交通拥堵收费和城市交通系统的可持续发展毕业论文中英文资料对照外文翻译文献
中国交通系统英文作文
中国交通系统英文作文英文：China has a vast and complex transportation system that includes roads, railways, air travel, and waterways. The country's transportation infrastructure has undergone significant development in recent years, with high-speed railways and modern highways connecting major cities and regions.One of the most impressive aspects of China's transportation system is its extensive high-speed railway network. The country has the world's largest high-speedrail network, with trains reaching speeds of up to 350 km/h. This has greatly reduced travel times between major cities, making it more convenient for people to commute and travel for leisure.In addition to high-speed railways, China also has awell-developed road network. The country's highways andexpressways connect urban centers and rural areas, providing accessibility and convenience for both passengers and freight transportation. I remember taking a road trip from Beijing to Shanghai and being amazed by the quality of the highways and the efficiency of the toll system.Furthermore, China's air travel industry has experienced rapid growth, with numerous airports beingbuilt or expanded to accommodate the increasing demand for air travel. This has made it easier for people to travel domestically and internationally. I once flew from Guangzhou to Chengdu and was impressed by the modern facilities and efficient operations at the airports.Lastly, China's waterway transportation plays a crucial role in the country's economy, with major rivers and coastal areas being utilized for shipping goods and transporting passengers. I had the opportunity to take a cruise along the Yangtze River and was fascinated by the bustling activity of cargo ships and passenger ferries.Overall, China's transportation system is a testamentto the country's commitment to modernization and development. The convenience and efficiency of the transportation network have greatly benefited the lives of its citizens and have contributed to the country's economic growth.中文：中国拥有庞大而复杂的交通系统，包括公路、铁路、航空和水路。
交通拥堵问题英文作文
交通拥堵问题英文作文英文：Traffic congestion is a major problem in many cities around the world. It not only causes frustration and stress for drivers, but also wastes time and money. There are several reasons why traffic congestion occurs. One of the main reasons is the increase in the number of cars on the road. As more people can afford to buy cars, the roads become more crowded and congested. Another reason is the lack of public transportation options in some areas. If people do not have access to reliable and efficient public transportation, they are more likely to drive their own cars. Additionally, road construction and accidents can also contribute to traffic congestion.To address this issue, there are several solutions that can be implemented. One solution is to improve public transportation options. This can include building more subway or light rail systems, as well as improving busroutes and schedules. Another solution is to encourage carpooling and the use of alternative transportation methods such as bicycles or electric scooters. In addition, some cities have implemented congestion pricing, where drivers are charged a fee to enter certain areas duringpeak traffic hours.Personally, I have experienced traffic congestion firsthand in my city. During rush hour, it can take metwice as long to get to work than it would during off-peak hours. I have also noticed that some of the main roads inmy city are always congested, no matter what time of day it is. To cope with this, I have started to carpool with my coworkers and occasionally take public transportation.While it may not always be the most convenient option, it has helped to reduce my stress levels and save money on gas.中文：交通拥堵是全球许多城市面临的主要问题。
智能交通系统中英文对照外文翻译文献
智能交通系统中英文对照外文翻译文献(文档含英文原文和中文翻译)原文:Traffic Assignment Forecast Model Research in ITS IntroductionThe intelligent transportation system (ITS) develops rapidly along with the city sustainable development, the digital city construction and the development of transportation. One of the main functions of the ITS is to improve transportation environment and alleviate the transportation jam, the most effective method to gain the aim is to forecast the traffic volume of the local network and the important nodes exactly with GIS function of path analysis and correlation mathematic methods, and this will lead a better planning of the traffic network. Traffic assignment forecast is an important phase of traffic volume forecast. It will assign the forecasted traffic to every way in the traffic sector. If the traffic volume of certain road is too big, which would bring on traffic jam, planners must consider the adoption of new roads or improving existing roads to alleviate the traffic congestion situation. This study attempts to present an improved traffic assignment forecast model, MPCC, based on analyzing the advantages and disadvantages of classic traffic assignment forecast models, and test the validity of the improved model in practice.1 Analysis of classic models1.1 Shortcut traffic assignmentShortcut traffic assignment is a static traffic assignment method. In this method, the traffic load impact in the vehicles’ travel is not considered, and the traffic impedance (travel time) is a constant. The traffic volume of every origination-destination couple will be assigned to the shortcut between the origination and destination, while the traffic volume of other roads in this sector is null. This assignment method has the advantage of simple calculation; however, uneven distribution of the traffic volume is its obvious shortcoming. Using this assignment method, the assignment traffic volume will be concentrated on the shortcut, which isobviously not realistic. However, shortcut traffic assignment is the basis of all theother traffic assignment methods.1.2 Multi-ways probability assignmentIn reality, travelers always want to choose the shortcut to the destination, whichis called the shortcut factor; however, as the complexity of the traffic network, thepath chosen may not necessarily be the shortcut, which is called the random factor.Although every traveler hopes to follow the shortcut, there are some whose choice isnot the shortcut in fact. The shorter the path is, the greater the probability of beingchosen is; the longer the path is, the smaller the probability of being chosen is.Therefore, the multi-ways