fourth idea is the city square.InEuropean cities, public squares were Created to become the living room of the city.A place for all important events.Often they started as open market places.And as markets moved indoors, they became spaces used for multiple purposes.The Piazza Ducale, in Vigevano,Italy, is typical of such central spaces.But in England, in parts of Northern Europe, city squares could also be green spaces, offering relief from the dense city.This idea was carried over into the new world, in the design of new cities.The final idea I'll discuss here is the cloister. Places for worship in the homes of religious deities had a special role in the pre-industrial city. Spaces were created for monasteries,houses of worship, temples and other kinds of shrines and these were often given prominent locations in the city.Bangkok's many wats were the landmarks that defined the character of that city, and do to this day.Church's often defined the skylines of American cities and marked the center of neighborhoods and districts of the city.The sacred spaces were often accompanied by schools, and meeting houses, and residents for all those who they served.All five of these elements can be found in cities with long histories.So let's take a look at how they found their place in the design of a sampling of important cities,from antiquity to the 19th century.In the year 1800, the largest and probably the most important city in the world was Chang-An,in central China, located along the Silk Road.It had over a million people.It was the seat of the Tang Dynasty and had legations from all the important countries of the world.It also housed the political and economic structure of China.Today, Chang-An is known as Xian.The design of Chang-An actually began much earlier, with some of the walls and many of the temples built in100 BC.When the T ang Dynasty made it its capital,it became the prototype for all Chinese cities,including the prototype for Beijing.The original wall of Chang-An was five kilometers by six kilometers, and the city had 11 gates.A central axi s, led to the administrator city and ultimately to the Imperial Palace.The city had a grid plan, with each very large block subdivided into larger or smaller lots, depending on the stature of the occupant.There were two markets near the gates of the city.And hundreds, literally hundreds of T aoist, Buddhist and other temples scattered throughout the city,almost one on every block.Modern day Xian occupies only about one-third of the original city of Chang-An.But it remains one of the few large walled cities in the world with gates in their original locations.The grand axis of the city remains with the drum tower occupying a key locationalong it.The large main streets remain but the life of the city exists on thestreets and alleyways between them, much as it did more than a thousand years ago.The diversity of blocks within the grid is maintained,including the Muslim quarter, which is quite unique for cities in China.Today's Beijing shows the unmistakable elements of Chang-An.Now let's jump to the 12th and 13th centuries inEurope.Most European cities invested heavily in building fortifications to defend their population, secure those who fled the land around the city in the face of invading armies.An example is Klagenfelt, Austria, notable for it sorderly planning of the streets and squares in the town.Roads connect the gates of the town for quick mobilization of troops.But there was also a need to secure their territory.Throughout much of France and the remnants of the Roman Empire, noblemen such as Raymond the 7th of Toulouse built new towns on the perimeter of the lands they controlled.These towns called bastides were also designed as a grid plan.Montpazier is one of the best preserved and we can see today just how it functioned.The market square is located at the precise center, surrounded by the administrative buildings and shops.The church occupies an adjacent block with its cloistered green.While much of the wall has been abandoned,some of the gates remain, and the town is still largely occupied.A real revolution in city design began in Rome in the 16th century.After the fall of the Empire, Rome fell into ruins, and was almost deserted.But with the relocation of the papacy back to Rome and the ambition of the popes who lodged there and we should say, the money collected from the Christian realm all over Europe, were almost ready for a transformation. Pope Sixtus, the Fifth provided the impetus.Although he reigned for only five years, Sixtus the Fifth laid down a new street plan for the city connecting major monuments.It involved axis and view corridors which connected the city visually.New piazzas were added, including the Piazza del Papolo,with its twin churches and vistas to the distance.Sixtus' axis set the stage for the creation of the17th century, St. Peters Square, one of the greatest achievements in city design in history and the icon of Baroque city planning.Sometimes disaster provides the opportunity for changes in city design.In 1666, much of central London burned to the ground.And architects and designers of the day were quick to rush in with their proposals as to how it should be rebuilt.Unfortunately, it was rebuilt pretty much the way it was before.But the schemes by Christopher Wren and John Evelyn had far-reaching influence on the design of new settlements in the New World. Less than 15 years later, William Penn, a Quaker, was given a large land grant by the King, on the Delaware River shores of its American Colony.It was probably as much to get rid of Penn and his colleagues, who were constantly needling the king.He called upon a surveyor to lay out a new settlement.Thomas Holme clearly had in mind the unsuccessful schemes for London.Thomas Holme proposed a settlement with a gridiron plan running from the Delaware river to the Schuykill river about two miles away.There would be two major streets, roughly in the cardinal directions,and five squares.One in each quadrant, and one in the center called city square.The blocks and lots would be large enough so that every one living there could have a small orchid or keep animals on their property.William Penn saw it as creating a Greene Country Towne.Philadelphia was slow to develop.20 years after its founding, only a few blocks have been occupied, and it took fully two centuries to fill out the plan from river to river.But they stuck with the plan.Public buildings were added as they were needed,and streets became lively places for residents to meet.And housing which began as townhouses with large green spaces behind, evolved, became more dense, taller and while the blocks remain the same.It was not until the turn of the 20thcentury that city square was built upon, when a new City Hall and Courthouse was constructed.In its time, they were the largest public buildings in America.Philadelphia's Four Squares remain the outdoor center of its four center city neighborhoods and they're loved by all.I lived a block from Ritten house Square and considered it my outdoor living room.There were many others wonderful designs for the new settlements in the Americas.At Savannah, Georgia, Charles Oglethorpe created a plan in 1733for a city where virtually every housefaced a Square.Savannah remains today one of the mostliveable cities in the country.In Australia,Colonel William Light laid out a city quite similar to Philadelphia in 1823, and he surrounded it with a green belt.When it came time to expand, rather than consume the green belt, North Adelaide was added as another free-standing city.Adelaide remains one of the most livable cities in Australia.The combination of all of these ideas in pre-industrial cities was the design for Washington,the national capital that replaced id by Charles L'Enfant, it had a gridiron plan.A monumental axes that emphasized the importance of public buildings and monuments.Public squares and monuments were for both the federal city and the everyday city,and blocks that varied depending upon whether they were commercial areas or residential blocks.Washington would later become recast as the greatest example of the city beautiful movement in America.But that's a story for another session and I will say no more about Washington.What we see through this brief excursion through the history of the ideas about city design, is that many ideas we take for granted today,actually has their origins in pre-industrial cities dating back to antiquity.The early plans for cities provide the armature for future design.They can of course be modified, as Rome was by Sixtus the 5th, o Paris was through Baron Von Houseman's efforts.Or many other American cities were changes through urban renewal and redevelopment in the1970s and 1980s.But the form of a city is in its DNA,inherited from previous generations.It's important to understand where those ideas came from.In the next session, Johnathan Barnett will discuss how some of those changes that occurred to cities as a result of industrialization.You're welcome to join him.。

毕业论文外文文献翻译Solar-Urban-Planning-and-Design太阳能在城市使用的规划

毕业设计（论文）外文文献翻译文献、资料中文题目：太阳能在城市使用的规划文献、资料英文题目：Solar Urban Planning and Design 文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：班级：姓名：学号：指导教师：翻译日期： 2017.02.14本科毕业设计外文文献及译文文献、资料题目：Solar Urban Planning and Design 文献、资料来源：期刊外文文献：Solar Urban Planning and DesignAbstract:In recent decades, urban population growth, the acceleration of energy consumption and energy price, the increase of public concerns about environmental pollution and the demolition of nonrenewable energies, have adverted the attention of different groups to the use of sustainable, available and clean solar energy as a sustainable energy.Specialists like architects and engineers have considered solar energy in designing systems, buildings and equipments. Straggle success achieved in the case, cause the progress of replacing solar systems in buildings and equipments instead of systems consuming unsustainable resources like fossil fuel to be accelerated. But they have not applied coherently yet. In other words, before the enforcement of solar projects in cities, it is necessary to note all the dimensions related to their execution in order to reach their optimum efficiency. The goal that could be attained by long-time and multi dimensional planning.This paper guides the focus of urban and town planning and design on the application of solar energy. That urban planners should consider three aspects of environment, economy and society in three related elements of cities consisting buildings and urban spaces, urban infrastructures and urban land uses to achieve sustainable goals is discussed in this paper. So, after the review of few experiences, the issues and guidelines whose consideration lead to the more efficient solar urban planning and design are outlined.Key words:Solar Urban Planning- Solar Potential- Sustainable City- Solar Master Plan- Smart Infrastructure1. Introduction: the increase of attention to solar energyThe increase of urban population, activities and technologies using fossil fuels, energy price, energy consumption and the increase of public concerns about environmental pollution and the destroy of non-renewable energy resources, are causing different experts including specialists related to building and construction to look for alternative ways of energy provision. Building professionals have not considered the aim of good design aesthetically more and try to design the。

城乡规划专业城市规划效用研究毕业论文外文文献翻译及原文

毕业设计（论文）外文文献翻译文献、资料中文题目：绿地，城市持续发展最重要的指标：城市规划效用研究文献、资料英文题目：文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：城乡规划专业班级：姓名：学号：指导教师：翻译日期： 2017.02.14绿地，城市持续发展最重要的指标：城市规划效用研究Francisco Gómez；José Jabaloyes；Luis Montero；Vicente De Vicente；and Manuel Valcuende摘要：本篇文章总结了在西班牙城市巴伦西亚开展的一次非常广泛的研究，即绿地在城市舒适度中起到的作用。

之前，已经研究出了组成城市环境的环境参数。

根据这些值，一系列的舒适指数被分析并被证实，这些指数证明了之前作出的决定中的最佳的行为。

同样被研究的还有绿地在公共城市空间中的作用：对太阳辐射的保留度和污染滞留容量。

根据绿地的总量，这在公式上达到了舒适指数的极限值，即通过统计相关性，测定出城市达到理论上的舒适所需的绿地的表面积。

本篇文章对城市量度的公式进行了更宽泛的分析，通过对空间和环境以更广泛的视角和更丰富的多样性的研究。

这三个舒适指数已经被巴伦西亚以最佳的运作状态表现出来了，即达到了统计学上的最确定性。

这篇文章最后研究了早前在巴伦西亚进行的绿色规划实验。

最终结果考虑到巴伦西亚的学术权威提出的保护许尔塔的建议，正是这个天然商品花园开始了巴伦西亚的形成，接着形成了欧洲地区的战略哲学和欧洲景观风俗。

现实情况是，城市地区表现出越来越多的矛盾、不健康、难管理，其中最主要的是巨大的压力在环境方面。

城市景观规划设计毕业论文中英文资料外文翻译文献

城市景观规划设计中英文资料外文翻译文献Title:The Poetics of City and Nature: Toward a New Aesthetic for Urban DesignJournal Issue:Places 61Author:Spirn Anne WhistonPublication Date:10-01-1989Publication Info:Places College of Environmental Design UC BerkeleyCitation:Spirn Anne Whiston. 1989. The Poetics of City and Nature: Toward a NewAesthetic for UrbanDesign. Places 61 82.Keywords:places placemaking architecture environment landscape urban designpublic realm planning design aesthetic poetics Anne Whiston SpirnThe city has been compared to a poem a sculpture a machine. But the cityis more than a textand more than an artistic or technological. It is a placewhere natural forces pulse and millions of people live —thinkingfeelingdreamingdoing. An aesthetic of urban design must thereforebe rooted in the normal processes o

城市规划相关外文翻译资料

Riverfro nt Lan dscape Desig n for London 2012 Olympic ParkClie nt: Olympic Delivery AuthorityLocati on: London, UKProject Credit: Atk insText: Mike McNicholas, Project Director, Atk insHow do you pla nt along a river's edge, knowing that millio ns of people could be pass ing through thesite in the n ear future? How do you desig n, create and maintain the surrounding wetla nds, knowing that man-made wet woodla nd is very rare and tran siti on alby n ature? How do you en surethat the habitat being created remai ns viable and susta in able in the Ion g-term? Atk ins engin eers of the wetla nds and river edges on the London 2012 Olympic Park were tasked with fi nding answers to all of these questi ons.Coveri ng more tha n 246 hectares of formerly derelict in dustrial la nd, London' s new Olympic Park for the London 2012 Olympic and Paralympic Games is one of Europe's biggest-ever urba n gree ning projects. Rivers and wetla nds are at the heart of the visi on for the new park, which lies in east London' s Lower Lee Valley. Th e Iandscape that' s now emerging will provide a backdrop for the main action of theLo ndon 2012 Games.As river edge and wetla nd engin eers for the project, Atk ins has played a critical role in turni ng the visio n in to reality. Atk ins ' remit in cludes desig n of the soft river edges and wetla nds, in cludi ng riverba nk restoratio n and bioe ngin eeri ng.The tran sformati on is un precede nted.More tha n 8km of riverba nks have bee n restored as part of the project; in tan dem with this, 2 hectares of reed beds and ponds have bee n created, along with 9,000 square meters of rare wet woodla nd(Fig.01).The challe nge was about gett ing people both visual and physical access dow n to the river-to actually make the rivers more accessible and more ope n, and therefore the cen terpiece of the Park.Mike Vaughan heads up Atkins' multidisciplinary design team, which includes river engineers, geomorphologists and ecologists. “The idea was to open up the river corridor by making the steep slopes that line the river fl att e” explains Mike. “ By dropp ing the slopes, we' ve brought the river into the park and made it much more accessible-people can get close to the river and see whats going on there”Gett ing the riverba nk geometry just right was a delicate bala ncing act. Too steep, and the banks would n eed costly artifi cial rein forceme nt; too shallow, and they would start to eat into valuable space on the site. An optimum slope of 1 in 2.5-about 22 degrees- was chose n. The space occupied by river bank was restricted by the n eed toconvey fl oodwater and the location of terrestrial Iandscape and infrastructure. As such, the banks were over-steepe nedus ing two approaches.Firstly, where possible, the riverbanks were terraced using coir rolls and timber stakes. In other locations, where only a 70 degree bank was possible, a rein forced detail was used, provid ing layers of geo-grid and steel mesh cages, faced with a riverside turf.Today, with the new Iandscape rapidly taking shape, it s easy to forget how the Lee Valley used to look. Un til the Olympic Delivery Authority (ODA) took possessi on of the site in 2006, many of the river cha nn els that criss-cross the site were clogged with invasive weeds, along with the predictable detritus of urban decay: aba ndoned shopp ing trolleys and car tires.Th e Lee Valley' s neglected river network wasn t only an eyesore, but also an obstacle-a gulf separating Hackney and Tower Hamlets in the west from Waltham Forest and Newham in the east.Now, the revitalized waterways-and the new crossings spanning them-will be vital not only duri ng the Games, but also aft er 2012. Th ey are an in tegral part of the legacy solutio n, stitchi ng the new Park and its waterways into the wider fabric of east London.1 Bringing Habitats back to LifeMaki ng the most of the site ' s rivers and n atural features to create susta in able habitats is a key part of the Olympic Delivery Authority ' s vision for the Olympic Park. But the process of transforming the park' s rivers from weed and rubbish-i nfested gulches into prist ine watercourses has bee n long and tough.For Atk ins, that process started with develop ing an in timate un dersta nding of the labyri nth of waterways and cha nn els that wind their way through the site. Flows and velocities were measured at diff erent points over a period of time, with data used to con struct a detailed hydraulic model to predict flood risk. That' s of critical importa nee, because Atk ins had resp on sibility for everyth ing up to a con tour of 4 meters above ordnance datum (sea level) on the site.A full flood risk assessme nt was un dertake n at en vir onmen tal impact assessme nt stage. Atk ins un dertook an alyses of the risk of fl ood ing caused by freque nt rain fall, taking into acco unt the automated regulati on of water levels in the impo un ded reaches and the impact of tidal lockout. The modeli ng exercise was made con siderably more complicated by the impo un dme nt of the river system duri ng the course of 2008; in effect, this elim in ated the direct tidal infl uence of the Th ames. But its in direct infl uence is still felt. “ Whe n the tide comes in on the Th ames, it stops water fl owing out of the River Lee ” explains Mike Vaughan. “ So the river levels fl uctuate by an average of 400mm a day.Atki ns' modeli ng calculati ons correctly predicted this phe nomenon, and also the in creased risk of flood ing. “ These discoveries led to some cha nges in the Ian dscap ing profile,” says Mike. “ The riverside paths have bee n raised by up to a meter and the profile of the wetla nds was also raised, as main tai ning correct water levels is critical to their survival. ”Susta in able drain age tech niq ues have also bee n used across the Park. In theIan dscape areas, porous strips have bee n used in the con course, feedi ng into bioswales which drain dow n into the riverside pon ds. Surface conv eya nee, un dergro und pipes and storage features have also bee n utilized(Fig.O2).The first step in the river restoration process was to“ lay back” the banks, many of which were precipitously steep. This re-profili ng was n ecessary because much of the surrounding land was “made” ground, the result of centuries of tipping that had raised the ground level by as much as 10 meters in places. The cocktail of materials on the banks included rubble, glass, animal bones and, more recently, wartime demoliti on materials from London' s east end.Ano ther challe nge facing the Atk ins team was the prevale nee of in vasive weeds. These in cluded Himalaya n balsam, Japa nesek no tweed and gia nt hogweed. All are fast-growing non-native plants introduced to Britain in the 19th century as garde ncuriosities; all have prospered on the wrong side of the garde n wall.Invasive species are bad news for riverbanks. They reproduce and grow with prodigious speed, driving out native plant species. And they' re highly resilient. Knotweed can force its way through solid concrete, while giant hogweed contains furocoumari ns, sun-activated tox ins that can cause ski n ulcerati on. Elimi natio n was a priority —soil was treated throughout the site and the banks stripped of all rema ining vegetatio n.In additi on, Atk ins was resp on sible for en suri ng the protect ion of the existi ng fl ora and fauna on the site. Phase one habitat surveys were un dertake n as part of the en vir onmen tal impact assessme nt in 2006, in clud ing bird and fi sh surveys. A major translocation of species was undertaken to suitable receptor sites including a specially-created 1 hectare site just outside the Park. Atki ns translocated 330 com mon lizards, 100 toads and 4,000 smooth n ewts. In order to protect the flora on the site, Atki ns mai ntai ned a ‘ permit to clear' system for con tractors, and specifi ed safeguarded habitat areas that were not to be touched including areas of sycamore trees.2 Choosi ng Pla nts to Pla ntAtkins is responsible for the final look of the riverbanks and wetlands-and decid ing what to re- pla nt prese nted a challe nge. With banks now bare, new pla nting would have to fulfi ll not only ecological and aesthetic dema nds-they' d be expected to be in bloom for the Olympic Games-but engin eeri ng imperatives too.The Atk ins desig n team chose bioe ngin eeri ng tech niq ues, rather tha n culvert ing and hard engineering, for the project. That means protecting and consolidating riverba nks by using vegetatio n and n atural products in stead of con crete. Choos ing the right species with the right root systems would be critical to protect the banks from erosi on.An added challe nge was that the river n etwork is semi-tidal. The twice-daily rise and fall of around 400mm had the pote ntial to play havoc with new pla nti ng, and the river' s high sedime nt loads threate ned to smother anything pla nted from seed or plugs. “ We don' t actually have a n atural river system” no tes Mike. “ Pla nts don' t cop well in those con diti on s.”To fi nd out which plants would fare best-and to establish the most eff ective planting methods -Atkins conducted a unique riverbank planting trial along a 50-metre stretch of the Lee in the Olympic Park.“We trialled plants of different elevations and different installation techniques. These were monitored over a year,” says Ian Morrissey, senior environmental scientist with Atkins. “ That's really helped to inform exactly what species we should plant and where”.The trial revealed that plug plants would be just too vulnerable. But plants pre-grown in coir -coconut fibre matting-resisted being washed away or swamped. Coir has other benefi ts too-it 's easy and quick to install in rolls and pallets two meters long and a meter wide(Fig.03).“Th e mat itself acts like a mulch, so you prevent any weeds growing up through it that might already be within the bank material. But more importantly, when the banks become inundated, you get fine sediment trapped within the coir. Th at helps to bind the roots and feed the plant”s, says Ian.3 Banking on Tomorrow' s SeedlingsCreating a sustainable riverbank ecosystem means using native species. So before the banks were scraped back, seed was collected from suitable native aquatic species-a process managed by Atkins -and stored in a seed bank. Some of this seed was then used by bioengineering and nursery specialists, Salix, who were appointed by the Olympic Delivery Authority to cultivate plants off site in what 's believed to be one of Britain's biggest-ever nursery contracts.The offsite growing operation was huge and sowing for the project commenced in June 2009, as plants must be a year old and well established in their coir pallets before encountering the tough riverbank environment.Plants for the wet woodlands, including sedges, were raised in more than 7,000 pots at Salix' s nursery on the Gower peninsula, near Swansea. And in Norfolk, the company created a new 16-acre nursery dedicated to the 2012 project(Fig.04). Here, more than 300,000 plants representing some 28 different species, including sedges, common reed, marsh marigolds and yellow fl ag irises, were grown on more than a thousand coir pallets, ready to be transported to London in the following months.During the summer of 2010, the 18,000 square metres of planting were then pieced together like a giant jigsaw. This was a massive logistical challenge. To make it easier, each of the pallets and rolls was tagged. It was vitally important that each one went in exactly the right space so as to avoid cutting and trimming the roots and rhizomes of the plants. The team laid them out in blocks, to a plan, to make sure this didn't happen.4 Ponds and Wet Woodlands from ScratchWhile the riverbanks of the “Old River Lee” occupied much of the attention of the Atkins team, there were also entirely new bodies of water to consider. A fundamental part of the biodiversity of the river edges in the north of the Park lies in three new triangular ponds, off the east bank. Two of these were designed to dry up in the summer, forming moist grassy hollows. Th e third pond was created to retain water, en abli ngspecies such as water lilies and marsh marigold to thrive(Fig.O5).Preve nting that third pond from dryi ng out -while also en suri ng that it did not fl ood along with the River Lee-was a conun drum. Atk ins resp on ded by desig ning a conn ecti on betwee n the pond and the river to act as both overfl ow and feed. Flows could be regulated: whe n the pond level rose too high, water could be drained back into the river; whe n it started to dry out, a valve could be ope ned to release river water back into the pon d. It sounds simple, but it is believed to be the fi rst of its kind for a habitat feature of this scale.As well as the improved waterways and riverba nks, new wet woodla nds will be a no table feature of the Olympic Park. They' re now a rare habitat in the UK, and the ones in the Park are being created from scratch.“ It was quite a novel thing to be asked to do” recalls Atkins' Ian Morrissey. “ The challenge was to make sure we had the right water levels within the wetwoodla nd areas. Atk ins was resp on sible for work ing out the topographies and the cha nn els, and how they would in teract with the river”Wetla nds have a tendency to become dry land eve ntually, a process that can be slowed dow n through select ing the right vegetatio n, careful water level man ageme nt and maintenan ce.“ The sedge species we selected were chose n because they are quite vigorous so are able to compete well with terrestrial species, says Ian.Tree species for the wet woodla nd in clude willow, alder, birch and the now rare black poplar, points out Atkins' Mike Vaughan: “It' s fantastic for wildlife. You get a lot of in vertebrates in there, as well as n esti ng birds.Birds, though, can present a challenge, particularly on the freshly planted riverba nks.“There' s a risk of wildfowl grazing our plants when they get on site, ” says Mike. To prevent that happening, hundreds of meters of deterrent fencing were erected around new vegetati on. That stayed there un til spri ng 2O12(Fig.O6).5 Beyond the Finishing LineThe transformation of the lower Lee Valley and the creation of the new park, now n eari ng completio n, is remarkable by any sta ndards. Visitors to the Olympic Park - up to 250,000 every day at the peak of the Games - will encounter one of the gree nest and most en viro nmen tally frie ndly parks ever to be created for the Olympics.And the ben efits will be felt lo ng after 2012. “ We' re pulli ng that really difficult trick of putting in infrastructure that' s good for the Games, but will work in legacy” said the ODA's John Hopkins. “This will be a great place to live and work, with rivers and parkla nds at the heart. Socially, econo mically and en vir onmen tally, there will be a terrifi c legacy-it ' s a new Iandscape powering a new piece of city.伦敦2012奥林匹克公园滨水景观设计与营造业主委托：伦敦奥运交付管理局项目位置：英国伦敦项目设计：阿特金斯撰文：迈克•麦克尼古拉斯/阿特金斯项目经理如果在不久的未来，将有数百万人途经这块滨水区域，沿河该如何种植？如果了解到自然界中人造湿林地已十分罕见，该如何设计、创造并维护周边这种湿地环境？该如何长期保持栖息地的活力和可持续性？在伦敦2012奥林匹克公园项目中，来自阿特金斯的工程师们受托负责湿地和河滨地区设计及建设，将会找到所有这些问题的答案。

