毕业论文外文翻译(中英文)
毕业论文(设计)外文文献翻译及原文
金融体制、融资约束与投资——来自OECD的实证分析R．SemenovDepartment of Economics，University of Nijmegen，Nijmegen（荷兰内梅亨大学，经济学院）这篇论文考查了OECD的11个国家中现金流量对企业投资的影响.我们发现不同国家之间投资对企业内部可获取资金的敏感性具有显著差异,并且银企之间具有明显的紧密关系的国家的敏感性比银企之间具有公平关系的国家的低.同时，我们发现融资约束与整体金融发展指标不存在关系.我们的结论与资本市场信息和激励问题对企业投资具有重要作用这种观点一致，并且紧密的银企关系会减少这些问题从而增加企业获取外部融资的渠道。
一、引言各个国家的企业在显著不同的金融体制下运行。
金融发展水平的差别(例如，相对GDP的信用额度和相对GDP的相应股票市场的资本化程度），在所有者和管理者关系、企业和债权人的模式中，企业控制的市场活动水平可以很好地被记录.在完美资本市场,对于具有正的净现值投资机会的企业将一直获得资金。
然而，经济理论表明市场摩擦，诸如信息不对称和激励问题会使获得外部资本更加昂贵，并且具有盈利投资机会的企业不一定能够获取所需资本.这表明融资要素，例如内部产生资金数量、新债务和权益的可得性，共同决定了企业的投资决策.现今已经有大量考查外部资金可得性对投资决策的影响的实证资料（可参考，例如Fazzari（1998）、 Hoshi(1991)、 Chapman（1996）、Samuel(1998））.大多数研究结果表明金融变量例如现金流量有助于解释企业的投资水平。
这项研究结果解释表明企业投资受限于外部资金的可得性。
很多模型强调运行正常的金融中介和金融市场有助于改善信息不对称和交易成本，减缓不对称问题,从而促使储蓄资金投着长期和高回报的项目,并且提高资源的有效配置（参看Levine（1997)的评论文章）。
因而我们预期用于更加发达的金融体制的国家的企业将更容易获得外部融资.几位学者已经指出建立企业和金融中介机构可进一步缓解金融市场摩擦。
浙江大学本科毕业论文外文文献翻译
核准通过，归档资料。
未经允许，请勿外传!浙江大学本科毕业论文外文文献翻译The influence of political connections on the firm value of small and medium-sized enterprises in China政治关联在中国对中小型企业价值的影响1摘要中小型企业的价值受很多因素的影响,比如股东、现金流以及政治关联等.这篇文章调查的正是在中国政治关联对中小型企业价值的影响。
通过实验数据来分析政治关联对企业价值效益的影响.结果表明政府关联是关键的因素并且在中国对中小型企业的价值具有负面影响。
2重要内容翻译2。
1引言在商业界,有越来越多关于政治关联的影响的经济研究。
它们发现政治关联能够帮助企业确保有利的规章条件以及成功获得资源，比如能够最终提高企业价值或是提升绩效的银行贷款，这种政治关联的影响在不同的经济条件下呈现不同的效果。
在高腐败和法律制度薄弱的国家，政治关联对企业价值具有决定性因素1的作用.中国由高度集权的计划经济向市场经济转变，政府对市场具有较强的控制作用，而且有大量的上市企业具有政治关联。
中小型企业发展的很迅速，他们已经在全球经济环境中变得越来越重要。
从90年代起, 政治因素对中国的任何规模的企业来说都变得越来越重要,尤其是中小型企业的价值。
和其他的部门相比较，中小型企业只有较小的现金流，不稳定的现金流且高负债率.一方面，中小型企业改变更加灵活；另一方面,中小型企业在由于企业规模以及对银行来说没有可以抵押的资产，在筹资方面较为困难。
企业如何应对微观经济环境和政策去保证正常的企业活动，并且政治关联如何影响企业价值？这篇论文调查政治关联和企业价值之间的联系,并且试图去研究企业是否可以从政治关联中获利提升企业价值。
2.2定义这些中小型企业之所以叫中小型企业，是和管理规模有关。
对这些小企业来说，雇员很少，营业额较低,资金一般由较少的人提供,因此，通常由这些业主直接管理企业。
本科毕业论文外文翻译
本科毕业论文外文翻译Undergraduate Thesis External Translation (700 Words)Title: The Impact of Social Media on Consumer Behavior Abstract:With the rapid development of social media, its influence on consumer behavior has drawn increasing attention from scholars and marketers. This paper aims to explore the impact of social media on consumer behavior from the perspective of information acquisition, interpersonal communication, and brand evaluation. Through a literature review and analysis, it is found that social media has a significant impact on consumer behavior by providing easy access to information, facilitating communication between consumers, and influencing brand perception. This research provides valuable insights for marketers in understanding and utilizing social media platforms to effectively engage with consumers and influence their purchasing decisions.1. IntroductionSocial media has become an integral part of people's daily lives, and its impact on consumer behavior cannot be ignored. This paper aims to investigate the impact of social media on consumer behavior and provide practical implications for marketers. The research question is: How does social media influence consumer behavior in terms of information acquisition, interpersonal communication, and brand evaluation?2. Information Acquisition2.1 Social media provides a platform for consumers to easilyaccess information about products and services. Through social media platforms such as Facebook, Instagram, and Twitter, consumers can obtain product reviews, comparisons, and recommendations from peers. This information influences consumers' purchasing decisions and enhances their knowledge about products.2.2 Social media also serves as a source of entertainment and inspiration, enabling users to discover new trends and products. Influencers and celebrities, who gain popularity through social media, often endorse products and create consumer desire for these items. This form of indirect advertising through social media has a significant impact on consumer behavior.3. Interpersonal CommunicationSocial media platforms enable users to interact with friends, family, and even strangers. This communication aspect of social media hasa direct influence on consumer behavior.3.1 Word-of-mouth (WOM) communication through social media is prevalent. Consumers often share their positive or negative experiences with products on social media platforms, which influence others' opinions and purchasing decisions. These online conversations have a wide reach and can greatly impact brand perception.3.2 Social media facilitates communication between consumers and brands. Consumers can directly communicate with brands through social media channels, providing feedback, asking questions, and seeking assistance. This two-way communicationimproves customer satisfaction and loyalty.4. Brand Evaluation4.1 Social media plays a crucial role in brand evaluation. Consumers often seek information about brands, their values, and their reputation on social media platforms. Positive or negative brand mentions and reviews on social media greatly