【正文】 s Office of Technology Assessgemt Congress of the United States,1989 [9] 李楓、沈嘉棟 ,城市交通擁擠收費(fèi)的經(jīng)濟(jì)學(xué)分析，上海鐵道大學(xué)學(xué)報(bào)， 1999，第20卷第 2 期 [10] 戴紅 , 智能交通系統(tǒng)（ ITS）與標(biāo)準(zhǔn)化 ,中國標(biāo)準(zhǔn)化， 1999，第 5 期 [11] 2021， 2021 年 9月第 1版，清華大學(xué)出版社 北京交通大學(xué)出版社， 5964 [12]張春平、景天然，城市道路交叉口交通安全評價(jià)研究，同濟(jì)大學(xué)學(xué)報(bào)， 1994，第22卷 ， 第 1期， 4752 [13] 張華軍、單美榮，對我國城市交通規(guī)劃的分析，建筑感謝我的班主任張為善老師，謝謝他在這四年中為我們?nèi)嗨龅囊磺?。?dāng)車間距在 4~8m 時(shí)，能有效提高交叉路口的通行能力；車輛長度也對路段交通流有影響，但是這些研究僅從理論的理想狀態(tài)出發(fā)，沒有考慮到現(xiàn)實(shí)狀況下道路的車輛狀況。所以這 2 種研究只能為城市交通管理起到一定的理論導(dǎo)向作用，真正施行起來是不太可能的。對比常州與蘇州上班時(shí)間干線上的 車流狀況，常州的情況就明顯好于蘇州，鮮少有擁堵的過分的狀況發(fā)生，即使在是車流量十分大的市中心、火車站。高級的自動(dòng)化控制技術(shù)也同樣解決此類狀況，甚至更好，如 AVI、 AVL、 WIM 技術(shù)。有人考慮到繞遠(yuǎn)路會(huì)導(dǎo)致油耗增加，尤其是現(xiàn)在油價(jià)飛漲，這無疑是一筆額外的花銷，所以情愿在路上耗著，也要節(jié)省那么點(diǎn)油費(fèi)，當(dāng)然這是極個(gè)別人的偏執(zhí)想法了 ，大多數(shù)人還是愿意繞道而行的，畢竟窩在車子那么狹小的空間里，時(shí) 間長了總是會(huì)不舒服的 。直白點(diǎn)的說，蘇州大學(xué)本科生畢業(yè)設(shè)計(jì)（論文） 21 開車那么耗神那么累，把這種艱巨的工作交給別人，自己樂的輕松，何樂而不為呢。 蘇州大學(xué)本科生畢業(yè)設(shè)計(jì)（論文） 22 外文文獻(xiàn)資料 ADVANCED VEHICLE/HIGHWAY SYSTEMS AND URBAN TRAFFIC PROBLEMS OTA PROJECT STAFF SUMMARY Traffic congestion plagues every major urban area in the country, costing millions of dollars annually in lost time from delays and contributing to serious air quality problems. While many approaches to these issues have been tried including building more roads, creating high occupancy vehicle (HOV) lanes, and promoting car pooling and public transportation none has achieved more than modest success. Advanced Vehicle/Highway Systems (AVHS), an umbrella term for several interdependent vehicle and road technologies, offer potential for reducing congestion and the air pollution it engenders, and for improving highway safety. The term AVHS includes technologies for: automatic vehicle identification and billing。 and automatic vehicle control both steering and headway. OTA concludes that AVHS technologies now available can increase roadway efficiency and throughput by 10 to 20 percent, make travel time more predictable, improve safety, and cut down harmful emissions, although by themselves they cannot solve our urban traffic problems. If road capacity is increased and road travel made more desirable, more motorists can be expected to take to the roads, counteracting some reductions in congestion. If even moderate success is to be achieved in bating these issues in the near term, other strategies, such as car pooling, HOV lanes, use of alternative fuels, congestion pricing, and other forms of transportation systems management must also be pursued aggressively. However, emerging AVHS pose no conflicts with other traffic management strategies, can be used in conjunction with them, and indeed, may facilitate certain aspects. These multiple benefits from AVHS argue for the immediate further development of AVHS and greater investment in research, development, and operational testing. More aggressive Federal leadership in anizing and supporting research could assist States and localities in addressing urban 蘇州大學(xué)本科生畢業(yè)設(shè)計(jì)（論文） 23 transportation infrastructure problems. States (notably California) and some universities have established cooperative public/private programs that provide good models. OTA finds that substantial shortterm national advantages could e from Federal policies and programs to encourage implementation of advanced traffic operations control systems. Through largescale, highprofile, government supported research programs abroad, such as Prometheus and Drive in Europe and various others in Japan and other countries, foreign transportation research has advanced far beyond that in the United States in many areas. As AVHS technologies are implemented, extensive invehicle and roadside instrumentation will be needed. The size of this potential market and the strong priority given AVHS abroad raise concern that the United States will lose out in developing and producing “transportation electronics” products unless steps are taken soon. Most invehicle systems are dependent for successful operation on beacons, detectors, and other ponents based in the infrastructure and usually supplied by the public sector. Without assurance that local or State governments will equip the transportation work with such beacons and detectors, manufacturers of invehicle systems are reluctant to press ahead, despite the threat of foreign petition. Existing limitations on the use of Federal grant money for these systems could be eliminated, and other types of urban transportation assistance could be made contingent on the installation of these systems. Federal policies could encourage and facilitate the necessary interjurisdictional coordination between agencies that manage freeway and arterial traffic. Federal participation in testing and demonstration programs of vehicle identification, driver information, and collision warning and avoidance technologies could speed advancement of invehicle equipment. Government leadership in addressing standardization issues early would also aid development of these technologies. Finally, how drivers interact with AVHS technologies is not fully understood. Attention to safety and human factors is a top priority, and active participation in these areas by Federal agencies responsible for highway safety is warranted. OTA concludes that Federal effort and dollars invested in assisting State and local governments in moving ahead with AVHS could do double duty. They could 蘇州大學(xué)本科生畢業(yè)設(shè)計(jì)（論文） 24 support much needed programs to address urban traffic congestion as well as boost industry by helping create the public infrastructure necessary to municate with advanced products that are almost market ready. In February 1989, the Submittee on Transportation of the Senate Committee on Appropriations requested that OTA examine advanced vehicle and highway technologies and assess their potential to increase the capacity of the transportation infrastructure. T