城市规划外文翻译

城市规划外文翻译集团标准化工作小组 #Q8QGGQT-GX8G08Q8-GNQGJ8-MHHGN#外文文献翻译河北工程大学建筑学院城市规划1101A KNOWLEDGE-BASED CONCEPTUAL VISION OF THE SMART CITYElsa NEGRE Camille ROSENTHAL-SABROUX Mila GASCóLAMSADE LAMSADE Center for Innovation in CitiesParis-Dauphine University Paris-Dauphine University Institute for Innovation SIGECAD Team SIGECAD Team and Knowledge ManagementFrance France ESADE-Ramon Llull UniversityAbstractThe term smart city is a fuzzy concept, not well defined in theoretical researches nor in empirical projects. Several definitions, different from each other, have been proposed. However, all agree on the fact that a Smart City is an urban space that tends to improve the daily life (work, school,...) of its citizens(broadly defined). This is an improvement fromdifferent points of view: social, political, economic, governmental. This paper goes beyond this definition and proposes a knowledge-based conceptual vision of the smart city, centered on people’s information and knowledge of people, in order to improve decision-making processes and enhance the value-added of business processes of the modern city.1. IntroductionOver the past few decades, the challenges faced by municipal ,such as urban growth or migration, have become increasingly complex and interrelated. In addition to the traditional land-use regulation, urban maintenance, production, and management of services, governments are required to meet new demands from different actors regarding water supply, natural resources sustainability, education, safety, or transportation (Gascóet al,2014). Innovation, and technological innovation in particular, can help city governments to meet the challenges of urban governance, to improve urban environments, to become more competitive and to address sustainability concerns. Since the early 90s, the development of Internet and communication technologies has facilitated the generation of initiatives to create opportunities for communication and information sharing by local authorities. This phenomenon appeared in the United States then moved to Europe and Asia. Indeed, in oureveryday life, we are more and more invaded by data and information. This flow of data and information is often the result of Information and Communication Technologies (ICT). Moreover, potentialities of ICT, that have almost exponentially increased have given rise to a huge mass of data to treat (Batty, 2013). The world is becoming increasingly digital and people are affected by these changes. Also, the digital infrastructure infers an information environment that is “as imperceptible to us as water is to a fish”(McLuhan & Gordon, 2011).There exists a kind of parallelism between technologies and humans. On one hand, people use technologies more and more and are hyperconnected, and, on the other hand, (numeric) systems are more and more user-centered (Viitanen &Kingston, 2014). Thus, within cities, systems have to adapt to hyper-connected citizens, in a very particular environment, the one of cities in constant evolution where systems and humans arenested. The advent of new technologies also confronts the city to a large influx of data (Big Data) from heterogeneous sources, including social networks. Itis also important to note that much information and /or knowledge flow between different people (with different uses and backgrounds) and between different stakeholders (Kennedy, 2012). In this respect, the city sees that numerous data circulate via the internet, wireless communication, mobile phones,…Finally, smart cities are exposed to technological issues tied to the huge mass of data which pass within them. These data can carry knowledge and, by the way, the smart city, and de facto, the smart city,aware of the existence and of the potential of this knowledge, can exploit and use them.Note that, for a city, all citizens become knowledgecitizens, especially those whose knowledge is the crucial factor enabling them to improve theirdecision-making processes. In this respect,knowledge is fundamentally valuable to make better decisions and to act this context, this paper focuses on knowledge in the smart city. The paper discusses both explicit knowledge (knowledge extracted from data which flows within the city) and tacit knowledge(that is, citizen’s knowledge). Our argument is twofold:on one hand, we believe that, due to the importance for the city management of tacit knowledge, the city should be closer to its citizens(Bettencourt, 2013). On the other, a city can become smarter by improving its decision-making process and, therefore, by making better decisions. ICT can help in this respect: more data and better-managed data result in, not only more information, but also more knowledge. More knowledge gives rise to better decisions (Grundstein et al, 2003; Simon,1969).The remainder of this paper is organized as follows. Next, we present some literature on smart cities and knowledge. Subsequently, we describe the opportunities and challenges smart cities offer for cities development and growth. The City’s Information and Knowledge System is then introduced. Finally, we bring to a close, drawing some conclusions on what a knowledge-based smart city is.2. Related Work. On smart citiesThe origins of the smart city concept are related to the European Union’s energetic efficiency programs that aimed at making cities sustainable(AMETIC, 2013). However, important conceptual trends have also contributed to the emergence of this term. In particular, the influence of open innovation has been key. Chesbrough (2006 & 2003) defines open innovation as a strategy by which firms commercialize external (as well as internal) ideas by deploying outside (as well as in-house) pathways to the market. Inaddition, “ideas can also originate outside the firm’s own labs and be brought inside for commercialization. In other words, the boundary between a firm and its surrounding environment is more porous, enabling innovation to move easily between the two”(Chesbrough, 2003: 37).Despite open innovation was born in relation to the industry and the business world, several authors think this theory can be easily implemented in different fields. In this respect, while historically the public sector has lagged on the innovation curve,today information technology is opening up new opportunities to transform governance and redefine government-citizen interactions, particularly within cities (Chan, 2013; Pyrozhenko, 2011; Almirall &Wareham, 2008). In this context, a smart city can be understood as an environment of open and userdriven innovation for experimenting and validating ICT-enabled services (Schaffers et al., 2011).A second relevant stream of theory that has contributed to the development of smart cities is urban planning and urban development (Trivellato etal., 2013). Ferro et al. (2013) state that the term smart city probably finds its roots in the late nineties with the smart growth movement calling for smart policies in urban planning. According to Anthopoulos & Vakali (2011), urban planning controls the development and the organization of a city by determining, among other, the urbanization zones and the land uses, the location of various public networks and communal spaces, the anticipation of the residential areas, and the rules for buildings constructions. Traditionally, urban planners have been concerned with designing the physical infrastructure of communities, such as transportation systems, business districts, parks and, housing development (Fernback, 2010). Currently, in doing so, urban planners find in technology an enormous opportunity to shape the future of a city (Townsend,2013), particularly for urban planning is a complextask requiring multidimensional urbaninformation, which needs to be shared and integrated.Regardless of its origins, various attempts have been made to academically define and conceptually describe a smart city. AlAwadhi & Scholl (2013) state that, actually, these definitions depend on different types and groups of practitioners think about what a smart city is. In this respect, although no generally accepted academic definition has emerged so far, several works have identified certain urban attributes that may characterize what a smart city start with, Giffinger et al. (2007) rank 70 European cities using six dimensions: smart economy (competitiveness), smart people (human and social capital), smart governance (participation), smart mobility (transport and ICT), smartenvironment(natural resources), and smart living (quality of life).As a result, they define a smart city as “a city well performing in a forward-looking way in these six characteristics, built on the ‘smart combination of endowments and activities of self-decisive,independent and aware citizens”(p. 11). Moreover, Nam & Pardo (2011) suggest three conceptual dimensions of a smart city: technology, people, and community. For them, technology is key because of the use of ICT to transform life and work within a city in significant and fundamental ways.However, a smart city cannot be built simp ly through the use of technology. That is why the role of human infrastructure, human capital and education, on one hand, and the support of government and policy, on the other, also become important factors. These three variables considered, the authors conclude that “a city is smart when investments in human/social capital and IT infrastructure fuel sustainable growth and enhance a quality of life, through participatory governance”(p. 286).In turn, Leydesdorff & Deakin (2011) introduce a triple helix model of smart cities. They argue that can be considered as densities in networks among three relevant dynamics: the intellectual capital of universities, the wealth creation of industries, and the democratic government of civil society. Lombardi et al. (2011) build on this model and refer to the involvement of the civil society as one of the key actors, alongside the university, theindustry and the government. In Lombardi’s words(2011)“this advanced model presupposes that the four helices operate in a complex urban environment, where civic involvement, along with cultural and social capital endowments, shape the relationships between the traditional helices of university, industry and government. The interplay between these actors and forces determines the success of a city in moving on a smart development path”(p. 8).Yet, so far, one of the most comprehensive and integrative framework for analyzing smart city projects has been presented by Chourabi et al. (2012).The authors present a set of eight dimensions, both internal and external, that affect the design,implementation, and use of smart cities initiatives:1) Management and organization: Organizational and managerial factors such as project size, leadership or change management. 2)Technology: Technological challenges such as lack of IT skills.3) Governance: Factors related to the implementation of processes with constituents who exchange information according to rules and standards in order to achieve goals and objectives.4) Policy context: Political and institutional components thatrepresent various political elements and external pressures.5) People and communities: Factors related to the individuals and communities, which are part of the so-called smart city, such as the digital divide or the level of education.6) Economy: Factors around economic variables such as competitiveness,innovation,entrepreneurship, productivity or flexibility.7)Built infrastructure: Availability and quality of the ICT infrastructure.8) Natural environment: Factors related to sustainability and better management of natural resources. Finally, according to Dameri (2013), within the European Union, the concept of smart city is based on four basic elements that composed the city:1) Land: The territorial dimension is not limited to the administrative boundaries of the city but may extend to the region. Sometimes, cities group together and form a network to share knowledge and best practices to tackle urban problems. The city is subjected to influences and regulations of the nation, which itself is affected by more global prerogatives.2)Infrastructures: Buildings, streets, traffic and public transports impact the quality of urban life and urban environment.3) People: All the stakeholders who are linked to the city (students, workers, neighbors, friends, tourists, …).4) Government: Urban policies are defined at the local level, and also at the central level, or even at a more global level, such as the European level, depending on the topic, the action, the project, However, a definition of a smart city is indispensable to define its perimeter and to understand which initiatives can be considered smart and which cannot. Moreover, a standard definition is also the first step for each city to specify its own vision of a smart city strategy. The definition and the comprehensive smart city framework(threats,opportunities,…) are the necessary basis on which to build the smart city goals system. That is why, in this paper, we agree with the Chourabi, et al’s framework(2012) and the Caragliu, etal.’s definition (2009) and consider that cities are smart when investments inhuman and social capital and traditional (transport) and modern (ICT) communication infrastructure fuelsustainable economic growth and a high quality oflife, with a wise management of natural resources,through participatory governance.. On knowledgeAs mentioned in the introduction, the smart city must be able to exploit knowledge that result from data management. This knowledge will result in better decisions in order for the 21st century city to address its main challenges (Negre & Rosenthal-Sabroux, 2014).Wesuggest an approach to digital information systems centered on people’s information and knowledge of people, in order to improve decisionmaking processes and enhance the value-added of business processes of the city.ICT allow people located outside a city to communicate with other people and to exchange knowledge. These observations concerning knowledge in the city context highlight the importance of tacit knowledge. It points out the interest of creating a favorable climate for both the exchange and sharing of tacit knowledge and its transformation into explicit knowledge and therefore extending the field of knowledge which will come under the rules and regulations governing industrial property (Negre & Rosenthal-Sabroux, 2014).Moreover, we should emphasize the fact that capitalizing on city’s knowledge is an ongoing issue, omnipresent in everyone’s activities, which specifically should have an increasing impact on management functions of the city. Polanyi (1967) classifies the human knowledge into two categories: tacit knowledge and explicit knowledge. He says: “tacit knowledge is personal,context-specific, and therefore hard to formalize andcommunicate. Explicit or 'codified' knowledge, on the other hand, refers to knowledge that is transmittable in formal, systematic language" . Our point of view can be found in the work of Nonaka & Takeuchi (1995), with reference to Polanyi (1967), considering that “tacit knowledge and explicit knowledge are not totally separated but mutually complementary entities”(Nonaka &Takeuchi, 1995: 61). For Nonaka & Takeuchi (1995), explicit knowledge can be easily expressed in written documents but is less likely to result in major decisions than tacit knowledge, which is to say that the decision process stems from knowledge acquired through experience, albeit difficult to express in elements are “explicit knowledge”. Heterogeneous, incomplete or redundant, they are often marked by the circumstances under which knowledge was created. They do not express the unwritten rules of those who formalized knowledge, the “unspoken words”. They are stored and disseminated in archives, cabinets, and databases, ...(Polanyi, 1967).Intangible elements are “tacit knowledge”.Acquired through practice, they are adaptable to the situations. Explicitly or non-explicitly, they are often transmitted by implicit collective apprenticeship or by a master-apprentice relationship. They are located in people's minds (Polanyi, 1967).By analogy with the works of Polanyi (1967),Nelson and Winter (1982), Davenport & Prusak(1998) and Grundstein et al. (2003), the city’s knowledge consists of tangible elements (databases,procedures, drawings, models, documents used for analyzing and synthesizing data, …) and intangible elements (people's needs, unwritten rules of individual and collective behavior patterns, knowledge of the city’s history and decision-making contexts, knowledge of the city environment(citizens, tourists, companies, technologies,influential socio-economic factors, …). All these elements characterize the city’s capability to innovate, produce, sell, and support its services. They are representative of the city’s experience and culture. They constitute and produce the added-valueof the city.These observations concerning knowledge in the city context highlight the importance of tacit knowledge. They point out the interest in taking into account tacit knowledge in decision processes. As a reminder, we believe that the decision in the context of smart cities, where data and knowledge flow, is permanent and important. 3. Opportunities and challenges of the smart citiesCities are confronted to a continuous improvement process and have to become smarter and smarter (Negre & Rosenthal-Sabroux, 2014). In doing so, they are confronted with threats and opportunities.Opportunities in cities are given by innovation,education, culture, companies, public organizations and public spaces where people can exchange, make sport, share experiences, meet each other, …On the other side, difficulties related to urbanization, environment protection, pollution,inefficient public transports, traffic, lack of green spaces, social differences, …are threats to city.To deal with these threats and opportunities,questions regarding knowledge in the city arise: How should we link knowledge management to the smart city strategy What activities should be developed and promoted What organizational structures should be put in place How should we go about creating them How can we implement enabling conditions for knowledge management initiatives What impact and benefit evaluation methods should be installedHow can we go about provoking cultural change towards a more knowledge-sharing attitude Within this perspective, we must keep in mind that cities need to evolve through their own efforts, by intensifying diversity and creating new foundations for thought and behavior.A knowledge-based city requires that each citizen takes responsibility for objectives, contributions to the city and, indeed, for behavior as well. This implies that all citizens are stakeholders of the city.This vision places strong emphasis on the ultimate goal of the digital information system which is providing knowledge-citizens,engaged in a daily related decision process, with all the information needed to understand situations they will encounter to make choices - which is to say, to make decisions –to carry out their activities, capitalizing the knowledge produced in the course of performing these tasks.The use of high technology help to improve a better way of life in the city because citizens are more informed, connected and linked. Moreover,using Information and Communication Technology(ICT) is essential to create social inclusion, social communication, civil participation, higher education and information quality.Finally, it is important to note that if smart cities are too connected/linked, they can become ICTaddicts(Viitanen & Kingston, 2014). In that case, it is possible that, one day, some smart cities will be confronted to problems of cyber-security and/or resilience, such as in the new video game “Watch Dogs”(Ubisoft) in which the player is at the heart of a smart and hyper-connected city in which his smartphone gives him/her control of all infrastructures of the CTOs (Central Operating System - high performance system that connects infrastructures and facilities of public security of the city to a centralized exchange pole). The player can handle the traffic lights to create a huge pile or stop a train to board and escape the forces ... Everything that is connected to the network can become a weapon.Opportunities and challenges should be more related to knowledge in the smart city. Therefore, in the next section, we propose to adapt the concept of Enterprise’s Information and Knowledge System(EIKS) introduced by Grundstein & Rosenthal- Sabroux (2009) to smart cities to address challenges related to knowledge in the smart city.4. The Smart City’s Information and Knowledge SystemIn general, an information system “is a set ofelements interconnected which collect (or recover),process, store and disseminate information in order tosupport decision and process control” (Laudon &Laudon 2006). Grundstein & Rosenthal-Sabroux(2009) introduced the notion of knowledge into the information system and proposed the concept of Enterprise’s Information and Knowledge System(EIKS). In this section, by analogy, we propose our Smart City’s Information and Knowledge System(CIKS) where data and knowledge flow within.Under the influence of globalization and the impact of Information and Communication Technologies (ICT) that modify radically our relationship with space and time, the city increasingly develops its activities in a planetary space with three dimensions:A global space covering the set of cities (the nation).A local space corresponding to the city located in a given geographic area.An area of influence that covers the field of interaction of the city with the other cities.The city locked up on its local borders is transformed into an extended city, without borders,opened and adaptable. The land is the territorial dimension of a city, with different levels. These levels range from the local dimension, to regional, network, national and finally the global dimension.Furthermore, this city is placed under the ascendancy of the unforeseeable environment that leads towards uncertainty and doubt.The city meets fundamental problems of information exchange and knowledge sharing among,on the one hand, its formal entities distributed in the world and on the other hand, the city's people(nomadic or sedentary), bearers of diversified values and cultures according to the origin. Two networks of information overlap:A formal information network between the internal or external entities, in which data and explicit knowledge circulate. This network is implemented by means of intranet and extranet technologies.An informal information network between nomadic or sedentary peoples. This network favors information exchange and tacit knowledge sharing. It is implemented through converging Information and Communication Technologies (for example the new IPOD with Web .The problems occur when nomadic people(tourists or students for example) placed in new,unknown or unexpected situations, need to get“active information”, that is, information and knowledge they need immediately to understand the situation, solve a problem, take a decision, and act.That means that ICT provide the information needed by people who are the heart of the city. By extension, our reflection is: ICT bear potentialities,they bring new uses, they induce a new organization,and they induce a new vision of city, what we call a “smart city”. And, ICT are the heart of the smart city.Building on this, a city can be seen as an information system and because of its hyperconnected nature, smart city can be seen as more than an information system: an information and knowledge system. In fact, the City’s Information and Knowledge System (CIKS) consists mainly in a set of individuals (people) and digital information systems. CIKS rests on a socio technical context,which consists of individuals (people) in interaction among them, with machines, and with the very CIKS. It includes:Digital Information Systems (DIS), which are artificial systems, the artefacts designed by ICT.An information system constituted by individuals who, in a given context, are processors of data to which they give a sense under the shape of information. This information, depending of the case, is passed on, remembered, treated, and diffused by them or by the DIS.A knowledge system, consisting of tacit knowledge embodied by the individuals, and of explicit knowledge formalized and codified on any shape of supports(documents, video, photo, digitized or not).Under certain conditions, digitized knowledge is susceptible to be memorized, processed and spread with the DIS.We must identify information and knowledge to a city’s activities and for individual and collective decision-making processes. The objective could be to design a Digital Information System (DIS) which would allow the city’s stakeholders to receive, to gain access to, and to share the greatest variety of information and knowledge they deem necessary, as rapidly as possible, in order to accelerate decisionmaking processes and to make them as reliable as possible.5. ConclusionThe city has evolved over time: it started with scattered houses, then these houses were grouped into cities, which were industrialized and mechanically connected to other cities and, now, we have hyper connected cities (with citizens who are connected,who need access to different information, and with cities that are connected to the rest of the world)(Kennedy, 2012).In this paper, we propose a conceptual vision of the smart city, based on knowledge. Knowledge can be: explicit knowledge (knowledge extracted from data which flows within the city) and/or tacit knowledge (that is, citizen’s knowledge). According to the previous works on the area of smart cities and knowledge management and the study of threats and opportunities of cities, one specific challenge appears(among some): knowledge must be integrated into the city. Thus, we introduce our Smart City’s Information and Knowledge System (CIKS) where data and knowledge flow within.The smart city is more than Information and Communication Technologies (ICT), and more thanpeople. It also has to do with knowledge (Kennedy,2012; Negre & Rosenthal-Sabroux, 2014).Our vision is an approach that takes into account people, information, knowledge and ICT. From our point of view, knowledge is a factor of competence in order to improve the “smartness”of the city and to handle the complexity of the cities (du, in part, to ICT).6. ReferencesAlAwadhi, S. & Scholl, H. J. (2013). “Aspirations andrealizations: the smart city of Seattle”. Paper presented at the 46th Hawaii International Conference on System Sciences. Maui, HI, January 7-10.Almirall, E. & Wareham, J. (2008). “Living labs and openinnovation: Roles and applicability”. The ElectronicJournal for Virtual Organizations and Networks, 10(special issue): (2013). Smart cities. Barcelona: AMETIC. Anthopoulos, L. & Vakali, A. (2012). “Urban planning andsmart cities: Interrelations and reciprocities”. In F. Alvarezet al. (eds.). Future Internet Assembly 2012. From promisesto reality. New York: Springer (pp. 178-189). Batty, M. (2013). “Big data, smart cities and city planning”.Dialogues in Human Geography, November 2013 vol. 3no. 3 274-279Bettencourt, L. (2013). “Four simple principles to plan thebest city possible”. New Scientist, 18 (December):30-31.Caragliu, A., Del Bo, C. & Nijkamp, P. (2009). Smart citiesin Europe. Technical , C. (2013): “From open data to open innovationstrategies: Creating e-services using open governmentdata”. Paper presented at the 46th Hawaii International Conference on System Sciences. Big Island (HI), , H. (2006).译文:基于知识理论角度的智慧城市作者：艾尔莎内格雷卡米尔·罗森塔尔摘要术语智慧城市是一个模糊的概念，没有很好地在理论研究亦或是在实证项目的定义。