influence consumers' perceptions of brands, leading to either increased or decreased brand trust and loyalty.4.2 Social media influencers and celebrities endorsing particular brands also impact brand evaluation. These individuals' recommendations and opinions can greatly influence consumers' perceptions and preferences for specific brands.5. ConclusionIn conclusion, social media has a significant impact on consumer behavior by influencing information acquisition, interpersonal communication, and brand evaluation. Marketers should utilize and engage with social media platforms to effectively reach and influence their target customers. This research provides insights for marketers to enhance their social media strategies and create effective brand-consumer interactions.。
毕业论文外文翻译(中英文)
译文交通拥堵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。
毕业设计论文外文文献翻译
毕业设计(论文）外文文献翻译院系：财务与会计学院年级专业：201＊级财务管理姓名:学号：132148*＊*附件: 财务风险管理【Abstract】Although financial risk has increased significantly in recent years risk and risk management are not contemporary issues。
The result of increasingly global markets is that risk may originate with events thousands of miles away that have nothing to do with the domestic market。
Information is available instantaneously which means that change and subsequent market reactions occur very quickly。
The economic climate and markets can be affected very quickly by changes in exchange rates interest rates and commodity prices。
Counterparties can rapidly become problematic。
As a result it is important to ensure financial risks are identified and managed appropriately. Preparation is a key component of risk management。
【Key Words】Financial risk，Risk management，YieldsI. Financial risks arising1.1What Is Risk1.1.1The concept of riskRisk provides the basis for opportunity. The terms risk and exposure have subtle differences in their meaning. Risk refers to the probability of loss while exposure is the possibility of loss although they are often used interchangeably。
毕业论文外文翻译
毕业论文外文翻译Title: The Influence of Technological Advancements on Education Abstract:This paper explores the impact of technological advancements on education. With the rapid development of technology, its introduction into education has revolutionized the way knowledge is acquired and shared. The benefits of technology integration in education include improving learning outcomes, enhancing access to education, and fostering collaboration and communication. On the other hand, potential challenges such as inequality in access to technology and the risk of replacing traditional teaching methods with digital tools are also discussed. To address these challenges, the paper proposes recommendations and strategies for effectively using technology in education. It concludes that while technology has the potential to significantly enhance education, careful planning, teacher training, and continuous evaluation are crucial to ensure its successful integration.1. IntroductionEducation is the foundation of personal and societal development. Over the years, technological advancements have played a significant role in transforming various sectors, including education. The integration of technology in education has opened up new possibilities for teaching and learning.2. Benefits of Technological Integration in Education2.1 Improved Learning OutcomesTechnology has the potential to enhance learning outcomes by providing personalized and engaging learning experiences.Interactive multimedia resources, such as videos, simulations, and virtual reality, can make complex concepts more accessible and understandable for students. Additionally, learning management systems and online platforms enable students to access educational materials anytime and anywhere, facilitating self-paced learning. 2.2 Enhanced Access to EducationTechnology has greatly expanded access to education, especially in remote and underserved areas. Online courses, virtual classrooms, and open educational resources have democratized education, allowing individuals to overcome geographical barriers and access learning opportunities that were previously unavailable. Furthermore, technology has created opportunities for lifelong learning, making education more accessible to adults and professionals.2.3 Collaboration and CommunicationTechnology enables collaboration and communication among students, teachers, and experts from different locations. Online discussion forums, video conferencing, and collaborative tools promote active participation, peer learning, and knowledge sharing. These digital platforms also facilitate communication between teachers and students, providing instant feedback and support outside of the traditional classroom settings.3. Challenges and ConcernsDespite the numerous benefits, there are challenges and concerns associated with technology integration in