作业帮英语高手请进!拒绝翻译软件的直译,谢谢This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typi
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英语高手请进!拒绝翻译软件的直译,谢谢This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typi
英语高手请进!拒绝翻译软件的直译,谢谢
This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typical access and egress times from airports, it is rare to achieve a city centre to city centre time by air much below 3hours, however short the journey. Thus the three hour journey time is often seen as an important watershed for rail services. However, it is important to recognise that many business trips will have one or other end located out of the city centre, so that some access time for the rail service must be added on as well. The lower the rail journey time falls below 3 hours, again, the greater the potential catchment area for the rail service. On the other hand, where there is no direct air service, or frequencies are poor, rail may compete in the business market with substantially longer journey times.
The leisure market is generally much more price sensitive, with lower values of time. Nevertheless, improved rail speeds may lead to some substitution from the main leisure competitor - the car- as well as some diversion from coach amongst those with no car available. It is also in the leisure market that one would expect that the potential for generating totally new trips, for instance by making a day or weekend social or recreational trip feasible where it was not before, would be highest.
How does the evidence from introduction of high speed services to date match up to these expectations? In Britain, the history of high speed rail services in Great Britain so far rests mainly with two trains; the Advanced Passenger Train and the High Speed Diesel Train (or InterCity 125). The routes for which these two trains were primarily intended are illustrated in Figure 1.
英语高手请进!拒绝翻译软件的直译,谢谢This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typi
这表明,铁路将是非常有竞争力的汽车长途旅行即使没有非常高的速度.然而,在更长的距离上它是空气,这是主要竞争对手.由于典型的出入通道倍机场,这是罕见的,实现市中心到市中心的时间远低于三小时空气,但短期的旅程.因此,三个小时的行车时间往往被视为一个重要的分水岭为铁路服务.然而,重要的是要认识到,许多商务旅行将有一个或其他端到端的位于城市中心,从而使一些存取时间为铁路服务必须补充的以及.较低的铁路行车时间低于3小时,同样,更大的潜力集水区的铁路服务.另一方面,那里没有直航服务,或频率差,铁路可能会在商业竞争的市场,大大行车时间较长.
康乐市场普遍价格更敏感,低价值的时间.然而,改善铁路的速度可能会导致一些替代的主要休闲竞争对手-汽车,以及一些偏离教练之间那些没有车可用.也正是在康乐市场,可以预料的潜力创造完全新的旅行,例如通过一天或周末社会或休闲旅行可行的情况下它不前,将是最高的.
如何证据引进高速服务日期匹配这些期望?在英国,历史上的高速铁路服务在大不列颠迄今在于主要与两列火车;高级旅客列车和高速柴油机列车（或城际125 ） .该航线为这两个列车主要目的是如图1所示.
英语高手请进!拒绝翻译软件的直译,谢谢This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typi
英语高手请进!拒绝翻译软件的直译,谢谢
This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typical access and egress times from airports, it is rare to achieve a city centre to city centre time by air much below 3hours, however short the journey. Thus the three hour journey time is often seen as an important watershed for rail services. However, it is important to recognise that many business trips will have one or other end located out of the city centre, so that some access time for the rail service must be added on as well. The lower the rail journey time falls below 3 hours, again, the greater the potential catchment area for the rail service. On the other hand, where there is no direct air service, or frequencies are poor, rail may compete in the business market with substantially longer journey times.
The leisure market is generally much more price sensitive, with lower values of time. Nevertheless, improved rail speeds may lead to some substitution from the main leisure competitor - the car- as well as some diversion from coach amongst those with no car available. It is also in the leisure market that one would expect that the potential for generating totally new trips, for instance by making a day or weekend social or recreational trip feasible where it was not before, would be highest.
How does the evidence from introduction of high speed services to date match up to these expectations? In Britain, the history of high speed rail services in Great Britain so far rests mainly with two trains; the Advanced Passenger Train and the High Speed Diesel Train (or InterCity 125). The routes for which these two trains were primarily intended are illustrated in Figure 1.
英语高手请进!拒绝翻译软件的直译,谢谢This suggests that rail will be quite competitive with car for long distance journeys even without very high speeds. However, over longer distances it is air that is the main competitor. Given typi
这表明,铁路将是非常有竞争力的汽车长途旅行即使没有非常高的速度.然而,在更长的距离上它是空气,这是主要竞争对手.由于典型的出入通道倍机场,这是罕见的,实现市中心到市中心的时间远低于三小时空气,但短期的旅程.因此,三个小时的行车时间往往被视为一个重要的分水岭为铁路服务.然而,重要的是要认识到,许多商务旅行将有一个或其他端到端的位于城市中心,从而使一些存取时间为铁路服务必须补充的以及.较低的铁路行车时间低于3小时,同样,更大的潜力集水区的铁路服务.另一方面,那里没有直航服务,或频率差,铁路可能会在商业竞争的市场,大大行车时间较长.
康乐市场普遍价格更敏感,低价值的时间.然而,改善铁路的速度可能会导致一些替代的主要休闲竞争对手-汽车,以及一些偏离教练之间那些没有车可用.也正是在康乐市场,可以预料的潜力创造完全新的旅行,例如通过一天或周末社会或休闲旅行可行的情况下它不前,将是最高的.
如何证据引进高速服务日期匹配这些期望?在英国,历史上的高速铁路服务在大不列颠迄今在于主要与两列火车;高级旅客列车和高速柴油机列车（或城际125 ） .该航线为这两个列车主要目的是如图1所示.