History and Civilization of the City 城市规划方面英文论文(专业、雅思、托福等可用)

History and Civilization of the CityAs a saying goes, there are a thousand Hamlets in a thousand audience's eyes, undoubtedly, a city has a great number of images in citizens' minds because every city definitely has its long-standing history and splendid civilization just like every individual has its memory. If all of our cities abandon them in order to become what called the "modern city", which is more advanced than it before, citizens would have much less impression of the city's tradition. Is this good for our cities? I suppose not. It can be imagined that if Hamlet had monotonous character, audience would no longer like it. Consequently, in my opinion, a city should not abandon its traditional civilization when in the process of urbanization.There is a concept called "urbanization", which not only means modernizing the city, but also means making the rural area alter to city. Some people, however, give an additional meaning that abandoning the traditional culture to it. Maybe, as is known to them, when taking the tradition into consideration, it is no more a significant element to the modern city. Yet as far as I know, the traditional culture is crucial and fundamental fortune. When we are facing to various type of lure, the government should not lose itself and should protect the valuable treasure. For instance, Nanjing is a big city which owns over 2470 years of history, and Nanjing was the capital of many dynasties of ancient China. In the construction, the government reserves its quadruple castles and ancient bridges of the Ming Dynasty and lots of other historical sites. In addition, establishing ten protection zones such as Ming Palace and Confucius Temple is another brilliant method to prevent the traditional civilization from damaging during the process of modernization or urbanization. There is no doubt that the government attaches great importance to it in urban construction.Thus, on the one hand, the tradition of a city is definitely a significant element and fortune which we should consider and protect in urbanization. On the other hand, it also can benefit the development of the city even the whole country.History and culture are root and soul of the city, because when citizens know the history, they know the derivation of themselves, similarly, when they understand the culture of the city, they understand the spirit of it. Furthermore, the people from other area will be attracted. There are many instances we can learn from them, such as Pingyao, Lijiang, Wuzhen, etc. They are all famous ancient towns with less tall buildings and cars. Nevertheless, their long history and various cultures attract numerous tourists every year. Taking Pingyao for the example, about ten years ago, it had already attracted 1.5 million tourists as well as earned more than 200 million from them, it can be imagine that the number is much more tremendous today. As the same time, the native people not only remember themselves’ cultures but have more chances to work for hometown, and the government have fund to protect the ancient buildings, augment the planting or prevent the pollution rather than waste money to build excess similar modern buildings. As far as I am concerned, the developing of our city cannot be separated from the history and traditional culture.As a philosopher told us, to know the passed one thousand year is to better develop the next five hundred years of the future, no matter which type of city we want in the future, we should not forget the long history and abandon the splendid traditional civilization. After all, memorizing and inheriting is our responsibility.。

城市景观规划设计外文翻译文献

城市景观规划设计外文翻译文献(文档含中英文对照即英文原文和中文翻译)Ecological planning in the urban landscape design Abstract: This article discusses the urban landscape from the relation of the following three concepts: the landscape, the city and the ecology. This paper mainly discusses how the landscape influences the city's living environment.The landscape is a stigma in the land, which is of the relationship between human and human, between man and nature. There exists some subtle relationship among landscape, city and humanized design.I. City and The Landscape(1) Overview of Landscape DesignLandscape design, first, is a people's thinking activity, performed as an art activity.Diversified thoughts formed complex diverse landscape art style. Contemporary landscape design apparently see is the diversity of the landscapeforms,in fact its essence is to keep the closing up to the natural order system, reflected the more respect for human beings, more in-depth perspective of the nature of human's reality and need, not to try to conquer the nature.it is not even imitating natural, but produce a sense of belonging. Landscape is not only a phenomenon but the human visual scene. So the earliest landscape implications is actually city scene. Landscape design and creation is actually to build the city.(2) The Relationship Between Landscape and UrbanCity is a product of human social, economic and cultural development, and the most complex type. It is vulnerable to the artificial and natural environmental conditions of interference. In recent decades, with worldwide the acceleration of urbanization, the urban population intensive, heavy traffic, resource shortage, environment pollution and ecology deterioration has become the focus of attention of the human society. In the current environment condition in our country, the problem is very serious. and in some urban areas, the pollution has quite serious, and greatly influenced and restricts the sustainable development of the city.Landscape is the relationship between man and man, man and nature. This is, in fact, a kind of human living process. Living process is actually with the powers of nature and the interaction process, in order to obtain harmonious process. The landscape is the result of human life in order to survive and to adapt the natural. At the same time, the living process is also a process of establishning harmonious coexistence. Therefore, as a colony landscape, it is a stigma of the relationship between man and nature.II the city landscape planning and design(1) city landscape elementsThe urban landscape elements include natural landscape and artificial landscape . Among them, the natural landscape is mainly refers to the natural scenery, such as size hills, ancient and famous trees, stone, rivers, lakes, oceans, etc. Artificial landscape are the main cultural relics, cultural site, the botanical garden afforestation, art sketch, trade fairs, build structure, square, etc. These landscape elements must offer a lot of examples for creating high quality of the urban space environment. But for a unique urban landscape, you must put all sorts of landscape elements in the system organization,and create an orderly space form.(2)the urban landscape in the planningThe city is an organic whole, which is composed with material, economy, culture, and society.To improve the urban environment is a common voice.The key of the urban landscape design is to strengthen urban design ideas, strengthen urban design work. and blend urban design thought into the stages of urban planning. The overall urban planning in the city landscape planning is not to abandon the traditional garden, green space planning, but the extension and development of it.Both are no conflict, but also cannot be equal.In landscape planningof city planning, we should first analysis the urban landscape resources structure, fully exploit landscape elements which can reflect the characteristics of urban.Consider carefully for the formation of the system of urban landscape.III ecological planning and urban landscape (1) the relationship of urban landscapeand ecological planning Landscape ecology is a newly emerged cross discipline, the main research space pattern and ecological processes of interaction, its theme is the fork the geography and ecology. It's with the whole landscape as the object, through the material flow, energy flow and information flowing the surface of the earth and value in transmission and exchange, through the biological and the biological and the interaction between human and transformation, the ecological system principle and system research methods of landscape structure and function.the dynamic change of landscape has interaction mechanism, the research of the landscape pattern, optimizing the structure, beautify the reasonable use and the protection, have very strong practicability. Urban ecological system is a natural, economic and social composite artificial ecosystem, it including life system, environment system, with a complex multi-level structure, can be in different approaches of human activity and the mutual relationship between the city and influence. Urban environment planning guidance and coordination as a macro department interests, optimizing the allocation of land resources city, reasonable urban space environment organization the important strategic deployment, must have ecological concept. Only to have the ecological view, to guide the construction of the city in the future to ecological city goal, to establish the harmonious living environment. In recent years, landscape planning in urban landscape features protection and urban environment design is wide used.(2) landscape in the living environment of ecological effectLandscape as a unit of land by different inlaid with obvious visual characteristics of the geographic entities, with the economic, ecological and aesthetic value, the multiple value judgment is landscape planning and management foundation. Landscape planning and design always is to create a pleasant landscape as the center. The appropriate human nature can understand the landscape for more suitable for human survival, reflect ecological civilization living environment, including landscape, building economy, prudent sex ecological stability, environmental cleanliness, space crowded index, landscape beautiful degree of content, the current many places for residential area of green, static, beauty, Ann's requirement is the popular expression. Landscape also paid special attention to the spatial relationship landscape elements, such as shape and size,density and capacity, links, and partition, location and of sequence, as their content of material and natural resources as important as quality. As the urban landscape planning should pay attention to arrange the city space pattern, the relative concentration of the open space, the construction space to density alternate with; In artificial environment appeared to nature; Increase the visual landscape diversity; Protect the environment MinGanOu and to promote green space system construction.(3) the urban landscape and ecological planning and design of the fusion of each other.The city landscape and ecological planning design reflects human a new dream, it is accompanied by industrialization and after the arrival of the era of industrial and increasingly clear. Natural and cultural, design of the environment and life environment, beautiful form and ecological functions of real comprehensive fusion, the landscape is no longer a single city of specific land, but let the ablation, tothousands; It will let nature participate in design; Let the natural process with every one according to daily life; Let people to perception, experience and care the natural process and natural design.(4) the city landscape ecological planning the humanized design1. "it is with the person this" design thought Contemporary landscape in meet purpose at the same time, more in-depth perspective on human of the nature of reality and needs. First performance for civilian design direction, application of natural organic materials and elastic curve form rich human life space. Next is the barrier-free design, namely no obstacle, not dangerous thing, no manipulation of the barrier design. Now there have been the elderly, the disabled, from the perspective of the social tendency, barrier-free design ideas began to gain popularity, at the same time for disadvantaged people to carry on the design also is human nature design to overall depth direction development trend. "It is with the person this" the service thoughts still behave in special attention to plant of bright color, smell good plant, pay attention to ZuoJu texture and the intensity of the light. The detail processing of considerate more expression of the concern, such as the only step to shop often caused visual ignored and cause staggered, in order to avoid this kind of circumstance happening, contemporary landscape sites do not be allowed under 3 steps; And as some residential area and square in the bush set mop pool, convenient the district's hygiene and wastewater recycling water. "It is with the person this" the service thoughts in many ways showed, the measure of the standard is human love.1. 1 human landscape design concept is human landscape design is to point to in landscape design activity, pay attention to human needs, in view of the user to the environment of the landscape of a need to spread design, which satisfied the user "physiological and psychological, physical and mental" multi-level needs, embodies the "people-oriented" design thought. Urban public space human landscape design, from the following four aspects to understand:1. 1.1 physical level of care. Human landscape design with functional and the rationality of design into premise condition, pay attention to the physical space reasonable layout and effective use of the function. Public space design should not only make people's psychology and physiology feel comfortable, still should configuration of facilities to meet people's complex activities demand1. The level of caring heart 1.2 Daniel. In construction material form of the space at the same time, the positive psychology advocate for users with the attention that emotion, and then make the person place to form the security, field feeling and belonging.1. 1.3 club will level of care. Emphasizes the concern of human survival environment, the design in the area under the background of urban ecological overall planning and design, to make the resources, energy rationally and effectively using, to achieve the natural, social and economic benefits of the unity of the three.1. 1.4 to a crowd of segmentation close care. Advocate barrier-free design, and try to meet the needs of different people use, and to ensure that the group of mutual influence between activities, let children, old people, disabled people can enjoy outdoor public the fun of life.1. 2 and human landscape design related environmental behavior knowledge the environment behavior is human landscape design, the main research field, pay attention to the environment and people's explicit behavior and the relationship between the interaction, tried to use the psychology of the some basic theory, methods researchers in the city and architecture in activities and to the environment of the response, and the feedback the information can be used to guide the environment construction and renovation. Western psychologist dirk DE Joan to put forward the boundary effect theory. He points out that the edge of space is people like to stay area, also is the space of the growth of the activity area [3]. Like the urban space, the margin of the wood, down the street, and the rain at the awning, awnings, corridor construction sunken place, is people like the place to stay. At the edge of space, and other people or organizations to distance themselves are is better able to observe the space of the eyes and not to be disturbed. "Man seeth" is the person's nature. A large public space are existing "the man seeth" phenomenon: the viewer consciously or unconsciously observation, in the space in front of the all activities. At the same time, some of the people with strong performance desire, in public space in various activities to attract the attention of others, so as to achieve self-fulfillment cheerful. The seemingly simple "man seeth" phenomenon, but can promote space more activities production. For example, for a walk of pedestrians may be busy street performance and to join the ranks of the show attracts, with the strange because the audience is the sight of the activities of the wonderful and short conversation, art lovers of the infection by environmental atmosphere began to sketch activities. Environmental design, according to environmental behavior related knowledge, actively create boundary space provide people stay, rest, the place of talking to facilitate more spaceActivities of generation, the rich visitors sensory experiences2. The design of the sustainable developmentSustainable development principle, it is the ecology point of view, to the city system analysis, and with the minimum the minimal resource consumption to satisfy the requirements of the human, and maintain the harmony of human and the natural environment, guarantee the city several composition system-to protect natural evolution process of open space system and the urban development system balance. People are to landscape 'understanding of the contemporary landscape design and the function to reflect, have been completely out of the traditional gardening activities, the concept of landscape art value unconsciously and ecological value, the function value, cultural value happened relationship, landscape art category than before more pointed to the human is closely linked with the various aspects, become more profound and science. Contemporary landscape also actively use new technology to improve the ecological value. Such as the use of solar energy for square garden, lighting and sound box equipment supply electricity; The surface water "cycle" design concept, collecting rainwater for irrigation and waterscape provides the main resources; Using the principle of the construction of the footway, buoys that environmental protection level a kiss and interesting. And by using water scene drought, landscape water do ecology (ecological wetland), ecological XiGou "halfnatural change" landscape humanized waterscape design, avoid the manual water scene is the difficulty of the later-period management, but in the water since the net, purifying environment and promote biodiversity play a huge role. Therefore, to experience the landscape will surely is contained to nature and the tradition, to human compatibility.The urban landscape the principles of sustainable development and implementation details:2.1 the efficiency of land use principle for land to the survival of humans is one of the most effective resources, especially in China's large population, land resources are extremely deficient, urbanization rapidly increase background, the reasonable efficient use of land, is that we should consider an important issue. For the city landscape is concerned, how to productive use of the land? Three-dimensional is efficient land use is the most effective means. The urban landscape "three-dimensional to take" ideas contains the following six aspects of meaning. (1) in the limited on land, as much as possible to provide activity places, form the three-dimensional multi-layer activities platform landscape environment. (2) improve afforestation land use efficiency, in the same land, adopt appropriate to niche by, shrubs and trees of co-existence and co-prosperity between three-dimensional planting layout. (3) to solve the good man, for the contradiction in green, the green space and human activity space layout of the interchanges. (4) the up and down or so, all sides three-dimensional view observation, increased the landscape environment the visual image of the visual rate. (5) from the static landscape to dynamic landscape. 6 not only from the traditional technology of modern technology to introduce more (such as crossing bridge, light rail, electric rail, etc), show a colorful three-dimensional space.2.2 energy efficiency principle along with the rapid development of urbanization, China's energy demand is more and more big, the energy gap also more and more big. In recent years, China's major cities have put forward the "light" project, the public area lighting consumption in the great power. For energy efficiency in the understanding, first from the consideration on the energy saving should be not only, and should stand in the higher of the environmental protection high to know, meaning that more extensive, and more far-reaching. (for more than 70% of generating capacity in China at present still by coal, exist for SO2, CO2 and nitric oxide and other harmful gas emissions and coal dust emissions and a series of environmental problems)2.3 plant with an ecological principle city system, the green space system is perfect or not of the city's environmental quality plays a vital role. Perfect green space system, to improve the city microclimate plays an important role, it can rise to improve small regional temperature, air humidity, windbreak and sand-fixation, purify air, provide oxygen and so on a series of ecological change the role of environmental factors. Urban green space system as a city human important activities of the external space, planning and design should not only from the plant itself on system, should the broader perspective, considering a person to nature to be close to, rely on the requirements, on the one hand, satisfying the people's physical needs, such as the righttemperature, humidity, clean air and so on need, on the other hand to meet people of the nature of the attachment psychological need. One the one hand, to meet the city function requirements, on the other hand, will play natural systems potential extremely. At present, the city of plants with existing in the implant the following problems: put too much emphasis on green technology and engineering technology of gardening, loving fast for Jane, formed only simple so-called "Joe, flooding, grass" structure, ecological process is ignored, fierce competition among plants, normal growth form was suppressed, the diversity of the community and stability suffocate suffocate, plant diseases and insect pests rampant, maintenance cost is high, the waste of human, material and financial resources. So in the urban design of plants with plant should achieve what kind of effect? It should be a satisfying the people's psychological and physiological activities, meet the natural plant of the self-improvement circulation system, and meet the microbe, plants, birds, and all kinds of close to human beings, animals of the ecological system, and meet the soil and water protection, air purification, water purification up maximum adjustment function of the system. To provide more of a harmonious and orderly biological and stable habitats and more living space, establishment compound level and beautiful season of color in plant community, city landscape has offered only low-grade manual administration, the landscape resources sustainable maintain and develop, that is the goal of our pursuit. Under the guidance of the principle, city with plant should consider the following plants detailed rules. (1) each city green plants with plant to and urban green space system match, and city and the surrounding landscape plant form the whole dynamic stability of the green ecological system. (2) the zonal simulation of the community structure characteristics, abide by "niche" principle and to establish a suitable after layer community structure, use different species differentiation of niche, the corrosion resistance of individual size, the shadow of leaf type, root depth, nutrient requirement and content of hou aspects of the difference in the plant, avoid the kind of direct competition between, form mutualist to trees skeletons Joe, flooding, grass composite community structure and function of the unification of benign ecological system. (3) the introduction of new varieties in the process, must choose and local climate, soil adaptation of the species, for stability of the system is provided. In plants and localization of reciprocity and raw, under the premise of forming a biological diversity. (4) from plants on the system itself not only should also be considered, the animals can be close to human survival and reproduction, such as birds. (5) with plants in the plant, to meet other elements such as human nature to the needs of the sunshine, the air,etc. 6 plants in meet its "niche" principle, and on the basis of the landscape, the plant should aesthetic feeling, meaning, rhythm, etc to the ecological science, to consider the height of aesthetics, harmonious, and urban landscape and form, combines aesthetics.2.4 to the protection of the natural communities and use principle in the urban landscape design process often encountered in one of the most important question, and that is planning on land have very good natural communities or heaven the tree. These natural communities and heaven the tree, and after a time of baptism and longgrowth process, thus forming the beautiful landscape effect. Landscape design should be in the protection and utilization of the guiding ideology, not to destroy these time to human gift, wasted natural elegance. Therefore, in the urban landscape design, the natural communities to meet or heaven trees, our guiding ideology is: in the protection and utilization of the basis, from a series of function, aesthetic Angle, design can reflect the influence of time, history beautiful landscape. 2.5 effective utilization of water resources and ecological environment protection principle is a big system, including land, air, water and sunlight, plant and the related unintended consequences. Water resources as the important component of the system, as the origin of human beings and the survival of important resources, if not effective utilization and protection will seriously restricted the economic and social development, and endanger the future of the human being. Our country as a large population, a water extremely poor countries, in the effective utilization of water resources is wanton waste, pollution and destructive to development of water resources, increased tension in the water, and cause the ground subsidence, the water flow backward and so on a series of secondary disasters. Our country at present the city landscape of water, the main or traditional artificial ground water. Garden workers, open water car, with fire water cannons, of landscape plants to carry out extremely rough water, and planning and design, to groundwater, surface water storage were not the design of the system and the water surface water quickly from loss, serious waste water to the. In the square of other appreciation water, often in tap water from municipal direct access to, not very good for water level division and use. With the green coverage rate increase in the maintenance of water resources in the process of LiYongLiang is more and more big, with people all over the world to water resources utilization and protection attention, and after a long time study and analysis, generates a lot of effective method. We in the urban design should good to use. At home and abroad and theuse of urban water resources on the main methods and protection for:(1) the use of water. (2) of rain to the planning and design of the collection system. (3) the use of water-saving irrigation system. Basically has the following kinds: a. sprinkler irrigation technology;B. microspray irrigation technology;C. root irrigation technology. (4) the interaction of the surface water and ground water use. Through the above all kinds of water saving method summary, design the system method, believe to be able to play well water-saving effect.epilogueThe urban landscape design and the ecological planning tightly linked is mutual influence, mutual penetration. From a small landmark of the city to the whole city planning and design, the need for the connect the relevant knowledge, and from ecology, humanities, local, psychology, sociology, philosophy, aesthetics, and other disciplines continuously research and exploration. Science, reasonable construction of urban landscape design.Landscape design service object, it is the society. People in the design experience and feeling in the same performance on things, be reasonable planning must be from understanding the person's psychology, respect the person's behavior to, this is thefoundation of landscape design, also be the important details of city planning.The landscape design of another service object is natural, must the climate, water, terrain, plants and animals, and buildings, roads, such factors to consider in man and nature of the interaction of the premise. Symonds says: "the ecological design only is effectively respond to natural process and and the unity of." This is for our landscape design how to treat correctly natural is pointed out.At present about the sustainable development of the city, from resources, environment, economy and social point of view, using the method of system, analysis and research in the development of the urban sustainable development. The urban landscape design to the ecological analysis, is in the general principle of urban development. This article through to in the field of urban landscape analysis and research, make with the principle of sustainable development and people-oriented principle as the basic ecological planning in the urban landscape design in specific, technology, be operable. Only in this way can we truly achieve the sustainable development of urban landscape and people-oriented purpose, to establish ecological city provide the guarantee. reference[1] (English) Robert holden, the environmental space "[M] belden group anhui science and technology press China architecture &building press 1999[2] PengYiGang "Chinese classical garden analysis" [M] China architecture &building press 1986[3] Charles Moore, waiting. Reese translation of the landscape poetry strands of gardening-" [M] guangming daily press 2000[4] Kevin lynch, wait and HuangFu compartments, etc in the translation of "overall didn't plan" [M] China architecture &building press 1999[5] Roger, put the crewe. LiuXianJiao "architectural aesthetics of translation [M] China architecture &building press 1992[6] the time case. RuiJingWei translation of the design with nature[M] China architecture &building press 1992城市与景观摘要:本文从景观、城市、生态三个概念之间的相互联系来论诉城市景观。

城市规划专业英语翻译

城市规划专业英语翻译．CHAPTER ONE: EVOLUTION AND TRENDSARTICLE: The Evolution of Modern Urban Planningto definition It's very difficult to give aplanning, modern urban planning isfrom origin to today, modern urbanmore like an evolving and changing process, and it will continue evolving and changing. Originally, modernurban planning was emerged to resolve the problems brought by Industrial Revolution; it was physical andfor land-use. development political and technical Then with the economic, social, technical with focus onone hundred years, today's city is a complex system which contains many elements that are related to overeach other. And urban planning is not only required to concern with the build environment, but also relate从起源到今more to economic, social and political conditions.以现代城市规划，这是非常困难的给予定义，现代城市规划的出现，天，现代城市规划更像是一个不断发展和变化的过程，它会继续发展和变化。

城市规划专业外文翻译

最终,作为最小国家的韩国,已拥有一个针对土地使用、发展与保护的体系,它把整个国家领土是一个城市规划区考虑，每个空间的规划的角色和关系较为清楚。另一方面,作为最大国家的中国,尽管市区的空间规划是很明确，但人们对非城市的空间规划重视程度都非常薄弱。在日本，空间规划系统对城市区域和非城市地区的划分原则跟中国是非常相似的 ,这两种类型的空间规划几乎没有必然的关系。
1 National Territory Planning System of Japan
The Comprehensive National Development Act(1950), Land Use Planning Act(1974) and City Planning Act (1968) support Japanese major spatial planning (Table 1). These are all under the jurisdiction of the Ministry of Land, infrastructure and Transport. The CNDP provides tong-range visions on nation-wide land use, development and conservation, social overhead capital, and a traffic policy. According this plan, the CPDP and MLP are to be prepared. The Plans provided by Land Use Planning Act includes NLP and PLP on the perspective of effective national land use and LUMP that classified prefectural land use into five areas (town, agriculture, forest, natural park and natural conservation area). Fig. 1 shows that there are main two spatial plans by two acts at national and regional level, but the relation and a role sharing between the acts and plans.Representative plans of urban area and non-urban area are the MLP by Land Use Planning Act and the CP by City Planning Act, but the relation between the two is not clear and actually the only CP plays a key role to control land use. it is clear that the Japanese national territory planning is divided into NLP and CP and the role of regional planning is relatively small. Therefore the area that is closely covered by main three acts is only 'city planning area', the other non-urban area is depended on other related acts (Fig.1). The area classification by LUMP supports competent ministries and acts, and separate plans are applied to each area. In other words, one may say that the Japanese national territory planning stresses the urban areas' plans and in non-urban areas there is no comprehensive plan that unifies the related plans (Fig. 1) and a frame/role of regional planning is relatively weak.