education.3.1 Inequality in Access to TechnologyThe digital divide creates unequal access to technology, making it difficult for some students to fully benefit from technology in their educational journey. Limited access to devices, stable internet connection, and technology literacy are major barriers that need to be addressed to ensure equal opportunities for all learners.3.2 Potential Over-reliance on TechnologyThere is a risk of over-reliance on technology, leading to the exclusion of effective traditional teaching methods or neglecting essential skills, such as critical thinking and problem-solving. It is important to strike a balance between technology use and traditional teaching approaches, ensuring that technology complements and enhances, rather than replaces, the core aspects of education.4. Recommendations and StrategiesTo harness the potential of technology in education, it is important to consider the following recommendations and strategies:4.1 Infrastructure and AccessEfforts should be made to bridge the digital divide by providing infrastructure, such as devices and internet connectivity, to underserved communities. Schools and educational institutions should prioritize equal access to technology and ensure that students have the necessary skills to utilize it effectively.4.2 Teacher Training and Professional DevelopmentTeachers play a critical role in integrating technology into the curriculum. Adequate training and professional development programs are essential to equip teachers with the skills andknowledge to effectively use technology for teaching and learning purposes. Continuous support and opportunities for collaboration and sharing of best practices should be provided.4.3 Continuous Evaluation and AdaptationRegular evaluation and feedback mechanisms should be in place to assess the impact of technology integration on learning outcomes. This will help identify areas for improvement and adapt teaching practices accordingly. Continuous evaluation will also ensure that the integration of technology remains aligned with educational goals and objectives.5. ConclusionTechnology has the potential to reshape education in unprecedented ways. This paper has highlighted the benefits and challenges of technology integration in education. It is essential to recognize that technology is a tool, not a substitute for quality teaching and learning. Strategic planning, teacher training, and evaluation are necessary to ensure technology's effective integration into education, thus harnessing its full potential to improve learning outcomes, enhance access to education, and foster collaboration and communication.。
毕业论文外文翻译范例
外文原文(一)Savigny and his Anglo-American Disciple s*M. H. HoeflichFriedrich Carl von Savigny, nobleman, law reformer, champion of the revived German professoriate, and founder of the Historical School of jurisprudence, not only helped to revolutionize the study of law and legal institutions in Germany and in other civil law countries, but also exercised a profound influence on many of the most creative jurists and legal scholars in England and the United States. Nevertheless, tracing the influence of an individual is always a difficult task. It is especially difficult as regards Savigny and the approach to law and legal sources propounded by the Historical School. This difficulty arises, in part, because Savigny was not alone in adopting this approach. Hugo, for instance, espoused quite similar ideas in Germany; George Long echoed many of these concepts in England during the 1850s, and, of course, Sir Henry Sumner Maine also espoused many of these same concepts central to historical jurisprudence in England in the 1860s and 1870s. Thus, when one looks at the doctrinal writings of British and American jurists and legal scholars in the period before 1875, it is often impossible to say with any certainty that a particular idea which sounds very much the sort of thing that might, indeed, have been derived from Savigny's works, was, in fact, so derived. It is possible, nevertheless, to trace much of the influence of Savigny and his legal writings in the United States and in Great Britain during this period with some certainty because so great was his fame and so great was the respect accorded to his published work that explicit references to him and to his work abound in the doctrinal writing of this period, as well as in actual law cases in the courts. Thus, Max Gutzwiller, in his classic study Der einfluss Savignys auf die Entwicklung des International privatrechts, was able to show how Savigny's ideas on conflict of laws influenced such English and American scholars as Story, Phillimore, Burge, and Dicey. Similarly, Andreas Schwarz, in his "Einflusse Deutscher Zivilistik im Auslande," briefly sketched Savigny's influence upon John Austin, Frederick Pollock, and James Bryce. In