probability assignment model is guided by the LOGIT model:∑---=n j ii i F F p 1)exp()exp(θθ (1)Where i p is the probability of the path section i; i F is the travel time of thepath section i; θ is the transport decision parameter, which is calculated by the followprinciple: firstly, calculate the i p with different θ (from 0 to 1), then find the θwhich makes i p the most proximate to the actual i p .The shortcut factor and the random factor is considered in multi-ways probabilityassignment, therefore, the assignment result is more reasonable, but the relationshipbetween traffic impedance and traffic load and road capacity is not considered in thismethod, which leads to the assignment result is imprecise in more crowded trafficnetwork. We attempt to improve the accuracy through integrating the several elements above in one model-MPCC.2 Multi-ways probability and capacity constraint model2.1 Rational path aggregateIn order to make the improved model more reasonable in the application, theconcept of rational path aggregate has been proposed. The rational path aggregate,which is the foundation of MPCC model, constrains the calculation scope. Rationalpath aggregate refers to the aggregate of paths between starts and ends of the trafficsector, defined by inner nodes ascertained by the following rules: the distancebetween the next inner node and the start can not be shorter than the distance betweenthe current one and the start; at the same time, the distance between the next innernode and the end can not be longer than the distance between the current one and theend. The multi-ways probability assignment model will be only used in the rationalpath aggregate to assign the forecast traffic volume, and this will greatly enhance theapplicability of this model.2.2 Model assumption1) Traffic impedance is not a constant. It is decided by the vehicle characteristicand the current traffic situation.2) The traffic impedance which travelers estimate is random and imprecise.3) Every traveler chooses the path from respective rational path aggregate.Based on the assumptions above, we can use the MPCC model to assign thetraffic volume in the sector of origination-destination couples.2.3 Calculation of path traffic impedanceActually, travelers have different understanding to path traffic impedance, butgenerally, the travel cost, which is mainly made up of forecast travel time, travellength and forecast travel outlay, is considered the traffic impedance. Eq. (2) displaysthis relationship. a a a a F L T C γβα++= (2)Where a C is the traffic impedance of the path section a; a T is the forecast traveltime of the path section a; a L is the travel length of the path section a; a F is theforecast travel outlay of the path section a; α, β, γ are the weight value of that threeelements which impact the traffic impedance. For a certain path section, there aredifferent α, β and γ value for different vehicles. We can get the weighted average of α,β and γ of each path section from the statistic percent of each type of vehicle in thepath section.2.4 Chosen probability in MPCCActually, travelers always want to follow the best path (broad sense shortcut), butbecause of the impact of random factor, travelers just can choose the path which is ofthe smallest traffic impedance they estimate by themselves. It is the key point ofMPCC. According to the random utility theory of economics, if traffic impedance is considered as the negativeutility, the chosen probability rs p of origination-destinationpoints couple (r, s) should follow LOGIT model:∑---=n j jrs rs bC bC p 1)exp()exp( (3) where rs p is the chosen probability of the pathsection (r, s);rs C is the traffic impedance of the path sect-ion (r, s); j C is the trafficimpedance of each path section in the forecast traffic sector; b reflects the travelers’cognition to the traffic impedance of paths in the traffic sector, which has reverseratio to its deviation. If b → ∞ , the deviation of understanding extent of trafficimpedance approaches to 0. In this case, all the travelers will follow the path whichis of the smallest traffic impedance, which equals to the assignment results withShortcut Traffic Assignment. Contrarily, if b → 0, travelers ’ understanding error approaches infinity. In this case, the paths travelers choose are scattered. There is anobjection that b is of dimension in Eq.(3). Because the deviation of b should beknown before, it is difficult to determine the value of b. Therefore, Eq.(3) is improvedas follows:∑---=n j OD j OD rsrs C bC C bC p 1)exp()exp(，∑-=n j j OD C n C 11（4） Where OD C is the average of the traffic impedance of all the as-signed paths; bwhich is of no dimension, just has relationship to the rational path aggregate, ratherthan the traffic impedance. According to actual observation, the range of b which is anexperience value is generally between 3.00 to 4.00. For the more crowded cityinternal roads, b is normally between 3.00 and 3.50.2.5 Flow of MPCCMPCC model combines the idea of multi-ways probability assignment anditerative capacity constraint traffic assignment.Firstly, we can get the geometric information of the road network and OD trafficvolume from related data. Then we determine the rational path aggregate with themethod which is explained in Section 2.1.Secondly, we can calculate the traffic impedance of each path section with Eq.(2),Fig.1 Flowchart of MPCC which is expatiated in Section 2.3.Thirdly, on the foundation of the traffic impedance of each path section, we cancalculate the respective forecast traffic volume of every path section with improvedLOGIT model (Eq.(4)) in Section 2.4, which is the key point of MPCC.Fourthly, through the calculation processabove, we can get the chosen probability andforecast traffic volume of each path section, but itis not the end. We must recalculate the trafficimpedance again in the new traffic volumesituation. As is shown in Fig.1, because of theconsideration of the relationship between trafficimpedance and traffic load, the traffic impedanceand forecast assignment traffic volume of everypath will be continually amended. Using therelationship model between average speed andtraffic volume, we can calculate the travel timeand the traffic impedance of certain path sect-ionunder different traffic volume situation. For theroads with different technical levels, therelationship models between average speeds totraffic volume are as follows: 1) Highway: 1082.049.179AN V = (5) 2) Level 1 Roads: 11433.084.155AN V = (6) 3) Level 2 Roads: 66.091.057.112AN V = (7) 4) Level 3 Roads: 3.132.01.99AN V = (8) 5) Level 4 Roads: 0988.05.70A N V =(9) Where V is the average speed of the path section; A N is the traffic volume of thepath section.At the end, we can repeat assigning traffic volume of path sections with themethod in previous step, which is the idea of iterative capacity constraint assignment,until the traffic volume of every path section is stable.译文智能交通交通量分配预测模型介绍随着城市的可持续化发展、数字化城市的建设以及交通运输业的发展，智能交通系统（ITS）的发展越来越快。