城市交通规划外文翻译

本科毕业设计（论文）外文翻译专业名称：土木工程年级班级：学生姓名：指导教师：二○年月日Urban transportation PlanningAn urban transportation system is basic component of an urban area's social，economic，and physical structure. Not only does the design and performance of a transportation system provide opportunities for mobility，but over the long term，it influences patterns of growth and the level of economic activity through the accessibility it provides to land. Planning for the development or maintenance of the urban transportation system is thus an important activity，both for promoting the efficient movement of people and goods in an urban area and for maintaining the strong supportive role that transportation can play in attaining other community objectives.There are several basic concepts about an urban transportation system that should be kept in mind. Most important，a transportation system in an urban area is defined as consisting of the facilities and services that allow travel throughout the region，providing opportunities for:(I)mobility to residents of an urban area and movement of goods and (2) accessibility to land .Given this definition，an urban transportation system can be further characterized by three major components: the spatial configuration that permits travel from one location to another; the transportation technologies that provide the means of moving over these distances; and the institutional framework that provides for the planning, construction, operation, and maintenance of system facilities.The Spatial Configuration of a Transportation SystemOne way to describe the spatial dimension of an urban transportation system is to consider the characteristics of individual trips from an origin to a destination. For example, a trip can consist of several types of movement undertaken to achieve different objectives. Travelers leaving home might use a local bus system to reach a suburban subway station(a trip collection process)，proceed through the station to the subway platform (a transfer process)，ride the subway to a downtown station (a line-haul process)，and walk to a place of employment (a distribution process). Similarly，one can view a home-to-work trip by car as consisting of similar segments，with the local street system providing the trip collection process, a freeway providing the line-haul capability，a parking lot in the central business district serving as a transfer point，and walking，as before，serving the distribution function.The facilities and services that provide these opportunities for travel，wheninterconnected to permit movement from one location to another，form a network. Thus，another way of representing the spatial dimension of an urban transportation system is as a set of road and transit networks. Even in the smallest urban areas，where mass transit is not available，the local street network provides the basic spatial characteristic of the transportation system.The transportation system of a city can influence the way in which the city's social and economic structure, often called the urban activity system，develops. At the same time，changes in this structure can affect the ability of the transportation system to provide mobility and accessibility. Thus , the transportation system is closely related to the urban activity system and; historically, has been an important determinant of urban form.Because of the relation between transportation and urban activities，many of the methods used by transportation planners depend on estimates of trips generated by specific land uses. The relation also suggests that the options available to public officials dealing with transportation problems should include not only those related directly to the transportation system, but also actions such as zoning that affect the distribution of land use, and thus influence the performance of the transportation system.The foregoing considerations point to two important principles for transportation planning: The transportation system should beConsidered as an integral part of the social and economic system in an urban area.Viewed as a set of interconnected facilities and services designed to provide opportunities for travel from one location to another.The Technology of Urban TransportationThe technology of urban transportation is closely related to the spatial configuration of the transportation system in that the design transportation networks reflects the speed, operating , and cost characteristics of the vehicle or mode of transportation being used. Technology includes the means of propulsion, type of support，means of guidance，and control technique.The development and widespread use of electric streetcars in urban areas during the late nineteenth century was a technological innovation that initiated the transformation of most North American cities. The advent of the electric streetcar permitted urban areas to expandbeyond the boundaries that had been dictated by previous transportation technologies (e. g.，walking，horse，horsecar)，spawning `streetcar suburbs' with dramatically lower residential densities along streetcar lines radiating from the central city. Whereas many industries had decentralized along railroad lines leading from the central city，and workers initially had to live near these factories, the introduction of streetcars now permitted more distant living.The success of the streetcar in providing access from selected suburban areas to central business districts was followed by public acceptance of a second major technological innovation-the automobile，powered by the internal combustion engine. Increasing consumer preferences for lower-density living and for an ability to travel beyond established urban boundaries sparked a phenomenal growth in automobile ownership and usage，beginning in the 1920s . ④The automobile continues and accelerated the evolution of urban structure started by the electric streetcar. Its availability permitted further expansion of urban areas and, more important, provided access to land between the radial streetcar and railroad lines leading into the central city.The technology of the internal-combustion engine，however, also led to the decline of other transportation modes used in urban areas by providing a less expensive and more flexible replacement for rail-based modes. While the automobile provided new opportunities for personal mobility and urban growth, motor buses rapidly replaced electric streetcars, to the extent that only five North American cities today still operate large-scale streetcar systems-Boston, Philadelphia, Pittsburgh, Toronto, and San Francisco (although this trend has reversed somewhat in recent years with new `light rail' systems in operation in Edmonton, Calgary, San Diego, and Buffalo). At the same time, the growth of private automobile use has dramatically reduced the use of public transportation in general, particularly since the end of World War II. According to the latest census figures, in 1980, 62. 3 million Americans normally drove alone to work each day, another 19 million car-pooled, and 6 million used public transportation.The technologies and the resulting modes available today for urban transportation are common to most cities but are often applied in different ways to serve different purposes. It should be noted that certain types of modes are appropriate than others in serving different types of urban trips.The technological dimension of the urban transportation system suggests a thirdprinciple for urban transportation planning:Transportation planners must consider the transportation system as consisting of different modes , each having different operational and cost characteristics.From; Michael D. Meyer and Eric J. Miller "Urban Transportation Planning", 1984城市交通规划城市交通系统是市区的社会、经济、和物质结构的一个基本组成部分。

城市规划外文翻译英语词汇总结

城市规划外文翻译英语词汇总结草图Draft drawing/sketch平面Plan总平面master plan剖面Section立面Elevation正立面Fa?ade透视图Perspective轴测图Axonometric view示意图/分析图Diagram地图分析/制图mapping/ mapping diagram图表chart/table容积率floor area ratio覆盖率Coverage城市设计Urban design; civic design区域规划Regional planning总体规划comprehensive planning/ master planning/ overall planning 分区规划District planning/ zoning act控制性详细规划Regulatory Plan修建性详细规划Site planning (constructive-detailed planning) 场地规划Site planning近期建设规划Immediate planning步行轴Walking axis概念设计conceptual design方案设计schematic design扩初设计design development详细设计、细部设计Detail Design城市化Urbanization城市生态Urban ecology城市农业urban farming/ urban agriculture经济能量来源Economy energy sources可持续发展Sustainable development历史性城市的保护规划Preservation Plan of historic cities旧城更新、改造-Urban Regeneration/Urban Revitalization/Retrofitting Plan 城市再开发-Urban Redevelopment开发区Development area城市化水平Urbanization level城市群Urban Agglomeration/ Metropolitan Area/ Metropolitan Coordinating Region/mega region城市系统Urban system卫星城市（城镇）Satellite town/ affiliate township城市基础设施Urban infrastructure市政基础设施Municipal Infrastructure绿色基础设施Green Infrastructure生态基础设施Ecological Infrastructure居民点Settlement城市City市Municipality; city城镇Town城市管理区域Administrative region of a city商业区Commercial district民政区域Civil district居住区规划Residential area planning护林区Ranger district绿地Percentage of greenery coverage绿化覆盖率Ratio of green space绿地率Landscaping within factory工厂绿化Landscaping of square广场绿化Landscaping of residential area居住区绿化Improved vegetation & wildlife谷底植栽场Landscaping around public building公共建筑绿化Indoor garden室外绿化Urban green 城市绿化Urban green space system城市绿化系统Public green space公共绿地Park公园Green belt 绿地Specified green space专用绿地Green buffer防护绿地空间(建筑)Parlor客厅Washroom; toilet卫生间、洗手间Balcony阳台、包厢Bathroom浴室Cabinet橱柜Courtyard building庭院建筑Dining-room ; dining hall餐厅Entrance入口Kitchen厨房Roof屋顶Kid room儿童房Dollhouse儿童游乐室Living room起居室Pavilion亭、阁Private garden私家花园Resident住宅Shared zone共享空间Toilet洗手间Servants hall用人房Scale比例Element要素、自然环境conference center会议中心Retailshop零售商店Theatre剧院园林景观Arbor乔木Shrub灌木Band stone铺石Car park below地下车库Carved paving bands曲线形铺地Cartilage Garth 庭园Courtyard identification sign标志牌Courtyard 庭院Fall瀑布Feature景色Footpath步道Garden bridge园桥Garden and park园林Herbage草本植物Liana藤本植物Natural cut stone砌石Pave铺地Pavilion 亭、阁Pavilion on terrace榭Planting植被Planting beds 花坛Plaza大广场Platform台Deck promenade栈道Pole lights灯柱Pool小水池Sculpture雕塑常用的景观英文参考1.主入口大门/岗亭(车行& 人行)MAIN ENTRANCE GATE/GUARD HOUSE main entrance gate/guard house (FOR VEHICLE& PEDESTRIAN ) for vehicle& pedestrian2.次入口/岗亭(车行& 人行)2ND ENTRANCE GATE/GUARD HOUSE 2nd entrance gate/guard house (FOR VEHICLE& PEDESTRIAN )3.商业中心入口ENTRANCE TO SHOPPING CTR. Entrance to shopping ctr.4.水景WATER FEATURE water feature5.小型露天剧场MINI AMPHI-THEATRE mini amphitheatre6.迎宾景观-1WELCOMING FEATURE-1 welcoming feature-17.观景木台TIMBER DECK (VIEWING) timber deck (viewing)8.竹园BAMBOO GARDEN bamboo garden9.漫步广场WALKWAY PLAZA walkway plaza10.露天咖啡廊OUT DOOR CAFE out door cafe11.巨大迎宾水景-2GRAND WELCOMING FEATURE-2 grand welcoming feature-2 12.木桥TIMBER BRIDGE timber bridge13.石景、水瀑、洞穴、观景台ROCK'SCAPE WATERFALL'S rock's cape waterfall's GROTTO/ VIEWING TERRACE grotto/ viewing terrace14.吊桥HANGING BRIDGE hanging bridge15.休憩台地(低处)LOUNGING TERRACE (LOWER ) lounging terrace (lower ) 16.休憩台地(高处)LOUNGING TERRACE (UPPER ) Lounging terrace (upper )17.特色踏步FEATURE STEPPING STONE feature stepping stone18.野趣小溪RIVER WILD river wild19.儿童乐园CHILDREN'S PLAYGROUND children's playground20.旱冰道SLIDE Slide21.羽毛球场BADMINTON COURT badminton court 网球场Tennis court 22.旱景DRY LANDSCAPE dry landscape23.日艺园JAPANESE GARDEN Japanese garden24.旱喷泉DRY FOUNTAIN dry fountain25.观景台VIEWING DECK viewing deck26.游泳池SWIMMING POOL swimming pool27.极可意JACUZZI JacuzziWADING POOL wading pool29.儿童泳池CHILDREN'S POOL children's pool30.蜿蜒水墙WINDING WALL winding wall31.石景雕塑ROCK SCULPTURE rock sculpture32.中心广场CENTRAL PLAZA central plaza33.健身广场EXERCISE PLAZA exercise plaza34.桥BRIDGE bridge35.交流广场MEDITATING PLAZA meditating plaza36.趣味树阵TREE BATTLE FORMATION tree battle formation 37.停车场PARING AREA paring area38.特色花架TRELLIS trellisSCULPTURE TRAIL sculpture trail40.(高尔夫)轻击区PUTTING GREEN putting green41.高尔夫球会所GOLF CLUBHOUSE golf clubhouse42.每栋建筑入口ENTRANCE PAVING TO UNIT entrance paving to unit43.篮球场BASKETBALL COURT basketball court44.网球场TENNIS COURT tennis court45.阶梯坐台/种植槽TERRACING SEATWALL/PLANTER terracing seat wall /planter 46.广场MAIN PLAZA main plaza47.森林、瀑布FOREST GARDEN WATERFALL forest garden waterfall48.石景园ROCKERY GARD。

城乡规划专业城市规划效用研究毕业论文外文文献翻译及原文

之前，已经研究出了组成城市环境的环境参数。

根据这些值，一系列的舒适指数被分析并被证实，这些指数证明了之前作出的决定中的最佳的行为。

同样被研究的还有绿地在公共城市空间中的作用：对太阳辐射的保留度和污染滞留容量。

根据绿地的总量，这在公式上达到了舒适指数的极限值，即通过统计相关性，测定出城市达到理论上的舒适所需的绿地的表面积。

本篇文章对城市量度的公式进行了更宽泛的分析，通过对空间和环境以更广泛的视角和更丰富的多样性的研究。

这三个舒适指数已经被巴伦西亚以最佳的运作状态表现出来了，即达到了统计学上的最确定性。

这篇文章最后研究了早前在巴伦西亚进行的绿色规划实验。

现实情况是，城市地区表现出越来越多的矛盾、不健康、难管理，其中最主要的是巨大的压力在环境方面。

城市规划专业英语论文

城市规划专业英语论文City traffic management and urban planningAbstract: At the present time,traffic problem has became one of the biggest problem that urban development are faced with.To face perplex,traffic planning should try to keep traffic and city be united.It put forward a challenge for city planning ,especially for the traditional method of land -use planning.Besides strengthen rode construction,we also should innovate the traditional ideas and method to relieve traffic congestion.This is the key to solve the city traffic problem at the pres -ent time.Key words: C ity traffic; Traffic management; Urban planning; CoordinateOur Country make the greatest achievement on road construction in the 20 years.But,the traff ic problems , appear on many cities today , we never found before,like Beijing Shanghai Guangzhou and so on.So,each city make a great concern for the traffic problem when they revise urban planning.Both Ministry of Public Security and Provincial Transportation Authority put relieving traffic problem as the point for future work.Ministry of Public Security and Ministry of Construction even proposed to jointly part of the city in the county implementation" unimpeded " macrosco -pic by Ministry of Public Security and Ministry of Construction.Traditional urban planning,especially comprehensive planning always define urban development morphology by synthetical analysis,and overall arrangements for the construction of urban land,the urban infrastructure,Transport system planning is only a special in infrastructure projects planning. But,with the rapidly development of urbanization,City traffic problem become one of the main factors impact the development of city.The new comprehensive planning also bring the research of traffic strategy and transportation planning into tactic development.Deal with the contradiction between traffic development and land-use actively,coordinate mutual nation and start a new concepts of city planning.1.The development of city and traffic1.1The effect of traffic on the development ofcityRelations between City development andtraffic development are closely.It always nomatter when the city develop.Only did thetraffic facilities can meet the need,can city beactive and city can have a further develop.1.2 City development and city traffic Fig1It not too long since city traffic has such traffic volume.1760,Watt invented the steam engine,and Stevens use it to invented the train in 1829,so the modern cities and urban transport are formed in the early European countries.In 19 century,railroad only one form of transportation between the cities.European cities have found track coach in 19th century ,there also had steam engine been used in the London subway ,1868, further construction of the elevated railway in New York.2.The status of urban traffic management planning2.1Western urban transport systemIn western countries,the development of urbantransport system has experienced twostages,construction stage:since the Second WorldWar to the 1970s;management stage:since the 1980sto the present.Focus on many ways,like the publictransport system of transportation systems, cardevelopment,individual transportation,traffic signalcontrol and efficient use of road to make the trafficmanagement planning.2.2The development of China's urban transportAt present , urban transport development in our Country is only equivalent to the 60~70 years of Western countries,compared with developed countries, urban vehicle density is relatively low. Nevertheless, the problem of environmental pollution caused by motor vehicles and urban traffic congestion is very serious.This fully demonstrates that there are institutional, administrative and technical problems exesit onChina's road traffic management.But with the further develop of national urban road traffic flow works , many of the city's traffic situation has been greatly improved, and a series of advanced traffic management equipment and advanced management mode have been used, and achieved good results. Many cities have very effective traffic management,Such as Xiamen, Dalian, Nanjing, Qingdao, Jinan, Hangzhou and other cities, has been named the "excellent management" of smooth flow work. When we get achievements, we must clearly recognized that there is a gap between the current overall level of China's urban traffic management and flow of engineering requirements . In 2000, the national "smooth traffic project" working group examined 138 cities, , traffic flow management planning project of 42 cities only reached five of the 11 demands requirements, and only 20 cities meet four requirements. Thus, China's urban traffic management planning has lagged far behind the requirements of modern road transport development.Urban network is very complex, complex operation of traffic, the factors of traffic problems are complex, and the corresponding development of urban traffic management schemes often consist of several management strategies, a combination of management measures, any construction or implementation of management measures will lead to the city road operation of the Internet traffic changes. Such as a section of a road into a one-way street or odd and even numbers to access, change the type of intersection (no control change to signal control), change a road section to a bus lane, open road or the widening a Road, will lead to the city 80% to 90% of the main road traffic flow and speed changing. Therefore, the traffic management is a systematic project, we must use scientific methods to solve ,commonly used empirical method is not completely resolved.So, the traffic management planing needs to be done, in fact, some cities have implemented some management measures are done planning, but not systematic and comprehensive .3.The basic content and methods of road traffic management planning3.1The purpose of the Road traffic management planningThe purpose of the Road traffic management planning is to solve whether or not to control, time management, how to control, where control and other issues. Through the planning, people can know the results after the implementation of management strategies in advance, to avoid the imbalances and economic losses caused by blind management policy .3.2The basic contents of road traffic management planingRoad traffic management planning work should include:(1)Urban road traffic survey(2)Analysis and diagnosis of the problem(3)Analysis of urban transport demands(4)The schemes of urban traffic management(5)Evaluation of urban traffic management schemes3.3The level of road traffic management planningRoad traffic management planning can be divided into three levels. They worked differently, the higher their level is, the larger the effect is. Macro-planning of transport development strategy aimed at developing urban transport development policies, impacting and optimizing traffic structure. The nature of urban traffic structure optimization is to optimizing the use of urban road resources, by guiding it through the traffic policy to achieve, and implementation of the policy requires a strong assurance system. In the case that road transport network's program objectives in urban transport network has been built , through the implementation of technical measures to balance the traffic flow throughout the transportation network, balanced traffic distribution and improve transport efficiency, is the transport network to maximize the effectiveness . Enter through the implementation of a single line, dedicated line, induction system, the Green Wave, special transportation routes, turn restrictions and other measures of the integrated use of the transport network. Important crosses and the device of the road traffic management are not only the most basic work of traffic management but also the simple and direct measure to solve nowadays local traffic problems.Concrete measures include: intersection channelization, signal timing optimization, steering control, non-road machines are separated into lanes, bus stop bay design, parking management, set up a "Strict Street" and so on.3.4 Operation of road traffic management planningThe nucleus of management planning process is the management program design and program evaluation. Program is designed to grasp the current situation in the traffic information, analyze their problems, and on the basis of predict the future traffic demand; program evaluation process is to simulate the process of future traffic operation, it is based on the current situation and future traffic control information.4. The practice of urban planning and traffic management status4.1 Studies department of traffic strippedAt present, take the city planning department and traffic management departments, theyshould study more comprehensive, broader collaboration. But all along, they are largely based on the functions of the Ministry of Construction, Ministry of Public Security gave by the State Department to separately choice of research topics, research work independently , very few business contacts with each other, resulting in its research results to reflect transport planning and traffic management less integrated and coordinated.And specific to a city planning department, only a few cities in our country ,such as Beijing, Shanghai, Nanjing, Guangzhou and Shenzhen, have research institutions with specialized transport study the city's traffic problems for a more systematic, in-depth study. But their research is more emphasis on the research of urban transport development strategy , and also have no involved in the contents of traffic management and urban planning and traffic management collaboration content.4.2 Policy development and review of urban planning and traffic management stripped each otherAt present, urban transport planning and transport planning policy case studies are usually separate from the planning department to expand and develop, although it may in the research process will have access to individual traffic management personnel, but because of limited vision of professional planners and the existing "legislation on urban plann"has its shortcoming on the content requirements of comprehensive planning, the planning department of research and planning the final policy reflects the promising future in difficult traffic management to consider the content. Moreover, to approval by the program at the early date, part of the planning department often just notice the traffic management to participate in the so-called multi-program "Mixed."when the policies programs given case further , The resulting traffic management personnel involved in a trial can not be made more useful hurry opinions, which laid the transport planning policies and the actual situation and future development of traffic management of risks from each other. Meanwhile, the scientific nature of transport planning, effectiveness also say that it is a negative or adverse effects. (Fig 3)Fig 3: The lack of parking spaces in the city caused by the vicious cycle of traffic problems4.3 Urban planning and traffic management due to lack of collaborative follow-up study for the results of completed road or road network or traffic management effectiveness using .In general, the city planning department for five years ---- fifteen years of urban road planning, which in addition to the development of programs and is too busy collecting "traffic data", the corresponding work tend to an end when the program established, funding hand. From the requirement of national "Road Traffic Ordinance" ,it appears that the traffic management department have no duty to track the implementation of planning and in-depth study of future traffic trends obligations. And,since first-line traffic management departments implement to "more than the police can" in the late 1990s, the traffic management and road security pairs of hands, and they do not have much energy to deal with these difficult found "achievement" and "fair share" transaction. All these, resulting in the many urban transportation planning lack of the necessary feedback and follow-up study to implement , which restricted the effectiveness of its decision-making and implementation to have a further improve. In fact, the traffic management department located at the front line, who is good at comprehensive urban planning studies, complementary advantages, the work has a large room for improvement.5. Zhengzhou traffic instance5.1 Zhengzhou traffic situationBecause of the traffic was too crowded,Zhengzhou is called the "blocked city" . With the sharp development of Zhengzhou and its economic , motor vehicle showing the rapid growth potential, despite the government invested heavily in new repair and transformation of a large number of road widening, but there are still some of the roads and traffic congestion phenomenonthe in the current local area and urban areas, "driving hard" issue highlights, and brings a series of accidents, the number of shocked people to ponder.5.2 Measures(1) Construction of road and bridge planning ---- Interchange, three-dimensional transportSome people think: Where there is overpass, there is the traffic jam. For example, the Jinshui overpass, at rush hour, it will always block for a while as long as on the line to the Jinshui Road under the overpass Dongming Road intersection,. (Tig4)Therefore, the urban transport should focus oncomprehensive planning, advanced planning, so thatthese roads can be meet the city's needs even in tenyears or even decades later , rather than constantlyexpanding, continuously transform.Zhengzhou agencies,school compound, crowded place to build overpasses,using scientific means to consider the design of theoverpass, make the interface between the overpass andthe overpass , buil "interchange" and"three-dimensional traffic", Tig4:Traffic-induced and improve efficiency of vehicle driving on the overpass . This can greatly solve the problem of traffic congestion in Zhengzhou.(2) Traffic ManagementAt the condition that the increase in road construction and vehicle are discordant , to solve the traffic congestion, it is important to increase the public`s awareness the importence of theharmony . The general public especially drivers have to be to comply with traffic laws. On the contrary, even the best roads and transport facilities, there will still be traffic congestion.In addition to public awareness of the harmony of transportation for the public. it is also important to provide detailed traffic information. More than 20 main road, Zhengzhou on the newly installed 36 traffic guidance screen (Figure 4) is currently 36 all opened, the city has been planned pre-installed 55, and through the traffic-induced dynamic publishing system and taxi GPS data analysis, timely information on changes in traffic on the road back to the traffic guidance screen, and three colors of red yellow and green show road congestion, crowded, smooth state, thereby alerting the driver of the vehicle blocking the road into easy to take measures in advance before the bypass , the equilibrium traffic flow, reduce traffic congestion has played a significant role in promoting.For example a group of people who lived near the intersection of Garden Road and North Ring Road, if he drive a car to Zhengzhou train station, he can take the garden path or the cultural way to the train station, how many vehicles on the road, whether there is traffic jam phenomenon, two way how long it takes towalking to the train station, all of this can be foundon the Internet in advance.It is worth recalling that even out of thehouse, the driver can also found the road trafficinformation through the large-screen electronics -electronic screen is smart to pay through themanagement and command system components,according to this concept, drivers can find outabout all the road when they go on the road , andwas induced to the road that have fewer vehicles.In this system, also taking parking into account , built parking hardware and strengthen governance to stopping chaos at the same time, through intelligent induction, the driver can learn where there is parking, which parking has spaces as well . Figure 5: Zhengzhou Bus Rapid Transit network map(3) Public transport ---- open up bus lanesIn order to solve the problem of road congestion in Zhengzhou, develop bus and taxi, develop the private car by planning, develop transit system rapidly, (Tig5) is to ensure that the mega-cities of Zhengzhou of central China's major urban construction development of strategic initiatives,it is a convenience and benefit the people's livelihood projects. In 2005, Zhengzhou Bus Rapid Transit (BRT) had been enlisted urban transport planning, Urban Planning Bureau has entrusted the China Urban Planning and Design Institute to formulate bus rapid transit system planning. Bogota, Colombia with 700 million people, where had been congestion, after Mayor Enrique took office, he put the issue resolved spend no money from 1998 to 2000. How to solve? It is to develop a majority of the road space allocated to high-capacity bus rapid transit Policy. As the buses is comfortable and convenient, people will no longer went to work by car, the traffic no longer congested. This is a Good example.(4) Rail transportIn 2001, Zhengzhou City Planning Bureau proposed the idea of building a subway in the city when revision the comprehensive planning . In late October 2003, Zhengzhou No. 1 line of alight rail project "pre-feasibilitystudy program" pass through thedemonstration of the domestic urbanrail transit experts, rail transitconstruction of Zhengzhou City puton the agenda officially . In early2006, Zhengzhou adjust the originalidea of the "light line" to "subwayline", planned Zhengzhou Subway"two vertical and three horizontalpart" framework At the background of that Policy stimulating domestic demand , Zhengzhou finally obtain the State Council and get the national policy support in February 6, 2009.(Tig6)Tig6:Zhengzhou urban rail transit network planning6. ConclusionsUrban transport occupies an important position in the city planning , handle the relationship properly have a great significance to relieve our cities traffic problems. References:[1] Zhou Ganzhi, Wang Guangtao, Zhang Qicheng, etc. China's urban transportation problems and countermeasures [J]. Urban Planning, 1995[2] Tongji University compile, Principles of Urban Planning (New Version) [M].Beijing: China Building Industry Press, 1991[3] FengZhi .Series of urban traffic management [M]. Beijing: Mass Publishing House, 1990[4] (Japanese) Kato Akira Takeuchi Institute of the urban planning in Jiangxi Province translate[5] Zhao Boping, Kong Lingbin City traffic--challenge of China [J],Urban Planning, 1999。

