这次开始我们要带大家看一看见10系列的文章，Test 1 Reading Passage 2 European Transport Systems 欧洲的公交系统。文章开头就说了欧洲城市的交通近况，Although modern information technologies can reduce the demand for physical transport by facilitating teleworking and teleservices, the requirement for transport continues to increase. For passenger transport, the determine factor is the spectacular growth in car use. The number of car use on the roads saw an increase of 3 million cars each year from 1990 to 2010, and in the next decade the EU will see a further substantial increase in its feet. 尽管现代信息技术可以通过促进远程办公和电信业务减少对机械运输的需求，但是交通运输量仍在增加。对客运而言，决定性因素是汽车使用的惊人增长。自1990至2010年，欧盟道路上的汽车数量经历了每年三百万量的增长，并且在未来十年剑欧盟将见证车辆数量的进一步增长。

交通量大幅上升的原因：

As far as goods transport is concerned, growth is due to a large extent to changes in the European economy and its system of production. In the last 20 years, as internal frontiers have been abolished, the EU has moved from a "stock" company to a "flow" economy. This phenomenon is emphasized by the relocation of some industries, particularly those which are labor intensive, to reduce production costs, even though the production site is hundreds or even thousands of kilometers from the final assembly plant or away from users. 对客运而言，这种增长很大程度上是由于欧洲经济及其生产方式的决定。在过去20年里，由于内部边界被废除，欧盟从储备型经济向流动型经济。这种现象由于一些行业的迁址而加剧，为了降低成本，这些行业将工厂设在距离总装备厂或用户几百甚至几千公里的地方。

交通量过大带来的坏处：

In 1998, energy consumption in the transport sector was to blame for 28% of emissions of CO2, the leading greenhouse gas. According to the latest estimates, if nothing is done to reverse the traffic growth trend, CO2 emission from the transport can be expected to increase by around 50% to 1113 billion tonnes by 2020, compared with the 739 billion tonnes recorded in 1990. Once again, road transport is the main culprit, since it alone accounts for 84% of the CO2 emissions attributable to transport. 二氧化碳是最主要的温室气体，1998年，28%二氧化碳的排放归咎于语书页的能源消耗。根据最近的计算，如果不采取任何措施扭转交通运输增长的趋势，到2020年，来自交通运输的二氧化碳的排放量将达到1.113万亿吨，增长约50%。再一次，公路运输成为罪魁祸首，因为就这一项占到了84%的二氧化碳的排放量。

如何解决交通问题：

1）Using alternative fuels and improving energy efficiency is thus both an ecological necessarily and a technological challenge. At the same time, greater efforts must be made to achieve a modal shift. Such a change cannot be achieved overnight, all the less so after over half a century of constant deterioration in favor of road. 使用替代燃料和提升能源效率既是生态的需要，也是技术的挑战。同时为了实现这一模式的转变，人们必须做出更多努力。这样的转变不是一夜之间就可以实现的，毕竟半个多世纪以来公路的状况持续恶化。

2）The first approach would consist of focusing on road transport solely through pricing. In the short term, it might curb the growth in road transport through the better loading ratio of goods vehicles and occupancy rates of passenger vehicles expected as a result of the increase in the price of transport. 第一个方法是只通过定价调整公路运输。短期内，运输价格的增加会带来货运车更好的荷载比例，以及客运车辆更合理的载客率，或许可以控制公路运输的增长。

3）The second approach also concentrates on the road transport pricing but is accompanied by the measures to increase the efficiency of other modes. However, this approach does not include investment in new infrastructure, nor does it guarantee better regional cohesion. 第二种方法是与提升运输方式效率的举措相结合。但是，这一措施并不包括投资心得基础设施，也并不保证更好的低于凝聚力。

4）The third approach comprises a series of measures ranging from pricing to revitalizing modes of transport and targeting investment in the road network. It is far more ambitious than it looks, bearing in mind the historical imbalance in favor of roads for the last fifty years, but would achieve a marked break in the link between road transport growth and economic growth, without placing restrictions on the mobility of people and goods. 第三个方法是包括一系列举措，从定价到激活其他运输方式以及对道路网络进行定向投资。这种方法远比表面看上去更加宏伟，不会对人员和货物的流动性造成限制，但是会显著削弱道路运输增长和经济增长之间的联系。