城乡交通拥堵英语作文
城乡交通拥堵英语作文Traffic congestion is a common problem in both urban and rural areas. In cities, the high volume of vehicles and limited road capacity often lead to traffic jams during rush hours. In rural areas, narrow roads and the lack of public transportation options can also cause congestion, especially during peak travel times.In urban areas, the main causes of traffic congestion include the high number of private vehicles on the road, inadequate public transportation infrastructure, and road construction or maintenance. In rural areas, the lack of alternative transportation options and the reliance on personal vehicles contribute to traffic congestion.The impacts of traffic congestion are far-reaching. It leads to wasted time and fuel, air pollution, increased stress for commuters, and a negative impact on the economy. In urban areas, it can also affect the efficiency of public transportation systems and emergency response times.To address traffic congestion, various measures can be taken. In urban areas, improving public transportationinfrastructure, implementing congestion pricing, and promoting carpooling and cycling can help reduce the number of vehicles on the road. In rural areas, investing in road infrastructure, expanding public transportation options,and promoting telecommuting can alleviate congestion.In conclusion, traffic congestion is a significant issue in both urban and rural areas, and it requires comprehensive solutions to address. By improving public transportation, promoting alternative modes of transportation, and investing in road infrastructure, wecan work towards reducing traffic congestion and creating a more efficient and sustainable transportation system.城乡交通拥堵是一个普遍存在的问题。
关于交通拥堵的高一英语作文(共24篇)
关于交通拥堵的高一英语作文（共24篇）篇1：关于交通拥堵的高一英语作文With the development of urban economy, traffic jams is becoming increasingly serious in metropolis like Beijing and Shanghai etc. Poor connectivity and overcrowding of public transport is one reason why it is raising public awareness of traffic jams. Reasons range from urban design to dense population. Take Beijing for example. The main reason is rooted in that city plan can not adapt to the development of urbanization. On one hand, due to the main resources amassed in Beijing center, massive crowds flock there for potential jobs, causing congestion(拥堵). On the other hand, many people are forced to live in suburbs because of high living cost and high housing prices, thus people have to commute from home to work by car or public transport, causing much of the traffic jam in the city. To better the traffic jams, I suggest government departments and enterprises in Beijing introduce flexible working hours. And the local governments, public institutions and state-owned enterprises are advised to hold videoconferences or meetings over the phone.随着城市经济的发展，交通拥堵是大都市如北京、上海等连通性差，公共交通拥挤现象越来越严重，是提高公众意识的交通拥堵的原因之一。
交通拥堵英文作文高一
交通拥堵英文作文高一英文：Traffic congestion is a common problem in many cities around the world, and it can cause a lot of frustration for drivers and commuters. In my opinion, there are several reasons why traffic congestion occurs.Firstly, there are simply too many cars on the road. As the population grows and more people can afford to buy cars, the number of vehicles on the road increases, which leadsto more traffic. Secondly, many cities have poor public transportation systems, which means that people have torely on cars to get around. This puts even more pressure on the roads and contributes to traffic congestion.Another reason for traffic congestion is that many drivers are not considerate of others on the road. They may cut in front of other cars, drive too slowly or too fast,or fail to signal when changing lanes. This kind ofbehavior can cause accidents and slow down traffic, making the situation even worse.To address this problem, there are several solutions that could be implemented. One option is to invest in public transportation systems, such as buses, trains, and subways. This would provide people with a more affordable and efficient way to get around, which would reduce the number of cars on the road. Another solution is to encourage carpooling, which would also help to reduce the number of cars on the road.In conclusion, traffic congestion is a complex problem that requires a multi-faceted approach. By addressing the root causes of the problem and implementing effective solutions, we can reduce traffic congestion and make our cities more livable.中文：交通拥堵是世界上许多城市都面临的普遍问题，它会给司机和通勤者带来很多困扰。
经济学交通拥堵 外文翻译 外文文献 英文文献
外文出处：Li, Jin, Jin, Ning, Tian, & Yanbao. (2005). Thinking of Traffic Crowding in Economic View. 第五届交通运输领域国际学术会议Thinking of Traffic Crowding in Economic ViewAbstract：Traffic is an important resource ．Within many reasons of traffic crowding．The arrangement of property right of roads is of primary importance．Illegibility of property right is the fundamental reason of roads crowding．Due to traffic crowding，the volume in deed is more than that of in need. And there exists excessive using of roads．Crowding is resulted from the failure to allocate road resource The loss due to traffic crowding appears as waste of traffic resource and reduction of benefit of economy．To solve the problem．it needs not only construction of road but also controlling the traffic demand．It is of most importance that the property right of roads should be arranged renewed in the case of system．Economically．This paper explains the traffic crowding and analyses traffic crowding problems．It tries to find a reasonable way for solving the problem of crowding accordingly．Key words：Traffic crowding；System of property right；Management of demand；StrategyEconomic Explanation and Analysis on Road Traffic CrowdingEconomic Explanation of Road Traffic CrowdingTaking urban traffic crowding as all example．The average time that the residents take on the bus to their working places is 10 minutes．if few people take cars．