城市规划外文翻译精编版

A KNOWLEDGE-BASED CONCEPTUAL VISION OF THE SMART CITYElsa NEGRE Camille ROSENTHAL-SABROUX Mila GASCóLAMSADE LAMSADE Center for Innovation in CitiesParis-Dauphine University Paris-Dauphine University Institute for Innovation SIGECAD Team SIGECAD Team and Knowledge ManagementFrance France ESADE-Ramon Llull Universityelsa.negre@dauphine.frcamille.rosenthal-sabroux@dauphine.frmila.gasco@AbstractThe term smart city is a fuzzy concept, not well defined in theoretical researches nor in empirical projects. Several definitions, different from each other, have been proposed. However, all agree on the fact that a Smart City is an urban space that tends to improve the daily life (work, school,...) of its citizens(broadly defined). This is an improvement fromdifferent points of view: social, political, economic, governmental. This paper goes beyond this definition and proposes a knowledge-based conceptual vision of the smart city, centered on people’s information and knowledge of people, in order to improve decision-making processes and enhance the value-added of business processes of the modern city.1. IntroductionOver the past few decades, the challenges faced by municipal ,such as urban growth or migration, have become increasingly complex and interrelated. In addition to the traditional land-use regulation, urban maintenance, production, and management of services, governments are required to meet new demands from different actors regarding water supply, natural resources sustainability, education, safety, or transportation (Gascóet al,2014). Innovation, and technological innovation in particular, can help city governments to meet the challenges of urban governance, to improve urban environments, to become more competitive and to address sustainability concerns. Since the early 90s, the development of Internet and communication technologies has facilitated the generation of initiatives to create opportunities for communication and information sharing by local authorities. This phenomenon appeared in the United States then moved to Europe and Asia. Indeed, in oureveryday life, we are more and more invaded by data and information. This flow of data and information is often the result of Information and Communication Technologies (ICT). Moreover, potentialities of ICT, that have almost exponentially increased have given rise to a huge mass of data to treat (Batty, 2013). The world is becoming increasingly digital and people are affected by these changes. Also, the digital infrastructure infers an information environment that is “as imperceptible to us as water is to a fish”(McLuhan & Gordon, 2011).There exists a kind of parallelism between technologies and humans. On one hand, people use technologies more and more and are hyperconnected, and, on the other hand, (numeric) systems are more and more user-centered (Viitanen &Kingston, 2014). Thus, within cities, systems have to adaptto hyper-connected citizens, in a very particular environment, the one of cities in constant evolution where systems and humans are nested. The advent of new technologies also confronts the city to a large influx of data (Big Data) from heterogeneous sources, including social networks. Itis also important to note that much information and /or knowledge flow between different people (with different uses and backgrounds) and between different stakeholders (Kennedy, 2012). In this respect, the city sees that numerous data circulate via the internet, wireless communication, mobile phones,…Finally, smart cities are exposed to technological issues tied to the huge mass of data which pass within them. These data can carry knowledge and, by the way, the smart city, and de facto, the smart city,aware of the existence and of the potential of this knowledge, can exploit and use them.Note that, for a city, all citizens become knowledgecitizens, especially those whose knowledge is the crucial factor enabling them to improve theirdecision-making processes. In this respect,knowledge is fundamentally valuable to make better decisions and to act accordingly.Given this context, this paper focuses on knowledge in the smart city. The paper discusses both explicit knowledge (knowledge extracted from data which flows within the city) and tacit knowledge(that is, citizen’s knowledge). Our argument is twofold:on one hand, we believe that, due to the importance for the city management of tacit knowledge, the city should be closer to its citizens(Bettencourt, 2013). On the other, a city can become smarter by improving its decision-making process and, therefore, by making better decisions. ICT can help in this respect: more data and better-managed data result in, not only more information, but also more knowledge. More knowledge gives rise to better decisions (Grundstein et al, 2003; Simon,1969).The remainder of this paper is organized as follows. Next, we present some literature on smart cities and knowledge. Subsequently, we describe the opportunities and challenges smart cities offer for cities development and growth. The City’s Information and Knowledge System is then introduced. Finally, we bring to a close, drawing some conclusions on what a knowledge-based smart city is.2. Related Work2.1. On smart citiesThe origins of the smart city concept are related to the European Union’s energetic efficiency programs that aimed at making cities sustainable(AMETIC, 2013). However, important conceptual trends have also contributed to the emergence of this term. In particular, the influence of openinnovation has been key. Chesbrough (2006 & 2003) defines open innovation as a strategy by which firms commercialize external (as well as internal) ideas by deploying outside (as well as in-house) pathways to the market. In addition, “ideas can also originate outside the firm’s own labs and be brought inside for commercialization. In other words, the boundary between a firm and its surrounding environment is more porous, enabling innovation to move easily between the two”(Chesbrough, 2003: 37).Despite open innovation was born in relation to the industry and the business world, several authors think this theory can be easily implemented in different fields. In this respect, while historically the public sector has lagged on the innovation curve,today information technology is opening up new opportunities to transform governance and redefine government-citizen interactions, particularly within cities (Chan, 2013; Pyrozhenko, 2011; Almirall &Wareham, 2008). In this context, a smart city can be understood as an environment of open and userdriven innovation for experimenting and validating ICT-enabled services (Schaffers et al., 2011).A second relevant stream of theory that has contributed to the development of smart cities is urban planning and urban development (Trivellato etal., 2013). Ferro et al. (2013) state that the term smart city probably finds its roots in the late nineties with the smart growth movement calling for smart policies in urban planning. According to Anthopoulos & Vakali (2011), urban planning controls the development and the organization of a city by determining, among other, the urbanization zones and the land uses, the location of various public networks and communal spaces, the anticipation of the residential areas, and the rules for buildings constructions. Traditionally, urban planners have been concerned with designing the physical infrastructure of communities, such as transportation systems, business districts, parks and, housing development (Fernback, 2010). Currently, in doing so, urban planners find in technology an enormous opportunity to shape the future of a city (Townsend,2013), particularly for urban planning is a complextask requiring multidimensional urbaninformation, which needs to be shared and integrated(Wangetal.2007).Regardless of its origins, various attempts have been made to academically define and conceptually describe a smart city. AlAwadhi & Scholl (2013) state that, actually, these definitions depend on different types and groups of practitioners think about what a smart city is. In this respect, although no generally accepted academic definition has emerged so far, several works have identified certain urban attributes that maycharacterize what a smart city is.To start with, Giffinger et al. (2007) rank 70 European cities using six dimensions: smart economy (competitiveness), smart people (human and social capital), smart governance (participation), smart mobility (transport and ICT), smart environment(natural resources), and smart living (quality of life).As a result, they define a smart city as “a city well performing in a forward-looking way in these six characteristics, built on the ‘smart combination of endowments and activities of self-decisive,independent and aware citizens”(p. 11). Moreover, Nam & Pardo (2011) suggest three conceptual dimensions of a smart city: technology, people, and community. For them, technology is key because of the use of ICT to transform life and work within a city in significant and fundamental ways.However, a smart city cannot be built simp ly through the use of technology. That is why the role of human infrastructure, human capital and education, on one hand, and the support of government and policy, on the other, also become important factors. These three variables considered, the authors conclude that “a city is smart when investments in human/social capital and IT infrastructure fuel sustainable growth and enhance a quality of life, through participatory governance”(p. 286).In turn, Leydesdorff & Deakin (2011) introduce a triple helix model of smart cities. They argue that can be considered as densities in networks among three relevant dynamics: the intellectual capital of universities, the wealth creation of industries, and the democratic government of civil society. Lombardi et al. (2011) build on this model and refer to the involvement of the civil society as one of the key actors, alongside the university, theindustry and the government. In Lombardi’s words(2011)“this advanced model presupposes that the four helices operate in a complex urban environment, where civic involvement, along with cultural and social capital endowments, shape the relationships between the traditional helices of university, industry and government. The interplay between these actors and forces determines the success of a city in moving on a smart development path”(p. 8).Yet, so far, one of the most comprehensive and integrative framework for analyzing smart city projects has been presented by Chourabi et al. (2012).The authors present a set of eight dimensions, both internal and external, that affect the design,implementation, and use of smart cities initiatives:1) Management and organization: Organizational and managerial factors such as project size, leadership or change management.2)Technology: Technological challenges such as lack of IT skills.3) Governance: Factors related to the implementation of processes with constituents who exchange information according to rules and standards in order to achieve goals and objectives.4) Policy context: Political and institutional components that represent various political elements and external pressures.5) People and communities: Factors related to the individuals and communities, which are part of the so-called smart city, such as the digital divide or the level of education.6) Economy: Factors around economic variables such as competitiveness,innovation,entrepreneurship, productivity or flexibility.7)Built infrastructure: Availability and quality of the ICT infrastructure.8) Natural environment: Factors related to sustainability and better management of natural resources. Finally, according to Dameri (2013), within the European Union, the concept of smart city is based on four basic elements that composed the city:1) Land: The territorial dimension is not limited to the administrative boundaries of the city but may extend to the region. Sometimes, cities group together and form a network to share knowledge and best practices to tackle urban problems. The city is subjected to influences and regulations of the nation, which itself is affected by more global prerogatives.2)Infrastructures: Buildings, streets, traffic and public transports impact the quality of urban life and urban environment.3) People: All the stakeholders who are linked to the city (students, workers, neighbors, friends, tourists, …).4) Government: Urban policies are defined at the local level, and also at the central level, or even at a more global level, such as the European level, depending on the topic, the action, the project, However, a definition of a smart city is indispensable to define its perimeter and to understand which initiatives can be considered smart and which cannot. Moreover, a standard definition is also the first step for each city to specify its own vision of a smart city strategy. The definition and the comprehensive smart city framework(threats,opportunities,…) are the necessary basis on which to build the smart city goals system. That is why, in this paper, we agree with the Chourabi, et al’s framework(2012) and the Caragliu, etal.’s definition (2009) and consider that cities are smart when investments inhuman and social capital and traditional (transport) and modern (ICT) communication infrastructure fuelsustainable economic growth and a high quality oflife, with a wise management of natural resources,through participatory governance.2.2. On knowledgeAs mentioned in the introduction, the smart city must be able to exploit knowledge that result from data management. This knowledge will result in better decisions in order for the 21st century city to address its main challenges (Negre & Rosenthal-Sabroux, 2014).We suggest an approach to digital information systems centered on people’s information and knowledge of people, in order to improve decisionmaking processes and enhance the value-added of business processes of the city.ICT allow people located outside a city to communicate with other people and to exchange knowledge. These observations concerning knowledge in the city context highlight the importance of tacit knowledge. It points out the interest of creating a favorable climate for both the exchange and sharing of tacit knowledge and its transformation into explicit knowledge and therefore extending the field of knowledge which will come under the rules and regulations governing industrial property (Negre & Rosenthal-Sabroux, 2014).Moreover, we should emphasize the fact that capitalizing on city’s knowledge is an ongoing issue, omnipresent in everyone’s activities, which specifically should have an increasing impact on management functions of the city. Polanyi (1967) classifies the human knowledge into two categories: tacit knowledge and explicit knowledge. He says: “tacit knowledge is personal,context-specific, and therefore hard to formalize andcommunicate. Explicit or 'codified' knowledge, on the other hand, refers to knowledge that is transmittable in formal, systematic language" (p.301). Our point of view can be found in the work of Nonaka & Takeuchi (1995), with reference to Polanyi (1967), considering that “tacit knowledge and explicit knowledge are not totally separated but mutually complementary entities”(Nonaka &Takeuchi, 1995: 61). For Nonaka & Takeuchi (1995), explicit knowledge can be easily expressed in written documents but is less likely to result in major decisions than tacit knowledge, which is to say that the decision process stems from knowledge acquired through experience, albeit difficult to express in words.Tangible elements are “explicit knowledge”. Heterogeneous, incomplete or redundant, they are often marked by the circumstances under which knowledge was created. They do not express the unwritten rules of those who formalized knowledge, the “unspoken words”. They arestored and disseminated in archives, cabinets, and databases, ...(Polanyi, 1967).Intangible elements are “tacit knowledge”.Acquired through practice, they are adaptable to the situations. Explicitly or non-explicitly, they are often transmitted by implicit collective apprenticeship or by a master-apprentice relationship. They are located in people's minds (Polanyi, 1967).By analogy with the works of Polanyi (1967),Nelson and Winter (1982), Davenport & Prusak(1998) and Grundstein et al. (2003), the city’s knowledge consists of tangible elements (databases, procedures, drawings, models, documents used for analyzing and synthesizing data, …) and intangible elements (people's needs, unwritten rules of individual and collective behavior patterns, knowledge of the city’s history and decision-making contexts, knowledge of the city environment(citizens, tourists, companies, technologies,influential socio-economic factors, …). All these elements characterize the city’s capability to innovate, produce, sell, and support its services. They are representative of the city’s experience and culture. They constitute and produce the added-valueof the city.These observations concerning knowledge in the city context highlight the importance of tacit knowledge. They point out the interest in taking into account tacit knowledge in decision processes. As a reminder, we believe that the decision in the context of smart cities, where data and knowledge flow, is permanent and important.3. Opportunities and challenges of the smart citiesCities are confronted to a continuous improvement process and have to become smarter and smarter (Negre & Rosenthal-Sabroux, 2014). In doing so, they are confronted with threats and opportunities.Opportunities in cities are given by innovation,education, culture, companies, public organizations and public spaces where people can exchange, make sport, share experiences, meet each other, …On the other side, difficulties related to urbanization, environment protection, pollution,inefficient public transports, traffic, lack of green spaces, social differences, …are threats to city.To deal with these threats and opportunities,questions regarding knowledge in the city arise: How should we link knowledge management to the smart city strategy? What activities should be developed and promoted? What organizational structures should be put in place? How should we go about creating them? How can we implement enabling conditions for knowledge management initiatives?What impact and benefit evaluation methods should be installed?How can we go about provoking cultural change towards a more knowledge-sharing attitude? Within this perspective, we must keep in mind that cities need to evolve through their own efforts, by intensifying diversity and creating new foundations for thought and behavior.A knowledge-based city requires that each citizen takes responsibility for objectives, contributions to the city and, indeed, for behavior as well. This implies that all citizens are stakeholders of the city.This vision places strong emphasis on the ultimate goal of the digital information system which is providing knowledge-citizens, engaged in a daily related decision process, with all the information needed to understand situations they will encounter to make choices - which is to say, to make decisions –to carry out their activities, capitalizing the knowledge produced in the course of performing these tasks.The use of high technology help to improve a better way of life in the city because citizens are more informed, connected and linked. Moreover,using Information and Communication Technology(ICT) is essential to create social inclusion, social communication, civil participation, higher education and information quality.Finally, it is important to note that if smart cities are too connected/linked, they can become ICTaddicts(Viitanen & Kingston, 2014). In that case, it is possible that, one day, some smart cities will be confronted to problems of cyber-security and/or resilience, such as in the new video game “Watch Dogs”(Ubisoft) in which the player is at the heart of a smart and hyper-connected city in which his smartphone gives him/her control of all infrastructures of the CTOs (Central Operating System - high performance system that connects infrastructures and facilities of public security of the city to a centralized exchange pole). The player can handle the traffic lights to create a huge pile or stop a train to board and escape the forces ... Everything that is connected to the network can become a weapon.Opportunities and challenges should be more related to knowledge in the smart city. Therefore, in the next section, we propose to adapt the concept of Enterprise’s Information and Knowledge System(EIKS) introduced by Grundstein & Rosenthal- Sabroux (2009) to smart cities to address challenges related to knowledge in the smart city.4. The Smart City’s Information and Knowledge SystemIn general, an information system “is a set ofelements interconnected which collect (orrecover),process, store and disseminate information in order tosupport decision and process control” (Laudon &Laudon 2006). Grundstein & Rosenthal-Sabroux(2009) introduced the notion of knowledge into the information system and proposed the concept of Enterprise’s Information and Knowledge System(EIKS). In this section, by analogy, we propose our Smart City’s Information and Knowledge System(CIKS) where data and knowledge flow within.Under the influence of globalization and the impact of Information and Communication Technologies (ICT) that modify radically our relationship with space and time, the city increasingly develops its activities in a planetary space with three dimensions:•A global space covering the set of cities (the nation).• A local space corresponding to the city located in a given geographic area.•An area of influence that covers the field of interaction of the city with the other cities.The city locked up on its local borders is transformed into an extended city, without borders,opened and adaptable. The land is the territorial dimension of a city, with different levels. These levels range from the local dimension, to regional, network, national and finally the global dimension.Furthermore, this city is placed under the ascendancy of the unforeseeable environment that leads towards uncertainty and doubt.The city meets fundamental problems of information exchange and knowledge sharing among,on the one hand, its formal entities distributed in the world and on the other hand, the city's people(nomadic or sedentary), bearers of diversified values and cultures according to the origin. Two networks of information overlap:• A formal information network between the internal or external entities, in which data and explicit knowledge circulate. This network is implemented by means of intranet and extranet technologies.•An informal information network between nomadic or sedentary peoples. This network favors information exchange and tacit knowledge sharing. It is implemented through converging Information and Communication Technologies (for example the new IPOD with Web 2.0).The problems occur when nomadic people(tourists or students for example) placed in new,unknown or unexpected situations, need to get“active information”, that is, informationand knowledge they need immediately to understand the situation, solve a problem, take a decision, and act.That means that ICT provide the information needed by people who are the heart of the city. By extension, our reflection is: ICT bear potentialities,they bring new uses, they induce a new organization,and they induce a new vision of city, what we call a “smart city”. And, ICT are the heart of the smart city.Building on this, a city can be seen as an information system and because of its hyperconnected nature, smart city can be seen as more than an information system: an information and knowledge system. In fact, the City’s Information and Knowledge System (CIKS) consists mainly in a set of individuals (people) and digital information systems. CIKS rests on a socio technical context,which consists of individuals (people) in interaction among them, with machines, and with the very CIKS. It includes:•Digital Information Systems (DIS), which are artificial systems, the artefacts designed by ICT.•An information system constituted by individuals who, in a given context, are processors of data to which they give a sense under the shape of information. This information, depending of the case, is passed on, remembered, treated, and diffused by them or by the DIS.• A knowledge system, consisting of tacit knowledge embodied by the individuals, and of explicit knowledge formalized and codified on any shape of supports(documents, video, photo, digitized or not).Under certain conditions, digitized knowledge is susceptible to be memorized, processed and spread with the DIS.We must identify information and knowledge to a city’s activities and for individual and collective decision-making processes. The objective could be to design a Digital Information System (DIS) which would allow the city’s stakeholders to receive, to gain access to, and to share the greatest variety of information and knowledge they deem necessary, as rapidly as possible, in order to accelerate decisionmaking processes and to make them as reliable as possible.5. ConclusionThe city has evolved over time: it started with scattered houses, then these houses were grouped into cities, which were industrialized and mechanically connected to other cities and, now, we have hyper connected cities (with citizens who are connected,who need access to different information, and with cities that are connected to the rest of the world)(Kennedy, 2012).In this paper, we propose a conceptual vision of the smart city, based on knowledge. Knowledge can be: explicit knowledge (knowledge extracted from data which flows within the city) and/or tacit knowledge (that is, citizen’s knowledge). According to the previous works on the area of smart cities and knowledge management and the study of threats and opportunities of cities, one specific challenge appears(among some): knowledge must be integrated into the city. Thus, we introduce our Smart City’s Information and Knowledge System (CIKS) where data and knowledge flow within.The smart city is more than Information and Communication Technologies (ICT), and more thanpeople. It also has to do with knowledge (Kennedy,2012; Negre & Rosenthal-Sabroux, 2014).Our vision is an approach that takes into account people, information, knowledge and ICT. From our point of view, knowledge is a factor of competence in order to improve the “smartness”of the city and to handle the complexity of the cities (du, in part, to ICT).6. ReferencesAlAwadhi, S. & Scholl, H. J. (2013). “Aspirations and realizations: the smart city of Seattle”. Paper presented at the 46th Hawaii International Conference on System Sciences. Maui, HI, January 7-10. Almirall, E. & Wareham, J. (2008). “Living labs and openinnovation: Roles and applicability”. The ElectronicJournal for Virtual Organizations and Networks, 10(special issue): 21-46.AMETIC (2013). Smart cities. Barcelona: AMETIC.Anthopoulos, L. & Vakali, A. (2012). “Urban planning andsmart cities: Interrelations and reciprocities”. In F. Alvarezet al. (eds.). Future Internet Assembly 2012. From promisesto reality. New York: Springer (pp. 178-189). Batty, M. (2013). “Big data, smart cities and city planning”.Dialogues in Human Geography, November 2013 vol. 3no. 3 274-279Bettencourt, L. (2013). “Four simple principles to plan thebest city possible”. New Scientist, 18 (December):30-31.Caragliu, A., Del Bo, C. & Nijkamp, P. (2009). Smart citiesin Europe. Technical report.Chan, C. (2013): “From open data to open innovationstrategies: Creating e-services using open governmentdata”. Paper presented at the 46th Hawaii International Conference on System Sciences. Big Island (HI), January7-10.Chesbrough, H. (2006).。