this article I wish to examine Savigny's influence over a broader spectrum and to draw a picture of his general fame and reputation both in Britain and in the United States as the leading Romanist, legal historian, and German legal academic of his day. The picture of this Anglo-American respect accorded to Savigny and the historical school of jurisprudence which emerges from these sources is fascinating. It sheds light not only upon Savigny’s trans-channel, trans-Atlantic fame, but also upon the extraordinarily*M.H.Hoeflich, Savigny and his Anglo-American Disciples, American Journal of Comparative Law, vol.37, No.1, 1989.cosmopolitan outlook of many of the leading American and English jurists of the time. Of course, when one sets out to trace the influence of a particular individual and his work, it is necessary to demonstrate, if possible, precisely how knowledge of the man and his work was transmitted. In the case of Savigny and his work on Roman law and ideas of historical jurisprudence, there were three principal modes of transmission. First, there was the direct influence he exercised through his contacts with American lawyers and scholars. Second, there was the influence he exercised through his books. Third, there was the influence he exerted indirectly through intermediate scholars and their works. Let us examine each mode separately.I.INFLUENCE OF THE TRANSLATED WORKSWhile American and British interest in German legal scholarship was high in the antebellum period, the number of American and English jurists who could read German fluently was relatively low. Even those who borrowed from the Germans, for instance, Joseph Story, most often had to depend upon translations. It is thus quite important that Savigny’s works were amongst the most frequently translated into English, both in the United States and in Great Britain. His most influential early work, the Vom Beruf unserer Zeitfur Rechtsgeschichte und Gestzgebung, was translated into English by Abraham Hayward and published in London in 1831. Two years earlier the first volume of his History of Roman Law in the Middle Ages was translated by Cathcart and published in Edinburgh. In 1830, as well, a French translation was published at Paris. Sir Erskine Perry's translation of Savigny's Treatise on Possession was published in London in 1848. This was followed by Archibald Brown's epitome of the treatise on possession in 1872 and Rattigan's translation of the second volume of the System as Jural Relations or the Law of Persons in 1884. Guthrie published a translation of the seventh volume of the System as Private International Law at Edinburgh in 1869. Indeed, two English translations were even published in the far flung corners of the British Raj. A translation of the first volume of the System was published by William Holloway at Madras in 1867 and the volume on possession was translated by Kelleher and published at Calcutta in 1888. Thus, the determined English-speaking scholar had ample access to Savigny's works throughout the nineteenth century.Equally important for the dissemination of Savigny's ideas were those books and articles published in English that explained and analyzed his works. A number of these must have played an important role in this process. One of the earliest of these is John Reddie's Historical Notices of the Roman law and of the Progress of its Study in Germany, published at Edinburgh in 1826. Reddie was a noted Scots jurist and held the Gottingen J.U.D. The book, significantly, is dedicated to Gustav Hugo. It is of that genre known as an external history of Roman law-not so much a history of substantive Roman legal doctrine but rather a historyof Roman legal institutions and of the study of Roman law from antiquity through the nineteenth century. It is very much a polemic for the study of Roman law and for the Historical School. It imparts to the reader the excitement of Savigny and his followers about the study of law historically and it is clear that no reader of the work could possibly be left unmoved. It is, in short, the first work of public relations in English on behalf of Savigny and his ideas.Having mentioned Reddie's promotion of Savigny and the Historical School, it is important to understand the level of excitement with which things Roman and especially Roman law were greeted during this period. Many of the finest American jurists were attracted-to use Peter Stein's term-to Roman and Civil law, but attracted in a way that, at times, seems to have been more enthusiastic than intellectual. Similarly, Roman and Civil law excited much interest in Great Britain, as illustrated by the distinctly Roman influence to be found in the work of John Austin. The attraction of Roman and Civil law can be illustrated and best understood, perhaps, in the context of the publicity and excitement in the English-speaking world