there will be no affect to the ones who take buses．But if too many cars go to the roads in the rush hours，which will cause traffic crowding on the roads，then the time they spend in the cars on their way to their working places will not only be shortened，but be prolonged and longer than taking buses，that is，15 minutes，while the time for taking buses on their way to the working places will be 25 minutes．From this simple example．we can analyze the prerequisites and reasons for the traffic crowding．The basic reason lies in the arrangement of the road property right．As long as the road property right belongs to the government，the road property right will not be clearly determined．The obscure property system is the basic reason of the traffic crowding on the road．When the property right is not determined．the road are absolutely public articles，so the fee collection for the public articles will become very difficult．The biggest difficulty is that they cannot consider the cost when they are using the roads，and they need not bear any responsibility for using the roads. Furthermore, they need not consider the long-term development issues of the roads，such as capital payback，maintenance and re—production．To each owner of the automobile．This motive and behavior caused by the road property right arrangement obviously embodied on the point of view of the cost．Economic Analysis of traffic CrowdingTo the drivers，they cannot see the whole cost for driving out，and neglect the fact that it is because of their joining in the driving flow that makes the other vehicles lower their speed the owners of the cars just calculate their marginal personal cost，and they never consider the extra cost to other ear owners due to the increasing of road crowding level．As long as the personal driving benefit is than the marginal personal cost，the individuals will continuously join in the driving flows．In the eyes of each individual，the marginal personal cost(MPC)of himself is always lower than the actual expenses occurred to others due to the joining of his car，that is，the marginal social cost(MSC)，so the cost for the crowding equals to the balance obtained by MSC minus MPC．The characteristic of the urban traffic demand causes the road resource to be un-sufficiently used in the non—rush hours and over-crowded in the rush hours．Actually, the traffic volume in the rush hours that is determined by traffic demand curve and marginal personal cost make it impossible to make the urban traffic reach the best economic benefit．After the simple analysis on the traffic crowding．we can get down to the discussion on the arrangement of the property right．As above stated，the over-use of the roads is resulted from the arrangement of the road property right，and the arrangement of road property right will inevitably cause the non—cooperation of the road users，which is embodied as the difference between marginal social cost and marginal personal cost．So，to solve the crowding problem is to overcome the difference between personal cost and social cost and to change the arrangement of the property right of the roads from the system．To clearly determine the property right is the sufficient prerequisite for removing the crowding．When the road property right belongs to the government．But the government does not collect fees from the road users，thus the rare road resource is offered free of charge，the road will be crowded and even jammed．Solving methods of the traffic crowdingAccording the above analysis，We must collect extra pass fees from the road users in order to solve the problem of road crowding，letting them bear another kind of fees Oil the basis of marginal personal cost．This part of fees shall be equal to the difference between marginal social cost and marginal personal cost，that is，the outer effect of the crowding．This part of fees is usually called crowding fees．Fees for Using the RoadMany economists have ever advocated 801ving the traffic crowding problem by collecting fees for the use of the road．The so-called policy of road usage fees refer8 to the fees collected by the government，which is equivalent to C1-C2，thus increasing the marginal personal fees to the level of the marginal social fees and decreasing the driving flow rate from Q2 to Q1．It will face some policy limitation problems to solve traffic crowding problem with road tinge fees．Firstly the road usage fees come into being in the transportation market structure in which the private cars occupy a large proportion．Through the way of traffic demand transfer or substitute，that is，by increasing the driving fees，to make part of the private car owners give up private traffic and change to take public traffic buses．In the developing countries, Such as China，the proportion of private cars is low，so it is very limited to solve the traffic crowding by just collecting road usage fees from the private car owners，furthermore，it will also be criticized and opposed by public opinions．In China，the collection of road usage fees shall be mainly focused on the vehicles of enterprises and public institution．By increasing the car usage fees，the economic advantage for using cars in these units will be eliminated. Thus making them so]re the traffic demand by taking public transportation vehicles or specialized transportation companies．The road usage fee is used to solve traffic crowding problem with pricing lever. Which may drive away the people with lower income from the road and make driving as a privilege of the rich．Thus a problem related to social fairness will occur．When the traffic demand has a lower flexibility，the traffic paupers will occur．Obviously，how to use road user fee is a crucial problem．The ideal result is to give a certain subsidy to the traffic paupers，making up the loss from being driven away from the road，meanwhile not making them go back to drive Oil the road．So the economists suggest the government u8e this part of tax Oil the improvement of public communication system，thus the people with lower income will utilize the public communications system offered by the government，and the people with higher income will maintain the road usage right by paying a certain cost．To increase the fees for road usage，making MPC move upwards to determine the reasonable driving flow rate，which can not only solve the problem of over-load of the road to some extent，prolong the service life of the roads，make the traffic volume move to the best level Q1，but also let the car owners pay reasonable driving fees including reasonable road usage fee，thus reducing the financial burden of the city and achieving double economic benefits．