城市交通规划-毕业论文外文翻译

Urban transportation PlanningAn urban transportation system is basic component of an urban area's social，economic，and physical structure. Not only does the design and performance of a transportation system provide opportunities for mobility，but over the long term，it influences patterns of growth and the level of economic activity through the accessibility it provides to land. Planning for the development or maintenance of the urban transportation system is thus an important activity，both for promoting the efficient movement of people and goods in an urban area and for maintaining the strong supportive role that transportation can play in attaining other community objectives.There are several basic concepts about an urban transportation system that should be kept in mind. Most important，a transportation system in an urban area is defined as consisting of the facilities and services that allow travel throughout the region，providing opportunities for:(I)mobility to residents of an urban area and movement of goods and (2) accessibility to land .Given this definition，an urban transportation system can be further characterized by three major components: the spatial configuration that permits travel from one location to another; the transportation technologies that provide the means of moving over these distances; and the institutional framework that provides for the planning, construction, operation, and maintenance of system facilities.The Spatial Configuration of a Transportation SystemOne way to describe the spatial dimension of an urban transportation system is to consider the characteristics of individual trips from an origin to a destination. For example, a trip can consist of several types of movement undertaken to achieve different objectives. Travelers leaving home might use a local bus system to reach a suburban subway station(a trip collection process)，proceed through the station to the subway platform (a transfer process)，ride the subway to a downtown station (a line-haul process)，and walk to a place of employment (a distribution process). Similarly，one can view a home-to-work trip by car as consisting of similar segments，with the local street system providing the trip collection process, a freeway providing the line-haul capability，a parking lot in the central business district serving as a transfer point，and walking，as before，serving the distribution function.The facilities and services that provide these opportunities for travel，when interconnected to permit movement from one location to another，form a network. Thus，another way of representing the spatial dimension of an urban transportation system is as a set of road and transit networks. Even in the smallest urban areas，where mass transit is not available，the local street network provides the basic spatial characteristic of the transportation system.The transportation system of a city can influence the way in which the city's social and economic structure, often called the urban activity system，develops. At the same time，changes in this structure can affect the ability of the transportation system to provide mobility and accessibility. Thus , the transportation system is closely related to the urban activity system and; historically, has been an important determinant of urban form.Because of the relation between transportation and urban activities，many of the methods used by transportation planners depend on estimates of trips generated by specific land uses. The relation also suggests that the options available to public officials dealing with transportation problems should include not only those related directly to the transportation system, but also actions such as zoning that affect the distribution of land use, and thus influence the performance of the transportation system.The foregoing considerations point to two important principles for transportation planning: The transportation system should beConsidered as an integral part of the social and economic system in an urban area.Viewed as a set of interconnected facilities and services designed to provide opportunities for travel from one location to another.The Technology of Urban TransportationThe technology of urban transportation is closely related to the spatial configuration of the transportation system in that the design transportation networks reflects the speed, operating , and cost characteristics of the vehicle or mode of transportation being used. Technology includes the means of propulsion, type of support，means of guidance，and control technique.The development and widespread use of electric streetcars in urban areas during the late nineteenth century was a technological innovation that initiated the transformation of mostNorth American cities. The advent of the electric streetcar permitted urban areas to expand beyond the boundaries that had been dictated by previous transportation technologies (e. g.，walking，horse，horsecar)，spawning `streetcar suburbs' with dramatically lower residential densities along streetcar lines radiating from the central city. Whereas many industries had decentralized along railroad lines leading from the central city，and workers initially had to live near these factories, the introduction of streetcars now permitted more distant living.The success of the streetcar in providing access from selected suburban areas to central business districts was followed by public acceptance of a second major technological innovation-the automobile，powered by the internal combustion engine. Increasing consumer preferences for lower-density living and for an ability to travel beyond established urban boundaries sparked a phenomenal growth in automobile ownership and usage，beginning in the 1920s . ④The automobile continues and accelerated the evolution of urban structure started by the electric streetcar. Its availability permitted further expansion of urban areas and, more important, provided access to land between the radial streetcar and railroad lines leading into the central city.The technology of the internal-combustion engine，however, also led to the decline of other transportation modes used in urban areas by providing a less expensive and more flexible replacement for rail-based modes. While the automobile provided new opportunities for personal mobility and urban growth, motor buses rapidly replaced electric streetcars, to the extent that only five North American cities today still operate large-scale streetcar systems-Boston, Philadelphia, Pittsburgh, Toronto, and San Francisco (although this trend has reversed somewhat in recent years with new `light rail' systems in operation in Edmonton, Calgary, San Diego, and Buffalo). At the same time, the growth of private automobile use has dramatically reduced the use of public transportation in general, particularly since the end of World War II. According to the latest census figures, in 1980, 62. 3 million Americans normally drove alone to work each day, another 19 million car-pooled, and 6 million used public transportation.The technologies and the resulting modes available today for urban transportation are common to most cities but are often applied in different ways to serve different purposes. It should be noted that certain types of modes are appropriate than others in serving different types of urban trips.The technological dimension of the urban transportation system suggests a third principle for urban transportation planning:Transportation planners must consider the transportation system as consisting of different modes , each having different operational and cost characteristics.From; Michael D. Meyer and Eric J. Miller "Urban Transportation Planning", 1984Traffic signalsIn the United States alone ,some 250,000 intersections have traffic signals , which are defined as all power-operated traffic-control devices except flashers，signs，and markings for directing or warning motorists, cyclists，or pedestrians.Signals for vehicular，bicycle，and pedestrian control are ‘pretimed’where specific times intervals are allocated to the various traffic movements and as 'traffic actuated' where time intervals are controlled in whole or in part by traffic demand.Pretimed Traffic Signals'Pretimed' traffic signals are set to repeat regularly a given sequence of signal indications for stipulated time intervals through the 24-hr day. They have the advantages of having controllors of lower first cost and that they can be interconnected and coordinated to vehicles to move through a series of intersections with a minimum of stops and other delays. Also, their operation is unaffected by conditions brought on by unusual vehicle behavior such as forced stops，which，with some traffic-actuated signal installations may bring a traffic jam. Their disadvantage is that they cannot adjust to short-time variations in traffic flow and often hold vehicles from one direction when there is no traffic in the other. This results in inconvenience, and sometimes a decrease in capacity.‘Cycle length’the time required for a complete sequence of indications, ordinarily falls between 30 and 120s. Short cycle lengths are to be preferred, as the delay to standing vehicles is reduced. With short cycles, however a relatively high percentage of the total time is consumed in clearing the intersection and starting each succeeding movement. As cycle length increases, the percentage of time lost from these causes decreases. With high volumes of traffic, it may be necessary to increase the cycle length to gain added capacity.Each traffic lane of a normal signalized intersection can pass roughly one vehicle each2.1s of green light. The yellow (caution) interval following each green period is usually between 3 and 6s，depending on street width，the needs of pedestrians, and vehicle approach speed. To determine an approximate cycle division, it is common practice to make short traffic counts during the peak period. Simple computations give the number of vehicles to be accommodated during each signal indication and the minimum green time required to pass them. With modern control equipment, it is possible to change the cycle length and division several times a day, or go to flashing indications to fit the traffic pattern better.At many intersections，signals must be timed to accommodate pedestrian movements. The Manual recommends that the minimum total time allowed be an initial interval of 4 to 7s for pedestrians to start plus walking time computed at 4 ft/s (1. 2m/s). With separate pedestrian indicators，the WALK indication(lunar white) covers the first of these intervals, and flashing DON'T WALK (Portland orange ) the remainder. The WALK signal flashes when there are possible conflicts with vehicles and is steady when there are none. Steady DON'T WALK tells the pedestrian not to proceed.If pedestrian control is solely by the vehicle signals，problems develop if the intersection is wide, since the yellow clearance interval will have to be considerably longer than the 3 to 5s needed by vehicles. This will reduce intersection capacity and may call for a longer cycle time. On wide streets having a median at least 6 ft (1. 8m)wide，pedestrians may be stopped there. A separate pedestrian signal activator must be placed on this median if pedestrian push buttons are incorporated into the overall control system.Coordinated MovementFixed-time traffic signals along a street or within an area usually are coordinated to permit compact groups of vehicles called `platoons’to move along together without stopping. Under normal traffic volumes，properly coordinated signals at intervals variously estimated from 2500 ft (0. 76km)to more than a mile (1. 6km) are very effective in producing a smooth flow of traffic. On the other hand，when a street is loaded to capacity，coordination of signals is generally ineffective in producing smooth traffic flow.Four systems of coordination-simultaneous, alternate，limited progressive, and flexible progressive-have developed over time. The simultaneous system made all color indications on a given street alike at the same time .It produced high vehicle speeds between stops but lowoverall speed. Because of this and other faults，it is seldom used today.The alternate system has all signals change their indication at the same time，but adjacent signals or adjacent groups of signals on a given street show opposite colors. The alternate system works fairly well on a single street that has approximately equal block spacing. It also has been effective for controlling traffic in business districts several blocks on a said, but only when block lengths are approximately equal in both directions. With an areawide alternate system，green and red indications must be of approximately equal length. This cycle division is satisfactory where two major streets intersect but gives too much green time to minor streets crossing major arteries. Other criticisms are that at heavy traffic volumes the later section of the platoon of vehicles is forced to make additional stops，and that adjustments to changing traffic conditions are difficult.The simple progressive system retains a common cycle length but provides 'go' indications separately at each intersection to match traffic progression. This permits continuous or nearly continuous flow of vehicle groups at a planned speed in at least one direction and discourages speeding between signals. Flashing lights may be substituted for normal signal indications when traffic becomes light.The flexible progressive system has a master controller mechanism that directs the controllers for the individual signals. This arrangement not only gives positive coordination between signals，but also makes predetermined changes in cycle length，cycle split，and offsets at intervals during the day. For example，the cycle length of the entire system can be lengthened at peak hours to increase capacity and shortened at other times to decrease delays.Flashing indications can be substituted when normal signal control is not needed. Also the offsets in the timing of successive signals can be adjusted to favor heavy traffic movements, such as inbound in the morning and outbound in the evening. Again，changes in cycle division at particular intersections can be made. The traffic responsive system is an advanced flexible progressive system with the capacity to adjust signal settings to measured traffic volumes.Where traffic on heavy-volume or high-speed arteries must be interrupted for relatively light cross traffic，semi-traffic-actuated signals are sometimes used. For them，detectors are placed only on the minor street. The signal indication normally is green on the main road and red on the cross street. On actuation, the indications are reversed for an appropriate intervalafter which they return to the original colors.Highway Capacity And Levels of ServiceCapacity DefinedA generalized definition of capacity is: The capacity of any element of the highway system is the maximum number of vehicles which has a reasonable expectation of passing over that section (in either one or both directions) during a given time period under prevailing roadway and traffic conditions. A sampling of capacities for modern highway elements is as follows:In treating capacity，TRB Circular 212 divides freeways into components: basic freeway segments and those in the zone of influence of weaving areas and ramp junctions. Capacities of expressways，multilane highways，and two- and three-lane facilities also have the two components: basic and those in the zone of influence of intersections. Each of these is treated separately below.Speed-Volume-Capacity Relationships for BasicFreeway and Multilane Highway SegmentsA knowledge of the relationships among speed，volume，and capacity is basic to understanding the place of capacity in highway design and operation. Figurel3.1，which gives such a relationship for a single freeway or expressway lane, is used for illustrative purposes.If a lone vehicle travels along a traffic lane，the driver is free to proceed at the design speed. This situation is represented at the beginning of the appropriate curve at the upperleft of Fig. 13.1. But as the number of vehicles in the lane increases, the driver's freedom to select speed is restricted. This restriction brings a progressive reduction in speed. For example，many observations have shown that，for a highway designed for 70 mph (113km/h)，when volume reaches 1900 passenger cars per hour，traffic is slowed to about 43 mph (69km/h). If volume increases further, the relatively stable normal-flow condition usually found at lower volumes is subject to breakdown. This zone of instability is shown by the shaded area on the right side of Fig. 13. 1. One possible consequence is that traffic flow will stabilize at about 2000 vehicles per hour at a velocity of 30 to 40 mph (48 to 64km/h) as shown by the curved solid line on Fig. 13. 1. Often，however , the quality of flow deteriorates and a substantial drop in velocity occurs; in extreme cases vehicles may come to a full stop. In this case the volume of flow quickly decreases as traffic proceeds under a condition known as ‘forced flow.’ V olumes under forced flow are shown by the dashed curve at the bottom of Fig.13. 1. Reading from that curve，it can be seen that if the speed falls to 20 mph (32km/h)，the rate of flow will drop to 1700 vehicles per hour; at 10 mph （16km/h) the flow rate is only 1000;and,of course，if vehicles stop，the rate of flow is 0. The result of this reduction in flow rate is that following vehicles all must slow or stop，and the rate of flow falls to the levels shown. Even in those cases where the congestion lasts but a few seconds, additional vehicles are affected after the congestion at the original location has disappeared. A ‘shock wave’develops which moves along the traffic lane in the direction opposite to that of vehicle travel. Such waves have been observed several miles from the scene of the original point of congestion，with vehicles slowing or stopping and then resuming speed for no apparent reason whatsoever.Effects of the imposition of speed limits of 60, 50, and 40 mph are suggested by the dotted lines on Fig. 13. 1. A 55-mph (88km/h) curve could also be drawn midway between the 60 and 50 mph dotted curves to reflect the effects of the federally imposed 55-mph limit, but this is conjectural since the level of enforcement varies so widely.Vehicle spacing，or its reciprocal, traffic density, probably have the greatest effect on capacity since it generates the driver's feeling of freedom or constraint more than any other factor. Studies of drivers as they follow other vehicles indicate that the time required to reach a potential collision point，rather than vehicle separation，seems to control behavior. However，this time varies widely among drivers and situations. Field observations haverecorded headways (time between vehicles) ranging from 0. 5 to 2 sec, with an average of about 1. 5s.Thus，the calculated capacity of a traffic lane based on this 1. 5 s average, regardless of speed，will be 2400 vehicles per hour. But even under the best of conditions, occasional gaps in the traffic stream can be expected，so that such high flows are not common. Rather, as noted，they are nearer to 2000 passenger cars per hour.The ‘Level of Service’ ConceptAs indicated in the discussion of the relationships of speed, volume or density, and vehicle spacing, operating speed goes down and driver restrictions become greater as traffic volume increase. ‘Level of service’ is commonly accepted as a measure of the restrictive effects of increased volume. Each segment of roadway can be rated at an appropriate level，A to F inclusive，to reflect its condition at the given demand or service volume. Level A represents almost ideal conditions; Level E is at capacity; Level F indicates forced flow.The two best measures for level of service for uninterrupted flow conditions are operating or travel speed and the radio of volume to capacity达到最大限度的广播，called the v/c ratio. For two- and three-lane roads sight distance is also important.Abbreviated descriptions of operating conditions for the various levels of service are as follows:Level A—Free flow; speed controlled by driver's desire，speed limits, or physical roadway conditions.Level B—Stable flow; operating speeds beginning to be restricted; little or no restrictions on maneuverability from other vehicles.Level C—Stable flow; speeds and maneuverability more closely restricted.Level D—Approaches unstable flow; tolerable speeds can be maintained but temporary restrictions to flow cause substantial drops in speed. Little freedom to maneuver，comfort and convenience low.Level E—V olumes near capacity; speed typically in neighborhood of 30 mph (48km/h); flow unstable; stoppages of momentary duration. Ability to maneuver severely limited.Level F—Forced flow，low-operating speeds，volumes below capacity; queues formed.A third measure of level of service suggested in TRB Circular 212 is traffic density. This is，for a traffic lane，the average number of vehicles occupying a mile (1. 6km) of lane at a given instant. To illustrate，if the average speed is 50 mph，a vehicle is in a given mile for 72 s. If the lane carrying 800 vehicles per hour，average density is then 16 vehicles per mile ;spacing is 330 ft (100m)，center to center. The advantage of the density approach is that the various levels of service can be measured or portrayed in photographs.From: Clarkson H. Oglesby and R. Gary Hicks “Highway engineering”, 1982城市交通规划城市交通系统是市区的社会、经济、和物质结构的一个基本组成部分。