surrounding the discovery of the only complete manuscript of the classical Roman jurist Gaius' Institutes in Italy in 1816 by the ancient historian and German consul at Rome, B.G. Niebuhr. Niebuhr, the greatest ancient historian of his time, turned to Savigny for help with the Gaius manuscript (indeed, it was Savigny who recognized the manuscript for what it was) and, almost immediately, the books and journals-not just law journals by any means-were filled with accounts of the discovery, its importance to legal historical studies, and, of course, what it said. For instance, the second volume of the American Jurist contains a long article on the civil law by the scholarly Boston lawyer and classicist, John Pickering. The first quarter of the article is a gushing account of the discovery and first publication of the Gaius manuscript and a paean to Niebuhr and Savigny for their role in this. Similarly, in an article published in the London Law Magazine in 1829 on the civil law, the author contemptuously refers to a certain professor who continued to tell his students that the text of Gaius' Institutes was lost for all time. What could better show his ignorance of all things legal and literary than to be unaware of Niebuhr's great discovery?Another example of this reaction to the discovery of the Gaius palimpsest is to be found in David Irving's Introduction to the Study of the Civil Law. This volume is also more a history of Roman legal scholarship and sources than a study of substantive Roman law. Its pages are filled with references to Savigny's Geschichte and its approach clearly reflects the influence of the Historical School. Indeed, Irving speaks of Savigny's work as "one of the most remarkable productions of the age." He must have been truly impressed with German scholarship and must also have been able to convince the Faculty of Advocates, forwhom he was librarian, of the worth of German scholarship, for in 1820 the Faculty sent him to Gottingen so that he might study their law libraries. Irving devotes several pages of his elementary textbook on Roman law to the praise of the "remarkable" discovery of the Gaius palimpsest. He traces the discovery of the text by Niebuhr and Savigny in language that would have befitted an adventure tale. He elaborates on the various labors required to produce a new edition of the text and was particularly impressed by the use of a then new chemical process to make the under text of the palimpsest visible. He speaks of the reception of the new text as being greeted with "ardor and exultation" strong words for those who spend their lives amidst the "musty tomes" of the Roman law.This excitement over the Verona Gaius is really rather strange. Much of the substance of the Gaius text was already known to legal historians and civil lawyers from its incorporation into Justinian's Institutes and so, from a substantive legal perspective, the find was not crucial. The Gaius did provide new information on Roman procedural rules and it did also provide additional information for those scholars attempting to reconstruct pre-Justinianic Roman law. Nevertheless, these contributions alone seem hardly able to justify the excitement the discovery caused. Instead, I think that the Verona Gaius discovery simply hit a chord in the literary and legal community much the same as did the discovery of the Rosetta Stone or of Schliemann’s Troy. Here was a monument of a great civilization brought newly to light and able to be read for the first time in millenia. And just as the Rosetta Stone helped to establish the modern discipline of Egyptology and Schliemann's discoveries assured the development of classical archaeology as a modern academic discipline, the discovery of the Verona Gaius added to the attraction Roman law held for scholars and for lawyers, even amongst those who were not Romanists by profession. Ancillary to this, the discovery and publication of the Gaius manuscript also added to the fame of the two principals involved in the discovery, Niebuhr and Savigny. What this meant in the English-speaking world is that even those who could not or did not wish to read Savigny's technical works knew of him as one of the discoverers of the Gaius text. This fame itself may well have helped in spreading Savigny's legal and philosophical ideas, for, I would suggest, the Gaius "connection" may well have disposed people to read other of Savigny's writings, unconnected to the Gaius, because they were already familiar with his name.Another example of an English-speaking promoter of Savigny is Luther Stearns Cushing, a noted Boston lawyer who lectured on Roman law at the Harvard Law School in 1848-49 and again in 1851- 1852.Cushing published his lectures at Boston in 1854 under the title An Introduction to the Study of Roman Law. He devoted a full chapter to a description of the historical school and to the controversy betweenSavigny and Thibaut over codification. While Cushing attempted to portray fairly the arguments of both sides, he left no doubt as to his preference for Savigny's approach:The labors of the historical school have established an entirely new and distinct era in the study of the Roman jurisprudence; and though these writers cannot be said to have thrown their predecessors into the shade, it seems to be generally admitted, that almost every branch of the Roman law has received some important modification at their hands, and that a knowledge of their writings, to some extent, at least, is essentially necessary to its acquisition.