At the same time．the decreasing of driving flow rate will also produce such effect as reducing environmental pollution(such as noises and exhaust gas)．Levying traffic Crowding TaxThe traffic crowding usually comes up in a certain period of time when large amount of traffic demand 0ccurs. In order to solve the traffic crowding problem resulted from the uneven of time. Some economists proposal to adopt the method of levy traffic crowding tax, the core of which is to solve the time contradiction of the traffic demand by adjusting the traffic fees of the rush hours and non—rush hours，thus guiding the travelers to use the traffic devices in non-rush hours more frequently．By levying traffic crowding tax from the vehicles running in the rush hours，some of the vehicles that run in rush hours will choose to run in the non—rashhours.In this way．the traffic tension in rush hours will be reduced to some extent，at the same time，the roads will be sufficiently used in the non-rush hours，thus making the economic efficiency as highest as possible．After the vehicles run in the rush hours are levied the traffic crowding tax，the net gains responding to a certain traffic volume will be decreased，consequently the traffic demand in the rush hours will decrease．the demand curve will move leftward；if the total traffic demand does not change，the traffic demand in the non-rush hours will accordingly increase，then the traffic demand difference between the rush hours and non．rush hours will be reduced．It should be noted that，if the demand in rush hours and non—rush hours is equal，it will have a cross point with time cost curve at point E，each time traffic volume is indicated as Q0，the largest economic benefit will be achieved．But，as a kind of time difference pricing policy，the traffic crowding tax will also face many problems in practice．The crowding tax is levied from the traffic users crowded the traffic is. The higher the tax will be levied. While traffic crowding is produced by the behavior of traveling to work，so it will cause abuse from the working people．But if the traffic fees are born by the enterprises and the public institutions，the condition will be chased essentially and in practice this method is very popular．The traffic crowding tax levied from the vehicles run in rush hours can be levied directly from the vehicles traveling in the rush hours，or collect higher license fees from the vehicles traveling in rush hours than from those traveling in non—rush hours．As to the former condition，stations for collecting fees shall be set up at the crucial places where the vehicles must pass through．But obviously it needs some cost for collecting the fees. Such as the cost for setting up the stations，salaries for the staff and time cost for paying the fees for the vehicles etc, sometimes it will increase traffic crowding level．In the latter condition, no corresponding fees collecting cost is needed，but a certain of traffic monitoring technology must be prepared in order to distinguish and inspect the plates of the vehicles in different periods．The prerequisite for the implementation of crowding tax is that the travelers must have reasonable prediction on the road traffic status and the cost of different traveling routes．In order to effectively implement traffic crowding tax policy，all intellectual communications system must be established and perfected，and the traffic information broadcasting system must be perfected．thus the travelers can choose the economical traveling route in advance．基于经济学的交通拥挤问题的思考摘要：交通是一种重要的资源。
交通拥堵 英文作文
交通拥堵英文作文英文：Traffic congestion is a common problem in many cities around the world. The increase in population and the number of vehicles on the road has made it difficult for people to travel efficiently. In my opinion, there are severalreasons for traffic congestion.Firstly, the lack of public transportation is a major factor. In many cities, the public transportation system is not well developed, which forces people to use their own vehicles to travel. This leads to more vehicles on the road, which in turn causes traffic congestion.Secondly, the increase in the number of vehicles on the road is another reason. With the rise in population, more people are buying cars, which adds to the already congested roads. This not only causes traffic congestion but also leads to air pollution.Lastly, the lack of proper road infrastructure is also a contributing factor. Many roads are narrow and not well-maintained, which makes it difficult for vehicles to move smoothly. This leads to traffic congestion and accidents.To solve the problem of traffic congestion, there are several measures that can be taken. Firstly, the government should invest in developing a better public transportation system. This will encourage people to use public transport instead of their own vehicles. Secondly, there should be strict regulations on the number of vehicles on the road. This will help in reducing the number of vehicles on the road, which will in turn reduce traffic congestion. Lastly, the government should invest in improving the road infrastructure to ensure that vehicles can move smoothly.中文：交通拥堵是全球许多城市面临的普遍问题。
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毕业设计(论文)外文资料翻译专业：交通运输附件1：外文资料翻译译文交通拥堵收费和城市交通系统的可持续发展摘要：城市化和机动化的快速增长，通常有助于城市交通系统的发展，是经济性，环境性和社会可持续性的体现，但其结果是交通量无情增加，导致交通拥挤。
道路拥挤定价已经提出了很多次，作为一个经济措施缓解城市交通拥挤，但还没有见过在实践中广泛使用，因为道路收费的一些潜在的影响仍然不明。
本文首先回顾可持续运输系统的概念，它应该满足集体经济发展，环境保护和社会正义的目标。
然后，根据可持续交通系统的特点，使拥挤收费能够促进经济增长，环境保护和社会正义。
研究结果表明，交通拥堵收费是一个切实有效的方式，可以促进城市交通系统的可持续发展。
一、介绍城市交通是一个在世界各地的大城市迫切关注的话题。
随着中国的城市化和机动化的快速发展，交通拥堵已成为一个越来越严重的问题，造成较大的时间延迟，增加能源消耗和空气污染，减少了道路网络的可靠性。
在许多城市，交通挤塞情况被看作是经济发展的障碍。
我们可以使用多种方法来解决交通挤塞，包括新的基础设施建设，改善基础设施的维护和操作，并利用现有的基础设施，通过需求管理策略，包括定价机制，更有效地减少运输密度。
交通拥堵收费在很久以前就已提出，作为一种有效的措施，来缓解的交通挤塞情况。
交通拥堵收费的原则与目标是通过对选择在高峰拥挤时段的设施的使用实施附加收费，以纾缓拥堵情况。
转移非高峰期一些出行路线，远离拥挤的设施或高占用车辆，或完全阻止一些出行，交通拥堵收费计划将在节省时间和降低经营成本的基础上，改善空气中的质量，减少能源消耗和改善过境生产力。
此计划在世界很多国家和地方都有成功的应用。
继在20世纪70年代初和80年代中期挪威与新加坡实行收费环，在2003年2月伦敦金融城推出了面积收费;直至现在，它都是已经开始实施拥挤收费的大都市圈中一个最知名的例子。
然而，交通拥堵收费由于理论和政治的原因未能在实践中广泛使用。
道路收费的一些潜在的影响尚不清楚，和城市发展的拥塞定价可持续性，需要进一步研究。
可持续发展通常作为运输政策的评估基本目标。
可持续交通的想法已经出现在交通运输部门的可持续发展的概念中，可以定义如下，“可持续发展的交通基础设施和出行政策是服务于经济发展，环境管理和社会公平的多重目标，用这个目标来优化交通运输系统的使用，并达到经济和相关的社会和环境目标，以实现在不牺牲后代的能源的前提下，达到相同的目的。
”可持续运输系统的要求是当前和未来几代的可持续发展的要求，即经济发展，环境保护和社会正义的主要支柱之间的动态平衡。
