英语翻译Schwanen et al.(2001) maintained that metropolitan areas,both in old industrial countries and in developing countries,have evolved from mono-centric structures into poly-centric urban forms.However,they noted that literature on how mono-c

英语翻译Schwanen et al.(2001) maintained that metropolitan areas,both in old industrial countries and in developing countries,have evolved from mono-centric structures into poly-centric urban forms.However,they noted that literature on how mono-c
英语翻译
Schwanen et al.(2001) maintained that metropolitan areas,both in old industrial countries and in developing countries,have evolved from mono-centric structures into poly-centric urban forms.However,they noted that literature on how mono-centric and poly-centric metropolitan structures affect travel behavior is polarized.The work of Schwanen et al.2001 summarized the conclusions obtained from research undertaken in this area.Some authors (e.g.,Gordon and Richardson 1997; Levinson and Kumar 1994) suggest that a de-concentrated structure tends to reduce commuting distance and commuting times.Scholars in this group adhere to the ‘co-location’ hypothesis,which states that firms and households periodically readjust spatially to achieve balanced average commuting distances and duration.Other authors (Cervero 1996; Newman and Kenworthy 1989; Ewing 1997) refute this positive view of the effect of poly-centricity on travel behavior and suggested that decentralization of firms and households has been a disaster for travel behavior.In terms of commuting times,Gordon et al.(1989) have found shorter commuting times for suburban residents than for central-city residents in metropolitan areas with at least three million inhabitants.Because of the stronger congestion effects in high-density mono-centric cities,travel times are higher there than in low-density suburban communities in poly-centric cities.Giuliano and Small (1993) pointed out that a poly-centric pattern of employment centers has a potential for shorter commuting times.Meanwhile,Cervero and Landis (1991) research results suggested that,although overall commuting times and distances may be stable or fall over time,the process of job decentralization may have increased the variation between individual workers.Cervero (1996) maintained that urban development,led by rising affluence,advancing technologies,and other mega-forces,had transformed from a predominant mono-centric form well-suited to point-to-point rail systems to poly-centric forms more conducive to the car and undermining the use of public transport.

英语翻译Schwanen et al.(2001) maintained that metropolitan areas,both in old industrial countries and in developing countries,have evolved from mono-centric structures into poly-centric urban forms.However,they noted that literature on how mono-c
Schwanen等.（2001年）认为,无论在大城市地区老工业国家和发展中国家,已经从单一到聚为中心的结构为中心的城市形态.但是,他们指出,关于如何单中心与多中心的大都市体制的影响旅行的行为是两极化的文献.在Schwanen等工作.
摘自2001年在这一领域开展研究获得的结论.有些作者（例如,戈登和理查德森1997年,莱文森和Kumar 1994）显示,1日集中的结构趋于减少交通距离和交通时间.在这组学者坚持'一地两检'的假设,其中指出,企业和家庭定期
调整空间,以实现平衡的通勤距离和时间.其他作者（切尔韦罗1996;纽曼和肯沃西1989;尤因1997）驳斥这个聚为中心的旅游行为的影响持积极态度,并建议下放的企业和家庭一直是旅游行为的灾难.在上下班交通时间,戈登等条款.（1989）
已经发现,矮个通勤中央比在大城市的城市的居民,至少有3万居民,郊区的居民倍.由于在高密度单强拥塞的影响为中心的城市,较高的旅行时间有较低密度的郊区社区的多中心城市.朱利和小（1993）指出,第
在聚就业服务中心为中心的模式,有一个较短的交通时间的潜力.与此同时,切尔韦罗和兰迪斯（1991）的研究结果表明,虽然总体上下班时间和距离,可随着时间的推移保持稳定或下降,职位权力下放进程可能增加个体劳动者之间的差异.切尔韦罗（1996）认为,城市发展,日益富裕的领导,推动技术和其他超级力量,在从一个主要单中心的形式非常适合点对点点铁路系统,多中心的形式更有利于到汽车,破坏公共交通工具的使用.