译文(一)萨维尼和他的英美信徒们*M·H·豪弗里奇弗雷德里奇·卡尔·冯·萨维尼出身贵族，是一位出色的法律改革家，也是一位倡导重建德国教授协会的拥护者，还是历史法学派的创建人之一。
毕业论文文献外文翻译----危机管理：预防,诊断和干预文献翻译-中英文文献对照翻译
第1页 共19页中文3572字毕业论文（设计）外文翻译标题：危机管理-预防，诊断和干预一、外文原文标题：标题：Crisis management: prevention, diagnosis and Crisis management: prevention, diagnosis andintervention 原文：原文：The Thepremise of this paper is that crises can be managed much more effectively if the company prepares for them. Therefore, the paper shall review some recent crises, theway they were dealt with, and what can be learned from them. Later, we shall deal with the anatomy of a crisis by looking at some symptoms, and lastly discuss the stages of a crisis andrecommend methods for prevention and intervention. Crisis acknowledgmentAlthough many business leaders will acknowledge thatcrises are a given for virtually every business firm, many of these firms do not take productive steps to address crisis situations. As one survey of Chief Executive officers of Fortune 500 companies discovered, 85 percent said that a crisisin business is inevitable, but only 50 percent of these had taken any productive action in preparing a crisis plan(Augustine, 1995). Companies generally go to great lengths to plan their financial growth and success. But when it comes to crisis management, they often fail to think and prepare for those eventualities that may lead to a company’s total failure.Safety violations, plants in need of repairs, union contracts, management succession, and choosing a brand name, etc. can become crises for which many companies fail to be prepared untilit is too late.The tendency, in general, is to look at the company as a perpetual entity that requires plans for growth. Ignoring the probabilities of disaster is not going to eliminate or delay their occurrences. Strategic planning without inclusion ofcrisis management is like sustaining life without guaranteeinglife. One reason so many companies fail to take steps to proactively plan for crisis events, is that they fail to acknowledge the possibility of a disaster occurring. Like an ostrich with its head in the sand, they simply choose to ignorethe situation, with the hope that by not talking about it, it will not come to pass. Hal Walker, a management consultant, points out “that decisions will be more rational and better received, and the crisis will be of shorter duration, forcompanies who prepare a proactive crisis plan” (Maynard, 1993) .It is said that “there are two kinds of crises: those that thatyou manage, and those that manage you” (Augustine, 1995). Proactive planning helps managers to control and resolve a crisis. Ignoring the possibility of a crisis, on the other hand,could lead to the crisis taking a life of its own. In 1979, theThree-Mile Island nuclear power plant experienced a crisis whenwarning signals indicated nuclear reactors were at risk of a meltdown. The system was equipped with a hundred or more different alarms and they all went off. But for those who shouldhave taken the necessary steps to resolve the situation, therewere no planned instructions as to what should be done first. Hence, the crisis was not acknowledged in the beginning and itbecame a chronic event.In June 1997, Nike faced a crisis for which they had no existi existing frame of reference. A new design on the company’s ng frame of reference. A new design on the company’s Summer Hoop line of basketball shoes - with the word air writtenin flaming letters - had sparked a protest by Muslims, who complained the logo resembled the Arabic word for Allah, or God.The council of American-Islamic Relations threatened aa globalNike boycott. Nike apologized, recalled 38,000 pairs of shoes,and discontinued the line (Brindley, 1997). To create the brand,Nike had spent a considerable amount of time and money, but hadnever put together a general framework or policy to deal with such controversies. To their dismay, and financial loss, Nike officials had no choice but to react to the crisis. This incident has definitely signaled to the company that spending a little more time would have prevented the crisis. Nonetheless,it has taught the company a lesson in strategic crisis management planning.In a business organization, symptoms or signals