在可持续发展的运输系统背景下，拥挤收费如何能够促进经济增长，环境保护和社会正义，是本文研究的课题。
本文的其余部分的结构如下。
在第2节，对经济发展对交通挤塞定价的影响进行了阐述。
第3节是对保护环境，社会正义和拥挤定价之间的关系进行了分析。
有些结论是在第5节二、经济发展交通拥堵，造成旅行时间的增加，交通事故，能源消耗和环境恶化，已经造成了大量的经济损失。
据报道，由交通挤塞所造成的经济损失在2003年的北京和上海占其国内生产总值的1 / 3，每年达4000万元。
在许多危害中，交通拥堵已被视为经济发展的障碍。
任何可持续的交通管理政策应符合提高交通运输对经济发展的目标的影响，并且没有造成不利的环境影响和经济的进一步增长。
那么拥塞的定价策略如何有效减少交通堵塞，减少污染物和温室气体排放，减少燃料使用，并减少当前交通运输系统的其他不利影响呢？交通拥堵收费的基本经济原则，可以在图1所示。
从理论上说，个人用户决定是否使用一个特定的道路的成本权衡他们将承担对自己的利益。
社会总效益可以由下图1中的面积测量。
MPC的曲线表示用户成本只反映每个用户负担的成本为新用户（即“边缘”的用户）。
然而，边际用户的场合，如空气污染，延迟给其他用户，他不承担额外的社会成本。
每个边缘用户和他所造成的社会成本的负担的总成本是每次出行的边际社会成本。
边际社会成本是由图1中的MSC曲线表示。
图1交通拥堵收费的影响如果有ñ车辆在交通运输系统中，意味着用户的成本是由MPC表示，一个边际的用户将增加平均用户成本MPC +△MPC。
因此，边际社会成本可以表述为：MSC=（N + 1）（MPC +ΔMPC） - nMPC = MPC +ΔMPC+nΔMPC拥挤收费是交通需求管理的重要手段，最初只是影响交通出行的决定。
实践证明拥挤收费能有效地规范交通出行时间和空间分布，促进道路资源的有效利用，提高运输业务的效率。
在新加坡的拥塞定价实施表明，交通量下降了17％，在高峰时段，伦敦的经验也表明，定价方案是成功的。
我们可以得出结论，减少交通挤塞，将促进经济的可持续发展。
收费会影响旅客的预算，将导致不仅在模式上的转换，而且是更广泛的经济变化，将伴随着地理再分配的过程。
一些人担心，交通拥堵收费可能对中部地区的经济产生负面影响，特别是在零售方面。
产生了相反的论调，不过，减少交通挤塞，应该是服务于更广泛的业务，以降低成本，使他们成为更具有竞争力的国家。
零售活动的位置也是由个人首选的购物场所。
众所周知，个人倾向于购买的商店在他们的居住地附近，因此零售企业不能轻易迁出核心区，因为许多人住在中心区。
这种方便客户的依赖，解释了为什么零售生产跌幅小于核心区的其他主要行业的输出。
交通拥堵收费减少在繁忙时间的挤塞情况，并增加在其他时段的交通挤塞情况。
通过向公共交通和大量出租车辆转向，交通拥堵收费降低所有时段定价领域人次。
除减少交通挤塞，如果考虑到改善空气质量和减少燃料消耗等方面，交通拥堵收费形成的经济效益将是相当可观的。
三、环保在中国，环境问题日益严重。
据报道，中国是二氧化碳排放大国，有7个城市在世界严重污染的城市名单中。
交通运输对环境的影响，涵盖了不同的影响，包括空气污染，噪音，气候变化的范围，例如。
汽车是城市空气和噪音污染的占主导地位的生产者，包括一氧化碳，氮氧化物和大气飘尘。
这些污染物是关键因素，许多呼吸系统疾病，如哮喘，以及其他的影响人体健康的方面，如头疼，眼疾等症状。
据世界银行估计，在发展中国家，有0.5亿人每年死亡与于交通工具空气污染物排放有关，这是与交通事故类似的死亡人数，。
交通是不可替代的，因为它是生产链的一部分。
出于这个原因，交通系统必须发展和标准化，运输服务的有效性，是必须增加的，同时必须减少或防止环境污染。
由于道路交通排放是一个复杂的系统，不能完全统一一个输出。
从车辆样本分析不同的驾驶条件下的排放量这是自然的。
加州空气资源委员会指出车辆的拥堵走走停停显著增加了排放量。
作为一个例子，一个报告估计，10英里的路程，用普通的1987年的汽车，以55英里的速度运行HC排放废气的重量为1克，而HC在20英里的平均速度下的排放量是7克，典型的走走停停模式。
四、社会正义可持续发展有三个广泛的目标：经济的可持续发展，环境保护和社会正义，这三个目标都要解决可持续发展这个问题。
经济发展和环境保护的投入一直受到关注，但投入给社会正义的关注较少。
社会正义（公平）包含的经济权益和环境权益。
经济公平的问题，造成交通拥堵收费是难以完全解决的。
有些人认为道路收费是倒退，因为它更多地让承担较差的汽车用户，只需短距离行程的用户，或者是生活水平欠佳的用户，不管是什么原因，别无选择，只能乘车。
这些参数可以通过制定更加灵活的收费制度，在一定程度上抵消。
它已被接受的任何形式的道路收费将引入一些不公平现象。
关键是要保持这些最低限度，并找到那些没有受益于交通拥堵收费的补偿方式。
在实践中，收入最低的旅客，他们通常乘坐公共交通工具或徒步旅行，是最有可能受益的。
对于传统的运输系统，对汽油的税率是相同的，不管运输业的用户是否是在拥挤或非拥挤的时段行驶。
拥挤收费是选择在交通高峰期间对拥挤设施的使用实施附加费，预计这样将减少这种不公平的公平问题解决在运输已基本上涉及经济权益，包括公共交通和私人交通之间的关系，对周边地区和弱势人口群体的拥塞定价的影响。
但是，在运输方面环境权益的问题已经很少提及。
运输产生的直接影响很多，如大气排放和噪音，也间接影响通过对污染设施的位置和影响的人的影响，。
环境公平是指环境质量的社会分配（特别是二氧化氮分布）。
这是平等地获得一个干净的环境和对环境可能造成的危害，不论收入，阶级或其他鉴别特征的社会经济地位受到平等保护。
交通规划者应该指出，减少拥堵水平和行程速度对整个设施的增加将有利于公共交通的使用者。
从环境公平的角度来看，交通拥堵收费的成效是敏感的社会经济特征的空间分布，因此最佳的方案设计的每个应用程序都会有所不同。
可以看出，社会公正是最难解决得，实践表明，税收在道路定价中起着至关重要的作用。
如果税收是回收投资，允许对公共交通工具的投资，或维持更高的服务水平，它有助于提供一个明确的选择，这既加强了模式的选择上的影响，并减少那些谁负责征收的关注。
如果是用于改善道路基础设施，它可以看出，交通改道在控制区的优势体现。
如果它是用来支付环境的改善，这将有助于加大道路收费。
如何使用税收，改善城市交通系统的效率，在可持续发展中发挥了关键作用。
五、结论随着持续增长的交通需求和道路基础设施的扩展范围减少，交通拥堵的现象是不会减少。
作为一项重要的战略，拥挤收费是解决交通需求管理问题的重要途径，但因为经济发展，环境保护和社会正义的不确定影响，仍收到了强烈的社会和政治的反对。
本文回顾了交通拥堵收费和可持续交通运输系统的三个目标之间的关系，结果表明，交通拥堵收费是一种很有前途的交通管理策略，它可以促进城市经济发展，改善环境质量，减少不公平。
电子不停车收费系统（ETC）技术的最新进展证明了交通拥堵收费技术上是可行的。
可以预见的，未来几十年将看到越来越多的地方实施交通拥堵收费策略或将要实施交通拥堵收费的策略。
交通拥堵收费的设计和评价，将需要一个可持续的发展，需要更深入的了解它带来的直接和间接影响。
鸣谢这项工作是支持（2007F3078）福建省青年人才项目。
期待有益的意见和建议，以改善本文。
附件2：外文原文Congestion Pricing and Sustainable Development of UrbanTransportation systemAbstractThe rapid growth in urbanization and motorization generally contributes to an urban transportation system that is economically, environmentally and socially unsustainable. The result has been a relentless increase in traffic congestion. Road congestion pricing has been proposed many times as an economic measure to fight congestion in urban traffic, but has not seen widespread use in practice because of Some potential impacts of road pricing remain unknown. he paper first reviews the concept of sustainable transportation system, which should meet the goals of economic development, environmental protection and social justice collectively. And then, based on the characteristics of sustainable transportation system, how congestion pricing can contribute to economic growth, environmental protection and social justice is examined. Examination result shows that congestion pricing is a powerful way to promote the sustainable development of urban transportation system.1、IntroductionUrban transportation is a pressing concern in mega cities around the world. Along with China’s rapid d evelopment of urbanization and motorization, traffic jams has become a more and more serious problem, resulting in greater time delay, increase of energy consumption and air pollution, decrease of reliability of road network. In many cities traffic congestion is seen as a hindrance to economic development. Numerous methods can be used to address congestion and reduce transport density, including building new infrastructure, improving maintenance and operation of infrastructure, and using the existing infrastructure more efficiently through demand management strategies, including pricing mechanisms.Congestion pricing has long been proposed as an effective measure to combat traffic congestion. The principle objective of congestion pricing is to alleviate congestion by implementing surcharge for the use selected congested facilities during peak time periods. By shifting some trips to off-peak periods, to routes away from congested facilities, or to higher-occupancy vehicles, or by discouraging some trips altogether, congestion pricing schemes would result in savings in time and operating costs, improvements in air quality, reductions in energy consumption and improvements in transit productivity. There are lots of successful applications in some countries and regions in the rest of the world. Following Singapore in the early 1970s and Norwegian toll rings in the mid-1980s, the city of London introduced its area toll in February 2003; up till now, it is the most well-known example of a large metropolitan area that has implemented congestion pricing.However, congestion pricing has not seen widespread use in practice due to theoretical and political reasons. Some potential impacts of road pricing remain unknown, and the sustainability of congestion pricing for urban development requires further study. Sustainability is normally taken as basic objectives in the assessment of transportation policy. The idea of sustainable transportation emerges from the concept of sustainable development in the transport sector and can be defined as follows，“sustainable transportation infrastructure and travel policies that serve multiple goals of economic development, environment