城市规划中英文对照外文翻译文献

城市规划中英文对照外文翻译文献中英文对照外文翻译文献(文档含英文原文和中文翻译)Rigid-flexible and economic - on the Beijing-controlled regulation block level awareness and considerAbstract: The article, through the traditional regulatory detailed planning analysis, pointing out that the planning results difficult to translate into public policy planning and management, in the face of a lack of adaptability to changes in the market can not be directly related to macroeconomic issues such as convergence planning. Then put forward in recent years through the Beijing neighborhood-level case-control regulatory interpretation, introduction and analysis, study the preparation of district level (2-3 square unit) of the control regulation in response to the traditional regulatory control problem often encountered when has the advantage and flexibility, in particular, to highlight it for the planning and management department can provide a new tool for management and coordination and more flexible to deal with complex changes in the market diversity, the protection of the Government of the characteristics of public service functions. Finally, the future also need to block-level control regulation of the legal status of the application of planning and management tools, the traditional elements of space control and guide and so on to conduct in-depth study and discussion.Key words: block-control regulations controlling the detailed planning of rigid and flexible planning1.Traditional control regulations in the preparation of the practical problems facingTraditional regulatory plan, since the emergence of the last century 90's has been in the interests of all of the game and balance problems are. The crux of the matter focused on how to coordinate the planning required to manage the rigid control and flexible response to market adaptability on:1.1Traditional regulatory control can not fully reflect the transformation of government functionsTraditional regulatory control can only be a direct reflection of the general land development and construction of the nature and intensity, as well as the embodiment of city space environment harmonization and unification of the core concerns are space and vision on the aesthetic effect, planners through a series of indicators to determine spatial form of land control. This form at all-fit-oriented government under the guidance of implementation, "a chess city" in the development and construction.With the deepening of reform, the government functions under the planned economic system by the all-around type to a service-oriented transformation of the functions of the Government focuses on government control and the provision of public services two aspects: First, we must deal with social activities in the various questions, function of maintaining social stability and order; two social development is to provide the necessary public goods, in particular, the market can not afford or are unwilling to provide public goods. At city-building, more and more real estate enterprises and industrial enterprises have become the mainstay of city development and construction, more and more with the right to speak, when the government must release the necessary permissions in order to play the role of market mechanisms, while at the same time be able to achievemaintaining the social function of stability, and ensure the supply of public goods, needed to reflect the Government represented by the maximization of public interest, this is not the original space-based content-control regulations can be reflected.1.2Traditional regulatory control results to the transformation of public policy have a considerable gap City planning as a public policy, determined at the overall planning of urban and rural spatial distribution, the city's public resources to conduct an effective configuration of the living environment to make the corresponding request, the need for further construction of the city to conduct a comprehensive coordination, guidance and restraint, and made available to the management of the T own Planning Department of a management tool. Traditional control regulations although the preparation of a comprehensive set of control indicators and measures, but because of its factual findings to the block-type control chart is provided in the form of a lack of overall balance is always the aspect as well as the flexibility to respond to changes in the market.Common situation is: immediately after the recent construction sites will have to put in complicated and ever-changing market situation, often want to change the nature of the land, improve the rate of volume and height, adjust the layout of such request, then the planning and management department, the general Choose only the traditional outcome of outside regulatory control, through the block, the conditions for the demonstration, the addition of a planning conditions change and audited proof aspect, from the audited results, because of the lack of adequate planning at the restrictive conditions, improve lot of floor area ratio, a high degree of planning control to adjustthe conditions of application can only "successfully" through. A lot of planning and management department have met with a similar dilemma: developer proposed to control the regulation of a plot to determine floor area ratio from 1.5 to 1.8 adjust, whether it is technically from the planning or management of policy, can not find the reasons for denying the application, and if these separate plots look all passed, up from the overall regulatory control is equivalent to waste a still, "there is no space under the management of poor-control regulation has been hard to manage."1.3 Changing market demand in the face of too rigidAccording to regulations covering the preparation of full-control regulation, in the face of long-term with no fixed pattern of development and development of the main city of the new area, can only rely on the experience and the limited regulatory requirements to set a blueprint for the ultimate, often required the assumption that the area will attract Whatis the nature of the industry, and what mode of transportation and living elements and so on. Often wait until the need to implement when the city-building mechanisms have taken place in very many changes in the main body of investment, development patterns, construction and operation of regional mechanisms and so on with the original planning assumptions are inconsistent, industry, transport, mode of living have been Ultra-out the original, this time charged with the regulation already completed will become very out of date.1.4 Upper face of the macro-planning difficult docking requirementsOverall planning in order to meet the needs of urban and rural economic and social comprehensive, coordinated andsustainable development requirements, tend to make some macro measures such as content development model. These property with public policy measures, in order to land for the purpose of the traditional regulatory control it is difficult to fully reflect and docking. Beijing Daxing Metro as an example: In accordance with the "Beijing Urban Master Plan (2004 -2020 years)", Daxing Beijing Metro are the future-oriented regional development important node, in Beijing, the development of an extremely important strategic position, will guide the development of biological medicine, modern manufacturing, as well as commercial logistics, culture, education and other functions, are carrying the future city of Beijing to ease the population centers and functions of one of 11 Metro. 2020 Metro style scale land use planning 65 square kilometers, population 600,000 people scale.Prior to this, as are Beijing's Daxing county, to carry out the construction of satellite towns, the status quo conditions and Metro Planning has a larger gap between the objectives, the lack of sufficiently attractive to the urban areas can not effectively alleviate the stress. For instance: the lack of public facilities, facilities standards have been too low, with the center city poor transport links and so on. How to achieve the status quo to the Metro from the blueprint for change? At "Daxing Metro Planning (2005 -2020 years)" from the Metro's construction to start the implementation process, identified through the construction of rail transit, urban road construction, public service facilities, the transfer of administrative functions, cultural and educational function of the introduction of the introduction of leading industries six elements of the main construction of the Metro guide: the role of these elements together, and based on theirspatial characteristics influence thescope and timing on reasonable arrangements to promote the development of Metro's construction, so that Metro be able to at the planning blueprint for the status quo gradually on the foundation can be achieved.Epistasis plans face similar macro-planning requirements, is clearly not a specific plot plan can be fully reflected in, let alone to cope with up to 15 years in the planning of the implementation process of various elements of the Change.2. Block-level regulatory control of the preparation of the contents of the formIn recent years, Beijing made the preparation of block-level control rules to deal with from a certain extent on the traditional block-control regulations that prevail in question. Metro style neighborhoods to control regulation as an example:First of all, divided into blocks. At "Daxing Metro Planning (2005 -2020 years)" the division of seven patches, three groups on the basis of the General consider regional characteristics, the layout of public service facilities, municipal service capacity transport facilities and space environmental capacity and other influencing factors to the Neighborhood (between block and block units, with a river, natural obstacles, primary and secondary roads, street boundaries offices, special function areas such as border Kaifong boundary) for the division of units, divided into 38 blocks , each block 2 ~ 3 square kilometers.Then, in the Metro to determine the scope of the whole block of lead, construction and classification of the total construction scale, construction baseline height, strength of construction elements of the scope. Metro based planning, decomposition of the implementation of the dominant features of each block, thatis blocks the function of positioning and the main direction of development to determine the largest block of land and has assumed a leading role in the nature of the land; from the overall economic strength and functions of the positioning of a comprehensive traffic capacity, public facilities Service capacity, municipal facilities, service capabilities, the capacity of the space environment in five aspects, such as integrated carrying capacity analysis, will be Metro's 600,000 population overall refinement scale decomposition to the block level, and to determine the total amount of block construction and classification of scale construction; in accordance with the Metro morphological characteristics of the overall space to determine the building height control framework and four baseline height, divided into low(18 m), Medium (18-45 meter), high (45-60 m) and 60 meters above 4, the implementation of each blocks range of benchmarks; to improve the living environment in accordance with the overall goals and other conditions, strength of construction will be divided into blocks of low-density, medium density, high-density third gear.And, through a comprehensive analysis of the status quo, implement the above decomposition of the conditions, separately for each block to determine the nature and scale, the configuration of the facilities and arrangements, a high degree of control elements, such as urban design, implementation timing, but also questions the need for further research, etc. specific content, which will eventually block the plans submitted in the form of results.3.1Effective extension of epistatic planning, for planning and management to facilitateTo block as a unit, decomposition and quantify the epistatic planning functions and development goals, and clearly the general character of each neighborhood and the development of intensity differences, in fact this job is to regulate, such as the total epistatic to quantify the macro-planning process. To block as a unit for total control and balance, ease of basic facilities at all levels, public service facilities, urban safety facilities, transportation facilities, to conduct an overall balanced layout, more conducive to neighborhoods as a unit for analysis and monitoring. Beijing have been identified as a further refinement put blocks of land plots to control the minimum regulatory scope of the study and city planning and management of the basic unit.Dominant in determining the neighborhood function, construction and classification of the total construction scale, construction baseline height, strength of construction scope of the facilities after the configuration of such factors, whether developers are still at all levels of government to entrust the preparation of land-control regulations, planning and management departments have a strong public policy based on quantifiable and can be used to guide and monitor the preparation of regulatory control block content, can ensure the configuration of the various facilities such as the contents of rigidity to the implementation, but also be able to through the overall control and strength to the block classification must control regulations left behind the flexibility of space.3.2 Responding flexibly to market changesBlock-level control regulations after wide coverage, its construction and classification of the total construction scale of indicators as the preparation of the detailed planning of the next level of control conditions, the guidance of land developmentand construction of concrete blocks at the scope of activities carried out within the overall balance. Block unit through the benchmark land prices, ownership, facilities, supply capacity factors such as a comprehensive assessment can be reflected to some extent on location, infrastructure conditions, such as market-sensitive elements on the differences in regulatory control in the preparation of land, they can further study the market demand effectively adjust to allow the market to be able to in the government's macro-control of the allocation of resources to play its basic role.At the same time, district-level planning at the preparation of regulatory control after the completion of the management of the implementation process can also be quantified using a variety of control means to effectively deal with changes in the market. To floor area ratio as an example, at district level because of regulatory control, the set up of the neighborhood's population and the total construction volume of construction and classification of the concept of a land plot development and construction are necessary to adjust the strength of blocks related to the total changes and changes in the demand for associated facilities, so that at least from the district coordination framework to achieve the purpose of breaking the individual review of the original plot to control the lack of indicators adjust based on the embarrassment, from the process reflects on the changes in construction activity the surrounding urban environment brought about by the impact. On this basis, the study implemented a similar "transfer of development rights" of the administrative system before operational.3.3Highlight the protection of the Government's public service functionsBlock-level control regulations, all land classified as Class A land (for the city to provide basic support and services) and Class B land (Government under the guidance of the market development of land), as well as X-type sites (sites to be studied) three categories. One of, A-type sites are the main green space, infrastructure, public service facilities, etc. must have a public property, mainly by the Government as an investment and management entities of the public space, its emphasis on the priority the implementation of space, thereby protecting the public interest priority . Comparativelyspeaking, the original concern of the traditional regulatory control elements at street level space of the controlled regulation of "take a back seat," the.4.Also necessary to further explore the question:In general, block-level regulatory control to add a meso-level studies, preparation of regulatory control block provides a fresh discussion of the work platform, as well as planning and management provided some actionable public policy basis for improved traditional regulatory control of some problems. However, block-level control regulation as a new thing also have a number of issues need to be further explored and research:First of all, the necessary clarity of its legal status and recognition. Because ofblock-level control is a regulation relating to a variety of factors (population, the facilities and so on) the overall balance of technological achievements, in particular, are some of the priority the protection of the facilities involved in city construction and operation of other government departments, administrative actions, a reasonable decide the legal status of its coordination and control of the key. Moreover, as the capital ofBeijing and municipalities, and other city planning and construction management system must have differences in this municipality in Beijing can well-established system should not be able to copy to the city in general go. How to promote neighborhood-level control regulatory experience gained enhance the legitimacy of its reasonable, but also required further study.Secondly, the required supporting management measures on the corresponding.Block-level control regulation is not only a many-level planning so easy that it give planning and management in the overall planning and control regulation of traditional land between the development of a new management platform, therefore, should give full play to its role, from the can not be supporting the planning and management measures on innovation. Such as in the control plots on the regulation of convergence can be the implementation process for some of the demand, derived from "transfer of development rights" and other related management measures and control means.Finally, the traditional elements of how the matching Spaces guide. Block-level control regulations to strengthen the government's public service functions, improve the public benefits of priority, relatively speaking, the traditional elements of the shape is relatively weakened. Visual imagery, body mass, Feel places the elements of these traditional control regulations usually take into account urban design elements, not at street level regulatorycontrol to be reflected, then the block-level control regulations should be space elements which control what should be done about the city on the block level design elements toguide them accordingly? Looking forward to the future as soon as possible answers to those questions.References1, Beijing City Master Plan (2004 -2020 years)2, Tai Hing Metro Planning (2005 -2020 years)3, Tai Hing New regulatory plan (block level) .2007 years4, WEN Zong-yong. Control the underlying causes of regulatory changes and countermeasures. Beijing plans to build 2007 (5) :11-135, Yang Chun. Beijing City Center, the preparation and implementation of regulatory control of the background. Beijing plans to build 2007 (5) :14-156, Yang Jun, Yang Ziming. Beijing-controlled regulation of 1999-2006. Beijing plans to build 2007 (5) :37-407,Guohui Cheng,Li Shi, HUANG Jie. Rigid-flexible and relief: for controlling the operation of the detailed planning. Town Planning .2007 (7) :77-808, Lin audience. Public Management from the Perspective of the adaptive control consider the detailed planning. Planners .2007 (4) :71-749, Wang Yin, Jun Chen. "Sharpen come true" - Interpretation of the Beijing Municipal Area "Control Regulation", prepared yesterday and today .. Beijing plans to build .2007 (5) :23-26 10, Lan Zhou, Ye Bin, Xu Yao. Explore the detailed planning of the management control system architecture. .2007 City planning (3) :14-1911, Li Tian. Our country controlled detailed planning and a way out of confusion. .2007 City planning (1) :16-2012, city planning approach to make People's Republic of China Ministry of Construction No. 146 2005-12-31刚柔并济——对北京街区层面控规的认识与思考摘要文章通过对传统的控制性详细规划进行分析，指出规划成果难以转化为规划管理的公共政策、面对市场变化缺乏应变能力、无法直接与宏观规划衔接等问题。

城市规划外文文献翻译（适用于毕业论文外文翻译+中英文对照）

城市规划外⽂⽂献翻译（适⽤于毕业论⽂外⽂翻译+中英⽂对照）外⽂⽂献翻译（⼀）题⽬：HongKong:The FactTown Planning⼀、内容简介：近年来，⾹港城市规划的⽬的是提供⼀个优质的⽣活环境，促进经济发展，促进健康，安全，指导和控制的发展和⼟地使⽤的⽅便和⼀般社区福利。

遵循可持续发展的原则，城市规划旨在带来⼀个有组织的，有效地为社会⽣活和⼯作中的和可取的。

在⾹港⼟地适宜性发展是稀缺的，有需要的⽅式利⽤有限的⼟地资源的竞争性需求的住房，商业，⼯业，交通，娱乐，⾃然保护的平衡，和其他社区的需求。

⾹港的城镇规划系统：⾹港的发展战略规划法定部门计划在当地⽔平的领⼟和各种类型。

指导的制备是⾹港规划标准和指导⽅针，发展有关的相关政策的原则和社会各界的意见。

⼆、外⽂⽂献原稿HongKong:The FactTown PlanningPurpose of Town Planning: Town Planning aims atproviding a quality living environment, facilitating economicdevelopment, and promoting the health, safety, convenienceand general welfare of the community by guiding andcontrolling development and the use of land. Following theprinciple of sustainable development, town planning seeksto bring about an organized, efficient and desirable place forthe community to live and work in. As land suitable fordevelopment in Hong Kong is scarce, there is a need tostrike a balance in utilizing the limited land resource to meetthe competing demands for housing, commerce, industry,transport, recreation, nature conservation, heritagepreservation and other community needs.Planning Organisations: The Planning and Lands Branchof the Development Bureau is in charge of the policyportfolios of planning, land use, buildings and urbanrenewal in Hong Kong. Taking directives from theDevelopment Bureau,the Planning Department (PlanD) isresponsible for formulating, monitoring and reviewing landuse at the territorial level. PlanD also prepares district/localplans, area improvement plans, the Hong Kong PlanningStandards and Guidelines as well as undertakes actionsagainst unauthorized land uses.The principal body responsible for statutory planningin Hong Kong is the Town Planning Board (TPB). It isformed under the Town Planning Ordinance (TPO) andserved by the PlanD. Comprising predominantlynon-official members, the TPB oversees the preparation ofdraft statutory plans, considers representations to suchdraft plans and considers applications for planningpermission and amendments to plans. There are twostanding committees under the TPB, namely, the MetroPlanning Committee and the Rural and New TownPlanning Committee. Under the TPO, the TPB may alsoappoint a committee among its members to considerrepresentations to draft statutory plans.Planning System: Hong Kong’s planning systemcom prises development strategies at the territorial leveland various types of Statutory and Departmental Plans atthe district/local level. Guiding the preparation of theseplans is the Hong Kong Planning Standards andGuidelines, relevant development related policy andprinciples and community views.Territorial Development Strategy: The strategy aims atproviding a broad planning framework to guide futuredevelopment and the provision of strategic infrastructure inHong Kong. It also serves as a basis for the preparation ofdistrict plans. The findings of Hong Kong 2030: PlanningVision and Strategy (the HK2030 Study), a study toformulate the planning framework for Hong Kong up to2030, were promulgated in October 2007. The HK2030Study has adopted sustainable development as itsover-arching goal. The recommended strategy, focusing onthe three broad directions of providing a quality livingenvironment, enhancing economic competitiveness andstrengthening links with the Mainland, aims to help HongKong achieve its vision as “Asia’s world city”.With increasing economic integration and socialinteraction between Hong Kong and the Mainland,cross-boundary surveys are commissionedregularly tocollect statistical information on various aspects ofcross-boundary activities, e.g. travel pattern andbehaviour, Hong Kong residents’ experience of andaspirations for taking up residence in the Mainland. Thefindings of these surveys provide valuable input for theplanning of cross-boundary infrastructure and theformulation of development strategies. The planning studytitled Coordinated Development of the Greater Pearl RiverDelta Townships, jointly commissioned by Hong Kong,Guangdong and Macao to formulate a regionaldevelopment framework, was completed and its findingswere promulgated in October 2009.Statutory Plans: Two types of statutory plans areprepared and published by the TPB under the provisions ofthe TPO. In 2005, the TPO was amended to streamlinehe plan-making process and planning approvalprocedures, enhance the openness and transparency ofthe planning system and strengthen planning enforcementcontrol in the rural New Territories.The first type is Outline Zoning Plan (OZP) whichmajor road systems of an individual planning area. Areascovered by OZPs are in general zoned for uses such asresidential, commercial, industrial, green belt, openspace,government/institution/community uses or other specifiedpurposes. Attached to each OZP is a Schedule of Notesshowing the uses which are always permitted (Column 1uses) in a particular zone and other uses for which priorpermission from the TPB must be sought (Column 2 uses).The second type is Development Permission Area(DPA) Plan. DPA Plans are prepared to provide interimplanning control, and development guidance for rural areasin the New Territories until more detailed OZPs areprepared. DPA Plans indicate broad land use zones andare also accompanied by Schedules of Notes showingColumn 1 and 2 uses. DPA Plans are effective for a periodof 3 years and will be replaced by /doc/c14524397f21af45b307e87101f69e314332fa02.html rmation on statutory plans, related guidelines andprocedures as well as the agenda and decisions of theopen meetings of the TPB and its Committees can beaccessed online from the TPB website at/doc/c14524397f21af45b307e87101f69e314332fa02.html .hk/tpb/ and the Statutory PlanningPortal at/doc/c14524397f21af45b307e87101f69e314332fa02.html .hk/. The public may alsoobserve those open meetings in the Public Viewing Roomlocated in North Point Government Offices, 333 JavaRoad, North Point, Hong Kong. Departmental Plans: Outline Development Plans andLayout Plans are administrative plans prepared within theframework of the statutory plans. With a much larger scale,these departmental plans show more detailed levelplanning parameters e.g. site boundaries, location ofaccess points and footbridges, specific types ofgovernment or community uses to facilitate thecoordination of public works, land sales and landreservation for specific uses.Views from the public are essential considerations forthe formulation of development strategies and preparationof plans. Public engagement in the form of public forums,workshops, exhibitions, etc. has become a very importantcomponent of the planning process.Hong Kong Planning Standards and Guidelines: It is areference manual setting out the criteria for determiningthe scale, location and site requirements of various landuses and facilities. It is used in the preparation of townplans and planning briefs and is a tool that helps toregulate development.Urban Renewal and Regeneration: The Urban RenewalAuthority (URA) is a statutory body established in 2001 tospeed up the renewal of old urban areas and to executethe Urban Renewal Strategy formulated by theGovernment. PlanD co-ordinates with the URA under thestatutory provisions in the planning of urban renewal andregeneration projects for the improvement of the old urbanareas.The Government has launched a review of the UrbanRenewal Strategy in 2008 in three stages – envisioning,public engagement and consensus building, and isscheduled for completion in 2010. The Strategy willprovide a broad policy guidance for urban renewal in HongKong.New Town and New Development Areas: Large-scalenew town development in the New Territories began in theearly1970s. PlanD’s District Planning Offices have workedclosely with the Civil Engineering and DevelopmentDepartment’s Development Offices t o prepare plans andoversee the development of these new towns. At present,nine new towns, namely, Tsuen Wan, Sha Tin, Tuen Mun,Tai Po, Yuen Long, Fanling/Sheung Shui, Tseung Kwan O,Tin Shui Wai and North Lantau are in various stages ofdevelopment and will accommodate about four millionpeople upon full development. However, large-scale newtowns will not be pursued in the foreseeable future. Instead,medium-scale new development areas such as Kai Tak andnew development areas in the New Territories will bedeveloped. Enquiry Counters located at:- 17/F, North Point Government Offices,333 Java Road, North Point, Hong Kong- 14/F, Sha Tin Government Offices,1 Sheung Wo Che Road, Sha Tin, New TerritoriesFor enquiries, please call 2231 5000, fax to 2877 0389 ore-mail to enquire@/doc/c14524397f21af45b307e87101f69e314332fa02.html .hk.三、外⽂翻译部分城市规划：城市规划的⽬的是提供⼀个优质的⽣活环境，促进经济发展，促进健康，安全，指导和控制的发展和⼟地使⽤的⽅便和⼀般社区福利。

德黑兰的城市规划与发展：城市规划专业毕业外文翻译_(原文及译文)