can alert the strategic planners or executives of an eminent crisis. Slipping market share, losing strategic synergy anddiminishing productivity per man hour, as well as trends, issues and developments in the socio-economic, political and competitive environments, can signal crises, the effects of which can be very detrimental. After all, business failures and bankruptcies are not intended. They do not usually happen overnight. They occur more because of the lack of attention to symptoms than any other factor.Stages of a crisisMost crises do not occur suddenly. The signals can usuallybe picked up and the symptoms checked as they emerge. A company determined to address these issues realizes that the real challenge is not just to recognize crises, but to recognize themin a timely fashion (Darling et al., 1996). A crisis can consistof four different and distinct stages (Fink, 1986). The phasesare: prodromal crisis stage, acute crisis stage, chronic crisisstage and crisis resolution stage.Modern organizations are often called “organic” due tothe fact that they are not immune from the elements of their surrounding environments. Very much like a living organism, organizations can be affected by environmental factors both positively and negatively. But today’s successfulorganizations are characterized by the ability to adapt by recognizing important environmental factors, analyzing them, evaluating the impacts and reacting to them. The art of strategic planning (as it relates to crisis management)involves all of the above activities. The right strategy, in general, provides for preventive measures, and treatment or resolution efforts both proactively and reactively. It wouldbe quite appropriate to examine the first three stages of acrisis before taking up the treatment, resolution or intervention stage.Prodromal crisis stageIn the field of medicine, a prodrome is a symptom of the onset of a disease. It gives a warning signal. In business organizations, the warning lights are always blinking. No matter how successful the organization, a number of issues andtrends may concern the business if proper and timely attentionis paid to them. For example, in 1995, Baring Bank, a UK financial institution which had been in existence since 1763,ample opportunitysuddenly and unexpectedly failed. There wasfor the bank to catch the signals that something bad was on thehorizon, but the company’s efforts to detect that were thwarted by an internal structure that allowed a single employee both to conduct and to oversee his own investment trades, and the breakdown of management oversight and internalcontrol systems (Mitroff et al., 1996). Likewise, looking in retrospect, McDonald’s fast food chain was given the prodromalsymptoms before the elderly lady sued them for the spilling ofa very hot cup of coffee on her lap - an event that resulted in a substantial financial loss and tarnished image of thecompany. Numerous consumers had complained about thetemperature of the coffee. The warning light was on, but the company did not pay attention. It would have been much simplerto pick up the signal, or to check the symptom, than facing the consequences.In another case, Jack in the Box, a fast food chain, had several customers suffer intestinal distress after eating at their restaurants. The prodromal symptom was there, but the company took evasive action. Their initial approach was to lookaround for someone to blame. The lack of attention, the evasiveness and the carelessness angered all the constituent groups, including their customers. The unfortunate deaths thatptoms,occurred as a result of the company’s ignoring thesymand the financial losses that followed, caused the company to realize that it would have been easier to manage the crisis directly in the prodromal stage rather than trying to shift theblame.Acute crisis stageA prodromal stage may be oblique and hard to detect. The examples given above, are obvious prodromal, but no action wasWebster’s New Collegiate Dictionary, an acute stage occursacutewhen a symptom “demands urgent attention.” Whether the acutesymptom emerges suddenly or is a transformation of a prodromalstage, an immediate action is required. Diverting funds and other resources to this emerging situation may cause disequilibrium and disturbance in the whole system. It is onlythose organizations that have already prepared a framework forthese crises that can sustain their normal operations. For example, the US public roads and bridges have for a long time reflected a prodromal stage of crisis awareness by showing cracks and occasionally a collapse. It is perhaps in light of the obsessive decision to balance the Federal budget that reacting to the problem has been delayed and ignored. This situation has entered an acute stage and at the time of this writing, it was reported that a bridge in Maryland had just