[雙語翻譯]共享單車外文翻譯--自行車共享審查影響以及實施和運營過程的證據(jù)（英文）

1、Bike sharing: A review of evidence on impacts and processes of implementation and operationMiriam Ricci ?Centre for Transport ITDP, 2013; OBIS, 2011; TDG ? Each bike sharing station, i.e., the station where bikes can be

2、 checkedin and out of their docking points, can be equipped with terminals,also termed ‘kiosks’, where users can get information on the scheme,view the local and overall station network map, communicate withcustomer serv

3、ice, and in some cases make the payment for use;? Wireless communication technology, e.g., general packet radio service(GPRS), allows real-time monitoring of occupancy rates at each sta-tion. If the bicycles are equipped

4、 with global positioning system(GPS), their movement through the network can be monitored.? BSSs incentivise short-term rental hence maximise the number oftimes each bicycle is used, by allowing users to have, typically,

5、 thefirst 30 min free of charge (within their specific subscription forwhich they are charged upfront) and then increasing the chargesResearch in Transportation Business fax: +44 117 32 83002.E-mail address: miriam.ricc

6、i@uwe.ac.uk.http://dx.doi.org/10.1016/j.rtbm.2015.03.0032210-5395/© 2015 Elsevier Ltd. All rights reserved.Contents lists available at ScienceDirectResearch in Transportation Business Shaheen, Martin et al.,2012; S

7、haheen, Martin et al, 2014).According to a study of Dublinbikes, Dublin (Ireland), users are pre-dominantly male (78%), young (58.8% are between the ages of 25–36)and on higher incomes (57.3% of respondents earn a salary

8、 of morethan €40,000) than the resident population (Murphy Murphy Ogilvie and the doubling of BCH prices inJanuary 2013. Overall, the evidence shows that the scheme did becomemore equitable over time, with the introdu

9、ction of casual use which en-couraged women to use the scheme, and with the eastern extensionwhich increased the share of trips made by residents of poorer areas.However it also found that women and residents from poorer

10、 areasremained under-represented, partly reflecting BCH use by affluent,male commuters from within and outside London. The proportion oftrips made by users from poorer areas increased from 2.9% to 4.3%across the study pe

11、riod, from July 2010 to July 2013. The doubling ofBCH prices however appears to have partially offset these positive out-comes, with an overall decline in casual use observed after the price in-crease that may have dispr

12、oportionately occurred amongst users livingin poorer areas.Although a comparative study of equity of access across all existingsystems is not readily available, the geographical location of bike shar-ing stations can be

13、plausibly regarded as a key explanatory factor tothe socio-economic profile of the scheme's users. Incidentally, stationlocation is mentioned as an important aspect underpinning overallscheme profitability in qualita

14、tive surveys of BSS stakeholders(Shaheen et al., 2012, 2014, discussed in Section 4.8) and in most bikesharing information sources, such as those listed in Section 2. There isalso evidence that some of the most recent sy

15、stems, such as City Bikein New York City,8 have used the experience of other more establishedschemes to position stations in strategic locations (e.g., areas withintense cultural, social and economic activity) to maximis

16、e use. It isnot surprising, then, that the resulting bike sharing offer may8 http://www.nyc.gov/html/dcp/pdf/transportation/bike_share_part5.pdf.30 M. Ricci / Research in Transportation Business & Management 15 (2015