Urban planning and development in TehranAli MadanipourDepartment of Architecture, Planning and Landscape, Newcastle University, Newcastle, United Kingdom Available online 25 September 2006With a population of around 7 million in a metropolitan region of 12 million inhabitants, Tehran is one of the larger cities of the world. This paper charts its planning and development through the ages, particularly since the mid-20th century, a period in which the city has gained most of its phenomenal growth. Three phases are identified in this historical process, with different types of urban planning exercised through infrastructure design and development, land use regulation, and policy development. _ 2006 Elsevier Ltd. All rights reserved. Keywords: Planning, Urban growth, Iranian citiesPlanning through infrastructure design and development: foundations for growth The first phase of Tehran‘s planning refers to the period before the Second World War, whereby at least three major efforts set the framework for the city‘s growth and development: walling the city (1550s) , expanding the walled city (1870s) and building a new urban infrastructure (1930s). They were all led by the government‘s ability and desire to instigate change and shape the city through undertaking large-scale infrastructure projects.Tehran was a village outside the ancient city of Ray, which lay at the foot of mount Damavand, the highest peak in the country, and at the intersection of two major trade highways: the east–west Silk Road along the southern edge of Alburz mountains and the north–south route that connected the Caspian Sea to the Persian Gulf. Ray had been inhabited for thousands of years and was the capital of the Seljuk dynasty in the 11th century; however, it declined at the end of the medieval period, when Tehran started to grow (Lockhart, 1960).The first large-scale town planning exercise in Tehran was undertaken in 1553, with the construction of a bazaar and city walls, which were square and had gates on four sides, in accordance with the pattern of ancient Persian cities (Barthold, 1984). This set the framework for other developments that followed, and the city grew in significance, eventually to be selected in 1785 as the capital of the Qajar dynasty (1779–1925).On becoming the capital, the city swelled by courtiers and soldiers, who were followed by trades and services. From a population of 15,000 at the end of the 18th century, Tehran grew tenfold by the 1860s, with a 10th of its inhabitants now living outside the old walls (Ettehadieh, 1983). The country‘s military defeats in its encounters with Britain and Russia had engendered a process of reform, which was now being extended to the capital city. The second large-scale town planning exercise in Tehran, therefore, was conducted for accommodating growth and introducing modernization and reform. Starting in 1868 and lasting for 12 years, new city walls, in the form of a perfect octagon with 12 gates, were constructed, which were more useful for growth management and tax collection than for their defensive value. Selection as the capital city and these transformations, which included a new central square, new streets, a bank, an institute of technology, a hospital, a telegraph house, hotels and德黑兰的城市规划与发展European-style shops, were, accordin g to a British observer, a ‗‗twofold renaissance‘‘ for Tehran (Curzon, 1892, p. 300).The city continued to grow and pressure for modernization intensified, which was manifested in the Constitutional Revolution of 1906. A modern municipality was established in 1910, transforming the old system of urban governance. After the First World War, the Pahlavi dynasty came to power and this lasted from 1925 to 1979. The new regime‘s emphasis was on secularism and nationalism, which were reflected in administrative centralization, modernization of the army, expansion of bureaucracy, development of a transport network, integration of regions into a national market, and restructuring towns and cities (Abrahamian, 1982). The 1930s witnessed widespread road-widening schemes that tore apart the historic urban fabric, making them accessible to motor vehicles. The city of Tehran thus went through its third major town planning exercise. The city walls of the 1870s were far too restrictive for a growing city. By 1932, population density had doubled to 105 persons per hectare and a third of the population lived outside the walls. In addition to demographic pressure, the arrival of motor vehicles, the regime‘s desire to control urban populations and to modernize the urban infrast ructure led to a substantial transformation of the capital, in which it was ‗‗radically re-planned and re-built‘‘ (Lockhart, 1939, p. 11). New boulevards were built on the ruins of the city walls and moats, as part of a transport network of 218 km of new roads. The walled royal compound was fragmented and replaced by a new government quarter; retailers were encouraged to move to new streets and to abandon the old streets of the bazaar; and new buildings and institutions sprang up all over the city. The new street network was imposed on the winding streets of old neighborhoods, with the aims of unifying the space of the city, overcoming the traditional factional social structure, easing the movement of goods, services and military forces, strengthening the market economy and supporting the centralization of power. The city was turned into an open matrix, which was a major step in laying the foundations for further modernization and future expansion. The immediate result was the growth of the city from 310,000 inhabitants in 1932 to 700,000 in 1941.These large-scale urban planning and development phases of Tehran were all efforts at modernization, instigating and managing radical change. However, while the first phase had used distinctively ancient Persian imagery and local expertise, the second and third phases employed European images and experts, primarily from France and Germany. What these early town planning efforts shared was that they were all envisaging a particular new form and implementing it through the (re)development of the urban environment; they were all plans for a major series of physical changes executed in a relatively short period of time.The reforms in the second half of the 19th century opened up the city‘s society and space to new economic and cultural patterns, and unleashed centrifugal and dialectic forces that exploded in two major revolutions. Economically, the city started to be integrated into the world market as a peripheral node. Embracing the market economy divided the city along the lines of income and wealth, while new cultural fault lines emerged along lifestyle and attitude towards tradition and modernity. Rich and poor, who used to live side by side in the old city, were now separated from one another in a polarizing city. Moreover, modernizers welcomed living in new neighborhoods and frequented new streets and squares, while traditionalists continued to live and work in the older parts of the city. Ever since, these economic and cultural polarizations—and their associated tensions—have characterized Iran‘s urban conditions.Planning through land-use regulation: harnessing speculative developmentThe second type of planning to emerge in Tehran was in the 1960s, which saw the preparation of plans西方规划史作业（外文翻译）to regulate and manage future change. The city had grown in size and complexity to such an extent that its spatial management needed additional tools, which resulted in the growing complexity of municipal organization, and in the preparation of a comprehensive plan for the city.After the Second World War, during which the Allied forces occupied the country, there was a period of democratization, followed by political tensions of the start of the cold war, and struggles over the control of oil. This period was ended in 1953 by a coup detat that returned the Shah to power, who then acted as an executive monarch for the next 25 years. With high birth rates and an intensification of rural–urban migration, Tehran— and other large cities—grew even faster than before. By 1956, Teh ran‘s population rose to 1.5 million, by 1966 to 3 million, and by 1976 to 4.5 million; its size grew from 46 km²in 1934 to 250 km²in 1976 (Kari man, 1976; Vezarat-e Barnameh va Budgeh, 1987).Revenues from the oil industry rose, creating surplus resources that needed to be circulated and absorbed in the economy. An industrialization drive from the mid-1950s created many new jobs in big cities, particularly in Tehran. The land reforms of the 1960s released large numbers of rural population from agriculture, which was not able to absorb the exponential demographic growth. This new labour force was attracted to cities: to the new industries, to the construction sector which seemed to be always booming, to services and the constantly growing public sector b ureaucracy. Tehran‘s role as the administrative, economic, and cultural centre of the country, and its gateway to the outside world,wa s firmly consolidated.Urban expansion in postwar Tehran was based on under-regulated, private-sector driven, speculative development. Demand for housing always exceeded supply, and a surplus of labor and capital was always available; hence the flourishing construction industry and the rising prices of land and property in Tehran. The city grew in a disjointed manner in all directions along the outgoing roads, integrating the surrounding towns and villages, and growing new suburban settlements. This intensified social segregation, destroyed suburban gardens and green spaces, and left the city managers feeling powerless. A dep uty mayor of the city in 1962 commented that in Tehran, ‗‗the buildings and settlements have been developed by whomever has wanted in whatever way and wherever they have wanted‘‘, creating a city that was ‗‗in fact a number of towns connected to each other in an inappropriate way‘‘ (Nafisi, 1964, p. 426). There was a feeling that something urgently needed to be done, but the municipality was not legally or financially capable of dealing with this process.The 1966 Municipality Act provided, for the first time, a legal framework for the formation of the Urban Planning High Council and for the establishment of land-use planning in the form of comprehensive plans. A series of other laws followed, underpinning new legal and institutional arrangements for the Tehran municipality, allowing the Ministry of Housing and others to work together in managing the growth of the city. The most important step taken in planning was the approval of the Tehran Comprehensive Plan in 1968. It was produced by a consortium of Aziz Farmanfarmaian Associates of Iran and Victor Gruen Associates of the United States, under the direction of Fereydun Ghaffari, an Iranian city planner (Ardalan, 1986). The plan identified the city‘s problems as high density, especially in the city centre; expansion of commercial activities along the main roads; pollution; inefficient infrastructure; widespread unemployment in the poorer areas, and the continuous migration of low-income groups to Tehran. The solution was to be found in the transformation o f the city‘s physical, social and economic fabric (Farmanfarmaian and Gruen, 1968). The proposals were, nevertheless, mostly advocating physical change, attempting, in a modernist spirit, to impose a new order onto this complex metropolis. The future of the city was envisaged to德黑兰的城市规划与发展be growing westward in a linear polycentric form, reducing the density and congestion of the city centre. The city would be formed of 10 large urban districts, separated from each other by green belts, each with about 500,000 inhabitants, a commercial and an industrial centre with high-rise buildings. Each district (mantagheh) would be subdivided into a number of areas (nahyeh) and neighborhoods (mahalleh). An area, with a population of about 15–30,000, would have a high school and a commercial centre and other necessary facilities. A neighborhood, with its 5000 inhabitants, would have a primary school and a local commercial centre. These districts and areas would be linked by a transportation network, which included motorways, a rapid transit route and a bus route. The stops on the rapid transit route would be developed as the nodes for concentration of activities with a high residential density. A number of redevelopment and improvement schemes in the existing urban areas would relocate 600,000 people out of the central areas (Far manfarmaian and Gruen, 1968).Almost all these measures can be traced to the fashionable planning ideas of the time, which were largely influenced by the British New Towns. In his book, The Heart of Our Cities, Victor Gruen (1965) had envisaged the metropolis of tomorrow as a central city surrounded by 10 additional cities, each with its own centre. This resembled Ebenezer Howard‘s (1960, p. 142) ‗‗social cities‘‘, in which a central city was surrounded by a cluster of garden cities. In Tehran‘s plan, a linear version of this concept was used. Another linear concept, which was used in the British New Towns of the time such as Redditch and Runcorn, was the importance of public transport routes as the town‘s spine, with its stopping points serving as its foci. The use of neighborhood units of limited population, focused on a neighborhood centre and a primary school, was widely used in these New Towns, an idea that had been developed in the 1920s in the United States (Mumford, 1954). These ideas remained, however, largely on paper. Some of the plan‘s ideas that were implemented, which were rooted in American city planning, included a network of freeways to connect the disjointed parts of the sprawling metropolis; zoning as the basis for managing the social and physical character of different areas; and the introduction of Floor Area Ratios for controlling development densities.Other major planning exercises, undertaken in the 1970s, included the partial development of a New Town, Shahrak Gharb, and the planning of a new administrative centre for the city—Shahestan—by the British consultants Llewelyn–Davies, although there was never time to implement the latter, as the tides of revolution were rising.Planning through policy development: reconstruction after the revolution and war The revolutionary and post-revolutionary period can be divided into three phases: revolution (1979–1988), reconstruction (1989–1996), and reform (1997–2004), each demonstrating different approaches to urban planning in Tehran.After two years of mass demonstrations in Tehran and other cities, the year 1979 was marked by the advent of a revolution that toppled the monarchy in Iran, to be replaced by a state which uneasily combined the rule of the clergy with parliamentary republicanism. Its causes can be traced in the shortcomings of the Shah‘s model of development, which led to clashes between modernization and traditions, between economic development and political underdevelopment, between global market forces and local bourgeoisie, between foreign influence and nationalism, between a corrupt and complacent elite and discontented masses. Like the revolution of 1906, a coalition of many shades of opinion made the revolution of 1979 possible. In the first revolution, the modernizers had the upper hand, while in the second the traditionalists won the leadership. However, the attitudes of both revolutions—and the regimes that followed them—to a number of major issues, including urban西方规划史作业（外文翻译）development, show a preference for modernization. In this sense, both revolutions can be seen as explosive episodes in the country‘s troubled efforts at progressive transformation (Madanipour, 1998, 2003).The revolution was followed by a long war (1980–1988) with Iraq, which halted economic development. Investment in urban development dwindled, while rural areas and provincial towns were favoured by the revolutionary government, both to curb rural–urban migration and to strike a balance with large cities. The key planning intervention in this period was to impose daytime restrictions on the movement of private cars in the city centre. Meanwhile, the war and the promise of free or low-cost facilities by the new government attracted more migrants to the capital city, its population reaching 6 million by 1986. The rate of population growth in the city had started to slow down from the 1950s, while the metropolitan region was growing faster until the mid-1980s, when its growth rate also started to decline (Khatam, 1993).After the revolution and war, a period of normalization and reconstruction started, which lasted for most of the 1990s. This period witnessed a number of efforts at urban planning in Tehran. Once again, urban development had intensified without an effective framework to manage it. The comprehensive plan came under attack after the revolution, as it was considered unable to cope with change. In 1998, the Mayor criticized it for being mainly a physical development plan, for being rooted in the political framework of the previous regime, and for not paying enough attention to the problems of implementation (Dehaghani, 1995).The comprehensive plan‘s 25-year lifespan came to an end in 1991. A firm of Iranian consultants (A-Tech) was commissioned in 1985 to prepare a plan for the period of 1986–1996. After much delay, it was only in 1993 that the plan was finally approved by the Urban Planning High Council. This plan also focused on growth management and a linear spatial strategy, using the scales of urban region, subregion, district, area and neighbourhood. It promoted conservation, decentralization, polycentric development, development of five satellite new towns, and increasing residential densities in the city. It proposed that the city be divided into 22 districts within five sub-regions, each with its own service centre (Shahrdari-e Tehran, 2004).The 1993 plan was not welcomed by the municipality, which disagreed with its assessments and priorities, finding it unrealistic, expensive, and impossible to implement. The municipality produced its own strategic plan for the period 1996–2001, known as Tehran Municipalty‘s First Plan,or Tehran 80. Rather than introducing a land-use plan as its goal, this was the first plan for the city that emphasized a set of strategies and propose d policies to achieve them. It identified the city‘s main problems as shortage of resources to deliver its services; the pace and pattern of urban growth; environmental pollution; the absence of effective public transport, and inefficient bureaucracy. The municipality‘s vision for the future of the city was then outlined to have six major characteristics: a clean city, ease of movement in the city, the creation of parks and green spaces, the development of new cultural and sports facilities, reform of the municipal organization, and planning for the improvement of urban space, including preparation of comprehensive and detailed plans for land use and conservation (Shahrdari-e Tehran, 1996).The municipality implemented part of the proposals, such as increasing the amount of green open spaces in the south, or constructing new parts of the motorway network, which was proposed by the 1968 plan; opening large parts of the city to new development, and easing movement across the city. Following the advice of the 1993 plan, the municipality relaxed FAR limits and allowed higher densities through bonus zoning. This, however, was not based on planning considerations, but was德黑兰的城市规划与发展mainly to bring financial autonomy to the municipality. This proved to be popular with the development industry, but controversial with citizens. Developers could build taller buildings by paying fines to the municipality, in a policy popularly known as ‗‗selling density‘‘, without having to show their impacts on the surrounding environment. The face of the city, particularly in its northern parts, was transformed in a short period, consisting of medium to high-rise buildings connected through wide streets and motorways. In the poorer south, a major redevelopment project, Navab, cut a motorway through the dense and decayed fabric, building gigantic superstructures on each side. The city‘s administrative boundaries were expanded twice, once outward and then westward, to encompass 22 district municipalities in 700 km².This controversial period of reconstruction was followed by a period of democratic reform, which re-launched an elected city council for the city, which at first caused institutional confusion about its relationship with the mayor and the municipality. The council published its own vision of the city as Tehran Charter in 2001, which was the summary of the principles agreed between council members, non-governmental organizations, and urban experts at a congress about the subject. The Charter adopted sustainability and democracy as its key principles, which were used to develop strategies for natural and built environments, transport, social, cultural and economic issues, urban management, and the city‘s regional, national and internationa l roles (Shahrdari-e Tehran, 2004).Currently, detailed plans are being prepared for the city‘s 22 districts, and work is under way on a strategic plan to link these detailed plans and to guide the future development of the city as a whole. Even though the city is more integrated and democratic than before and has a more coherent approach to planning (Hourcade, 2000), some authorities still see plans as isolated documents, rather than seeing planning as a continuous process. Land use plans are produced by private sector consultants for a specified period. The role of the municipality is merely implementation of these plans, rather than generating and revising them. New schemes for urban motorways and large-scale radical redevelopment of the central and decayed areas continue to be prepared and implemented. The last mayor, who was elected the president of the republic in 2005, was a civil engineer, putting road building schemes high on his agenda, even aiming to widen parts of the most beautiful boulevard in the city (Vali Asr) to ease traffic flows. Meanwhile, the city continues to suffer from acute social polarization, high land and property prices, heavy traffic congestion and some of the worst atmospheric pollution in the world, and remains unprepared for any serious earthquake.Managing change in a metropolisLeaving aside the earlier phases, the key urban planning stages in the 20th century (1930s, 1960s, 1990s) show some broad similarities: they mark the periods of relative economic and political strength, in which at once urban development flourishes and the government feels able enough to manage growth. Iran‘s oil economy is so much integrated with the global economy that these periods parallel the international economic cycles and periods of urban development booms. These planning stages also show cyclical development pressure, cyclical attention to planning matters, within an overall move towards democratic urban governance, to sophistication of municipal organization and city planning approaches, which are nevertheless far behind the momentous process of urban growth and development. The main focus has remained management of physical development. Each phase, however, has added a new dimension to city planning: from design to regulation and policy development; each new approach adding to the complexity of the process, rather than replacing the previous approach.The other feature they all share is their preference for redevelopment, which is the hallmark西方规划史作业（外文翻译）of a country with a young population caught in the fever of modernization, despite its upheavals and setbacks. Post-revolutionary governments claimed to revive many traditional forms and practices, as a reaction to radical modernization of the past. In relation to the built environment, however, they have shown strong modernist tendencies, with redevelopment remaining their favourite device, similar to previous generations. This is mainly due to the pressure for change that characterizes the modern history of Iran, as reflected in the advent of two revolutions, i.e., radical breaks from the past. It is also partly due to institutional continuity, whereby legal and institutional arrangements for urban planning remained almost intact, despite change of individuals, and despite structural changes at the higher levels of government after 1979. Also, the expert communities and their technocratic culture passed through the revolution without major internal changes, despite the flight of many professionals from the country.Tehran‘ gove rnance has been dominated by the central government. Although the municipality has grown in size and complexity, it is still under the shadow of government ministries, even after the launch of an elected city council and a degree of financial autonomy. It is only charged with implementing the plans, rather than preparing them; and yet it is expected to have financial autonomy, resulting in controversial ways of implementing or changing planning regulations. It is only charge d to manage its 22 districts, and yet the urban region covers 5 million inhabitants outside the city‘s boundaries. Without empowering the municipality to take full control of planning for its jurisdiction within a democratic and accountable framework, and to collaborate with other authorities in charge of the urban region, planning and management of the metropolis remain less than effective.ConclusionTehran‘s planning history shows early stages in which new infrastructure was designed and developed by the government as part of its strategy for modernization and growth management. The intensity of speculative development after the Second World War met the demands of the exponential growth of the city‘s population. This, however, needed to be controlled and regulated through a pl anning process, which produced Tehran‘s comprehensive plan of 1968. Within a decade, the revolution interrupted its implementation, and growth could only be managed through piecemeal efforts. The period of reconstruction in the 1990s relaxed some of the limits of the 1968 plan, which showed the urgent need for an updated planning framework. Several planning documents were launched in this period, which show a stronger role for the municipality and attention to policy development. Work on a strategic plan for the city continues today. These plans all have much that has remained unimplemented, although they have managed to some extent to steer the course of events and develop a more sophisticated approach to planning. And yet social and economic upheavals of the past three decades, the intensity of speculative development—especially since the Second World War—and the speed of events seem to have left the city authorities and citizens alike feeling trapped in a turmoil, lagging behind the events, and unable to manage change. The city continues to suffer from a range of problems, including traffic congestion, environmental pollution, and unaffordable property prices.德黑兰的城市规划与发展德黑兰的城市规划与发展Ali Madanipour英国纽卡斯尔大学建筑系规划和景观方向2006年9月25日摘要：德黑兰是世界上较大的城市之一，拥有居民人口1200万，都市人口约700万，本文主要介绍其规划和历代的发展，特别是自20世纪中叶，城市获得了显著的增长。

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Spatial Planning System of National Territory in Japan，China and Korea日本、中国和韩国的国土空间规划体系Kyungrock YE, Jun-hua ZHANG, Takeshi KINOSHITA, Xing-yan WANG Abstract: This study conducted the national territory planning system of Japan, China and Korea, on a premise to discuss possibility of integrated spatial planning of Eastern Asia. The purpose of this study is to arrange major spatial plans of three countries according to classification of urban and non-urban area, and to clarifying role of each spatial plan.。

文摘:本研究是在进行中国、日本、韩国的国土规划体系前提下,探讨整个亚洲东部的综合空间规划的可能性。

本研究的目的是根据城市区域和非城市区域的分类，明确大空间计划下三个国家在规划中所扮演的角色。

As a result, Korea, the smallest country among three countries, has one system on land use, development and conservation, considering whole national territory to be one city planning area, and a role and relation of each spatial plan is comparatively clear. On the other hand, China, the largest country among three countries, although a role and relation of each spatial plan are clear in urban area, a general recognition for necessity of non-urban area planning is weak. In case of Japan, the characteristics that the spatial planning system is consisted on the division into urban area and non-urban area, is very similar to China, and there is hardly relation between these two kinds of spatial planning.最终,作为最小国家的韩国,已拥有一个针对土地使用、发展与保护的体系,它把整个国家领土是一个城市规划区考虑，每个空间的规划的角色和关系较为清楚。

另一方面,作为最大国家的中国,尽管市区的空间规划是很明确，但人们对非城市的空间规划重视程度都非常薄弱。

在日本，空间规划系统对城市区域和非城市地区的划分原则跟中国是非常相似的,这两种类型的空间规划几乎没有必然的关系。

Key words: National territory plan; Japan; China; Korea; Spatial planning; Eastern Asia Community.关键词:国土规划;日本、中国、韩国、空间规划、东亚共同体。

Recently it is frequently discussed on the Eastern Asia Community. This is still mainly focused on the economy, but in environmental aspect we also have some common serious problems ,e.g.sustainable development, bio-diversity, outstanding landscape/nature conservation, balanced development of town and country, cultural assets conservation/utilization and several environmental problems. In order to settle these subjects, it is important not only to challenge by each country but also to prepare a common framework for comprehensive spatial planning covering whole eastern Asia..最近东亚共同体经常被讨论，主要关注仍然是经济问题,但在环保方面我们也有一些常见的严重问题需要解决,如可持续发展、生物多样性、优秀景观、自然保护、城乡协调发展、文化遗产保护、环境问题等。

解决这些问题,重要的不仅是对每个国家的挑战,而是需要准备一个常见的全面覆盖整个亚洲的空间规划的框架。

This study was done to clarify the similarities and differences of national territory planning system of Japan, China and Korea as a first step to discuss on the subjects and possibilities of comprehensive Eastern Asian spatial planning. Until now the national territory planning system of Japan and Korea have already been studied , but the comparative study between three countries including China from the viewpoint of spatial planning has never seen before. We used mainly related literatures on planning system and government's official websites of each country to clarify the purposes of this study. And we classified each country's major spatial plans into four categories,national, regional, urban area and non- urban area, and discussed on the vertical and horizontal relation between them.本研究之目的：第一步是明确日本、中国和韩国的国土规划体系的异同,讨论综合东亚空间规划的课题和可能性。

迄今为止,日本和韩国的国土规划体系已经进行了比较研究阶段,但从空间规划的角度对三个国家的比较研究还未进行。

我们主要在每一个国家的规划系统的相关文献、政府的官方网站上阐明了本篇研究的目的。

我们按照整个大空间规划把每个国家分为国家、地区、城市区域和非城市区域四类,讨论垂直和水平的关系。

1 National Territory Planning System of JapanThe Comprehensive National Development Act(1950), Land Use Planning Act(1974) and City Planning Act (1968) support Japanese major spatial planning (Table 1). These are all under the jurisdiction of the Ministry of Land, infrastructure and Transport. The CNDP provides tong-range visions on nation-wide land use, development and conservation, social overhead capital, and a traffic policy. According this plan, the CPDP and MLP are to be prepared. The Plans provided by Land Use Planning Act includes NLP and PLP on the perspective of effective national land use and LUMP that classified prefectural land use into five areas (town, agriculture, forest, natural park and natural conservation area). Fig. 1 shows that there are main two spatial plans by two acts at national and regional level, but the relation and a role sharing between the acts and plans.Representative plans of urban area and non-urban area are the MLP by Land Use Planning Act and the CP by City Planning Act, but the relation between the two is not clear and actually the only CP plays a key role to control land use. it is clear that the Japanese national territory planning is divided into NLP and CP and the role of regional planning is relatively small. Therefore the area that is closely covered by main three acts is only 'city planning area', the other non-urban area is depended on other related acts (Fig.1). The area classification by LUMP supports competent ministries and acts, and separate plans are applied to each area. In other words, one may say that the Japanese national territory planning stresses the urban areas' plans and in non-urban areas there isno comprehensive plan that unifies the related plans (Fig. 1) and a frame/role of regional planning is relatively weak.一、日本的国土规划系统综合国家发展行动(1950年)、土地利用总体规划(1974年)和城市规划条例(1968)都支持日本主要的空间规划(表1)。

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