stewardship and social equity, have the objective to optimize the use of transportation systems to achieve economic and related social and environment goals, without sacrificing the ability of future generations to achieve the same goals”. Sustainable transportation systems require a dynamic balance between the m ain pillars of sustainable development, economic development, environmental protection and social justice for current and future generations.In the context of sustainable transport systems, how congestion pricing can contribute to economic growth, environmental protection and social justice is examined in this paper. The rest of the paper is structured as follows. In section 2, the impacts of congestion pricing on economic development are described. Section 3 presents the contribution to environment protection, and the relationship between social justice andcongestion pricing is analyzed. Some conclusions are given in section 5.2. Economic developmentTraffic congestion, resulting in the increase of travel time, traffic accident, energy consumption and environment deterioration, has produced numerous economic losses. It was reported that economic loss caused by traffic congestion amounted to 40 million Yuan per year in Beijing and 1/3 of GDP in Shanghai in 2003 In many cites, traffic congestion has seen as a hindrance to economic development.Any sustainable transportation management polices should meet the goals of improving the effects of transport on economic development, and without adversely impacting the environment and the potential for further economic growth. How effective would congestion pricing strategy be in reducing congestion, lowering pollutants and greenhouse gas emissions, cutting fuel use, and reducing other adverse impacts of current transportation system?The basic economic principles of congestion pricing can be illustrated in Figure 1. Theoretically, individual users decide whether or not to use a particular road by weighing the costs they will to bear against the benefits to themselves. Total social benefits can be measure by the area under D in Figure 1. The user costs indicated on the MPC curve reflect only the costs borne by each user as new users (i.e. “marginal” users) are added. However, the marginal user occasions additional social costs, such as air pollution and delay to other users, which he does not bear. The total costs borne by each marginal user and the social costs occasioned by him are the marginal social costs of each trip. Marginal social costs are indicated by the MSC curve in figure 1.Figure 1 Effect of congestion pricingIf there are n vehicles in the transport system, and mean user cost is represented by MPC, one marginal user added will increase mean user cost to MPC+ △MPC.Thus the marginal social costs can be formulated as MSC = (n + 1)( MPC + ΔMPC ) −nMPC= MPC + ΔMPC + nΔMPCCongestion pricing is an important means of transportation demand management, and initially only affects transportation decisions. Practices prove that congestion pricing can effectively regulate traffic travel time and space distribution, promote effective utilization of road resources, and enhance the efficiency of transportation operations.Congestion pricing implementation in Singapore has showed that traffic volumes decreased by 17% in peak time periods, and London’s experience also indicated that pricing schemes was successful. As we convert all the savings in travel time resulting from decreased congestion to monetary units, we can conclude that the reduction of congestion will promote sustainable economic development.Toll will affect travelers’ budget constraints and will result not only in mode switching but also in broader changes in the economy that will be accompanied by the geographic redistribution of trips. Some concerns that congestion pricing may have negative effects on the economy of the central area, particularly on retail. A counterargument, however, states that the reduced congestion is supposed to lower thecosts of the downtown businesses, making them more competitive. The location of retail activity, on the other hand, is also driven by individuals’ preferred shopping locations. As well known, individuals tend to shop near their place of residence, so retail firms cannot easily move out of the core area, because so many people live in center area. This dependence on customer convenience explains why retail production decreases less than the output of other primary industries in the core area. Congestion pricing reduces congestion during the peak time and increases congestion during other periods. By shifting toward public transit and high occupancy vehicles, congestion pricing reduced the number of trips to the pricing areas across all time periods. Except reduced congestion, if improvement of air quality and decrease of fuel consumption are taken into account, the economic efficiency resulting from congestion pricing would be considerable.3. Environmental protectionIn China, environmental problem become increasingly serious. It was reported that china is the second emitter of CO2, and 7 cities are in the list of seriously-polluted cities in the world.The environmental effects of transportation cover a wide range of different impacts, including for example air pollution, noise, and climate change. Motor vehicles are the dominant producers of urban air and noise pollution, including carbon monoxide, oxides of nitrogen, and airborne particulates. These pollutants are key factors in many respiratory ailments such as asthma as well as “a range of other human health effects, from headaches and eye irritation to cancer”.The World Bank estimates that 0.5 million people in developing countries die each year from transport-related air emissions, with a similar death toll from traffic accidents.Transportation cannot be replaced because it is the part of the production chain. For this reason, transportation systems must be developed and standardized, the effectiveness of transportation service must be increased, while the environmental pollution must be decreased or prevented.Emission from road traffic is a complex system with an output that cannot becompletely measured. It is natural to analyze the emissions from a sample of vehicles under different driving conditions. The California Air Resources Board pointes out that congestion-stop and go traffic significantly increases emissions. As an example, one report estimates that a 