collapsed.The reason why prodromes are so important to catch is thatit is much easier to manage a crisis in this stage. In the caseof most crises, it is much easier and more reliable to take careof the problem before it becomes acute, before it erupts and causes possible complications (Darling et al., 1996). In andamage. However, the losses are incurred. Intel, the largest producer of computer chips in the USA, had to pay an expensiveprice for initially refusing to recall computer chips that proved unreliable o n on certain calculations. The f irmfirm attempted to play the issue down and later learned its lesson. At an acutestage, when accusations were made that the Pentium Chips were not as fast as they claimed, Intel quickly admitted the problem,apologized for it, and set about fixing it (Mitroff et al., 1996). Chronic crisis stageDuring this stage, the symptoms are quite evident and always present. I t isIt is a period of “make or break.” Being the third stage, chronic problems may prompt the company’s management to once and for all do something about the situation. It may be the beginning of recovery for some firms, and a deathknell for others. For example, the Chrysler Corporation was only marginallysuccessful throughout the 1970s. It was not, however, until the company was nearly bankrupt that amanagement shake-out occurred. The drawback at the chronic stage is that, like in a human patient, the company may get used to “quick fixes” and “band “band--aid”approaches. After all, the ailment, the problem and the crisis have become an integral partoverwhelmed by prodromal and acute problems that no time or attention is paid to the chronic problems, or the managers perceive the situation to be tolerable, thus putting the crisison a back burner.Crisis resolutionCrises could be detected at various stages of their development. Since the existing symptoms may be related todifferent problems or crises, there is a great possibility thatthey may be misinterpreted. Therefore, the people in charge maybelieve they have resolved the problem. However, in practicethe symptom is often neglected. In such situations, the symptomwill offer another chance for resolution when it becomes acute,thereby demanding urgent care. Studies indicate that today anincreasing number of companies are issue-oriented and searchfor symptoms. Nevertheless, the lack of experience in resolvinga situation and/or inappropriate handling of a crisis can leadto a chronic stage. Of course, there is this last opportunityto resolve the crisis at the chronic stage. No attempt to resolve the crisis, or improper resolution, can lead to grim consequences that will ultimately plague the organization or even destroy it.It must be noted that an unsolved crisis may not destroy the company. But, its weakening effects can ripple through the organization and create a host of other complications.Preventive effortsThe heart of the resolution of a crisis is in the preventiveefforts the company has initiated. This step, similar to a humanbody, is actually the least expensive, but quite often the mostoverlooked. Preventive measures deal with sensing potential problems (Gonzales-Herrero and Pratt, 1995). Major internalfunctions of a company such as finance, production, procurement, operations, marketing and human resources are sensitive to thesocio-economic, political-legal, competitive, technological, demographic, global and ethical factors of the external environment. What is imminently more sensible and much more manageable, is to identify the processes necessary forassessing and dealing with future crises as they arise (Jacksonand Schantz, 1993). At the core of this process are appropriate information systems, planning procedures, anddecision-making techniques. A soundly-based information system will scan the environment, gather appropriate data, interpret this data into opportunities and challenges, and provide a concretefoundation for strategies that could function as much to avoid crises as to intervene and resolve them.Preventive efforts, as stated before, require preparations before any crisis symptoms set in. Generally strategic forecasting, contingency planning, issues analysis, and scenario analysis help to provide a framework that could be used in avoiding and encountering crises.出处：出处：Toby TobyJ. Kash and John R. Darling . Crisis management: prevention, diagnosis 179-186二、翻译文章标题：危机管理：预防，诊断和干预译文：本文的前提是，如果该公司做好准备得话，危机可以更有效地进行管理。
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译文交通拥堵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：外文原文Congestion 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 w ith China’s rapid development of urbanization and motorization, traf fic 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 syste ms 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 al so 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.。