10-mile trip, using an average 1987 automobile, results in running exhaust HC emission of 1grams at a speed of 55 mph but that HC emissions would be 7 grams at an average speed of 20 mph, typical of stop-and-go conditionsWith respect to air quality impacts, congestion pricing can be expected to improve air quality in two ways. The first impact comes from the reduced level of congestion on the facility, compared with the level of congestion on the un-priced road. The second impact on emissions is due to the reduced number of vehicles on the road facilities. To the extent that higher prices succeed in reducing vehicle miles traveled, there will be fewer vehicles on the road.It is clear that reduced travel demand in peak periods reflects fewer and shorter trips being made and results in higher travel speeds during peak periods, with consequent reductions in vehicles emissions during peak periods. However, the bulk of daily travel occurring in off-peak periods may be negatively affected, as some peak travelers shift their time of travel to off-peak periods to avoid tolls. Overall beneficial impacts on air quality may thus be smaller than that suggested simply by peak period travel demand reductions. This reduction cannot be measured directly, but will have to be calculated from the information on traffic diversion, congestion reduction, and ride-sharing increase.In the long term, congestion pricing could lead to increases in use of alternative travel modes for all daily trips, thus reducing total daily emissions.4. Social justiceSustainable development has three widely agreed meta-goals: sustainable economic development, environmental protection and social justice. All three goals must be addressed together if development is to be sustainable. Much attention has been paid to economic development and environmental protection, but less attention has been paid to social justice. Social justice (equity) contains economic equity and environmental equity.Economic equity issues resulting from congestion pricing are difficult to address completely. Some people have argued that road pricing is regressive, in that it will bear more heavily on poorer car users, short distance journeys, and on those living adjacent to the cordons; more generally concern has been expressed at the impact on those who, for whatever reason, have no choice but to travel by car. These arguments can be countered to some extent by devising more flexible charging regimes.It has to be accepted that any form of road pricing will introduce some inequities. The key is to keep these to minimum,and to find ways of compensating those who do not benefit from congestion pricing. In practice, the lowest income travelers, who typically travel by public transport or on foot, are most likely to benefit.For the conventional transportation system, the tax rates on gasoline, which are the same regardless of whether transport users are traveling during congested or un-congested periods Congestion pricing is expected to reduce this unfair by implementing surcharge for the use selected congested facilities during peak traffic periods.Equity issues addressed in transport have been largely concerned with economic equity, including the relationship between public and private transport, the impacts of congestion pricing on peripheral areas and underprivileged population groups.However, environmental-equity issues have been little within a transport context. Transport produces direct effects such as atmospheric emissions and noise, and also indirect effects, through its influence on the location of polluting facilities and affected people. Environmental equity refers to the social distribution of environmental quality (and specifically the distribution of NO2 by deprivation status). That is equal access to a clean environment and equal protection from possible environmental harm irrespective of income, class or other differentiating feature of socio-economics status. Transportation planners should point out that the reduction of congestion levels and increased trip speed on an entire facility will benefit users of public transit.From an environmental equity perspective, the effectiveness of congestion pricing is sensitive to the spatial distribution of socio-economic characteristics; hence the best scheme design may be different for each application city.As can be seen, social justice is most difficult to address, and practices indicate that the revenue from road pricing plays a crucial role. If the revenue is recycle to permit investment in public transport, or maintenance of higher service levels, it helps to provide a clear alternative, which both reinforces the impact on mode choice and reduces the concern of those on whom the charge is imposed. If it is used to improve the road infrastructure, it can be seen that traffic diverted from the controlled area is being catered for. If it is used to pay for environmental improvements, it will help to reinforce the wider benefits of charging. How to use the revenue and improve the efficiency of urban transport system is play a key role in sustainable development.5. ConclusionsWith the continuing growth in traffic demand and decreasing scope for expansion of road infrastructure, traffic congestion is not a problem that will go away soon. Congestion pricing is proposed as an important demand- management strategy for tackling traffic, but still receives strong social and political opposition because of the uncertain i mpacts on economic development, environmental protection and social justice.This paper r eviews the relationship between congestion pricing and three goals of sustainable transportation system, and the results show that congestion pricing is a promising traffic management strategy, which can promote urban economic development, improve environmental quality and reduce inequity. Recent advances in electronic toll collection (ETC) technologies have made congestion pricing technologically feasible. It is safe to predict that coming decades will witness an increasing number of implement or attempts to implement congestion pricing. The design and evaluation of congestion pricing will require a deeper understanding of the direct and indirect impacts on sustainable development.AcknowledgementThis work was supported by the Young Talents Project of Fujian province (2007F3078). Appreciation is also extended to reviewers for their helpful comments and suggestions on improving this paper.。