词汇：

 

populous[ˈpɑ:pjələs]  adj.人口稠密的;人口众多的

scarce [skers] adj.缺乏的，罕见的

underpriced/,ʌndɚ'praɪst/ v. 作价低估；被低估；价格偏低（underprice的过去式，过去分词）

tracking[ˈtrækɪŋ] n.跟踪 v.跟踪( track的现在分词 )

congestion[kənˈdʒestʃən]  n.阻塞;充血;拥挤，堵车;

Dystopia [dɪsˈtoʊpiə]  n.异位;非理想化的地方;

Subsidise[səb'sɪdaɪs]  vt.给…津贴或补贴，资助或补助…

Municipal[mjuˈnɪsəpəl] adj.市的，市政的;地方自治的;

Ration[ˈræʃən, ˈreʃən]  n.定量;配给量;正常量 vt.限量供应，配给供应;

ineradicable[ˌɪnɪˈrædɪkəbəl]  adj. 不能根除的，根深蒂固的

first-come-first-served ['fɜ:stk'ʌmf'ɜ:sts'ɜ:vd] 先到先服务

 

1.make living 谋生

2.paying for 支付；偿还

3.pop into 匆忙走进

4.take over 接管

5.in the past 过去

6.rather than 宁愿；而不是...

7.private enterprises 私人企业

======================

=========================

=================================

But reductions in traffic will make living in currently congested areas more attractive and hence morepopulous.

Miles travelled per person might also rise, since self-driving technology frees passengers to use travel time for work or sleep.

And just as new highways prompt a rise in transport-intensive business, driverless vehicles could generate lots of new road-using activity.

Where now a worker might pop into the coffee shop before going to work, for example, a latte might soon be delivered in a driverless vehicle.

The technology of driverless cars may make us safer and more productive, but not necessarily lesstraffic-bound.

It might, however, improve traffic by making it easier, politically, to imposetolls on roads.

Jams occur because a scarce resource, the road, is underpriced, so more people drive than it can accommodate.

But tolls could favour use of the roadway by those who value it most.

Some places already use such charges—London and Singapore areexamples—but they are rarely popular.

Some drivers balkat paying for what they once got for nothing, and others are uneasy about the tracking of private vehicles that efficient pricing requires.

People seem not to object to paying by the mile when they are bring driven—by taxis and services like Uber and Lyft—and the driverless programmes now being tested by Waymo and GMfollow this model.

If a driverless world is one in which people generally buy rides rather than cars, then not only might fewer unnecessary journeys be made, but also political resistance to road-pricing could ease, and congestion with it.

That might lead to a different kind of dystopia (also with historical antecedents): one in which fast, functional transport is available only to those who can pay.

Luckily, history also suggests a solution: mass transit.

Ride-hailing services might introduce multi-passenger vehicles and split travel costs across riders (they could call them “buses”).

Or, as Daniel Rauch and David Schleicher of Yale University argue, governments might instead co-optthe new transport ecosystem for their own purposes.

They might subsidise the travel of low-income workers, or take over such systems entirely (a common fate for mass-transit systems which begin life as private enterprises, including the NewYork subway).

Municipal networks of driverless cars might prove less efficient than private ones, particularly if cars are rationed on a first-come-first-served basis rather than by price.

But in the past city governments have felt that providing equal-opportunity access to centres of economic activity was worth the cost.

Should congestion prove ineradicablein a driverless world, people will continue to hope for technological solutions, like the long-promised flying cars.

While we wait for that—and the clotted skyways that would soon follow—governments would be wise to keep their underground systems in good working order.

========================

But reductions in traffic will make living in currently congested areas more attractive and hence more populous.

但是，交通拥堵的缓解将使现有拥堵的区域更有吸引力，因此人口会更加密集。

Miles travelled per person might also rise, since self-driving technology frees passengers to use travel time for work or sleep.

每人驾驶的英里数可能也会增加，因为自主驾驶技术使乘客从开车的时间中解放出来，让他们可以利用这段时间工作或睡觉。

And just as new highways prompt a rise in transport-intensive business, driverless vehicles could generate lots of new road-using activity.

同时，由于新的高速路促进了运输密集行业的增加，无人驾驶汽车能够产生更多新的公路活动。

Where now a worker might pop into the coffee shop before going to work, for example, a latte might soon be delivered in a driverless vehicle.

例如，现在的工人在上班之前可能会去咖啡店，可能不久以后一杯拿铁就可以由一辆无人驾驶汽车中送到。

The technology of driverless cars may make us safer and more productive, but not necessarily less traffic-bound.

无人驾驶的技术可能是我们更安全也更有生产力，但是并不一定是更少的交通出行。

It might, however, improve traffic by making it easier, politically, to impose tolls on roads.

然而，可以通过在政治上更简单征收公路通行费来改善交通情况。

Jams occur because a scarce resource, the road, is underpriced, so more people drive than it can accommodate.

因为公路这一稀缺资源定价太低，所以更多人开车，超过了它可以容纳交通，拥堵就发生了。

But tolls could favour use of the roadway by those who value it most.

但是，通行费可能比较喜欢那些最认可公价值的人使用公路。

Some places already use such charges—London and Singapore are examples—but they are rarely popular.

一些地方已经开始使用这样的收费——比如伦敦和新加坡——但是他们并不受欢迎。

Some drivers balk at paying for what they once got for nothing, and others are uneasy about the tracking of private vehicles that efficient pricing requires.

一些司机很不情愿地为他们之前可以免费使用的资源付钱，另一些人则对跟踪私人汽车感到不安，而跟踪是高效收费所要求的。

People seem not to object to paying by the mile when they are bring driven—by taxis and services like Uber and Lyft—and the driverless programmes now being tested by Waymo and GMfollow this model.

当人们乘坐出租车和使用像Uber和Lyft一样的服务时，似乎并不反对按公里收费，现在有Maymo和GM测试的无人驾驶项目正在沿用这个模式.

populous[ˈpɑ:pjələs]  adj.人口稠密的;人口众多的

scarce [skers] adj.缺乏的，罕见的

underpriced/,ʌndɚ'praɪst/ v. 作价低估；被低估；价格偏低（underprice的过去式，过去分词）

tracking[ˈtrækɪŋ] n.跟踪 v.跟踪( track的现在分词 )

If a driverless world is one in which people generally buy rides rather than cars, then not only might fewer unnecessary journeys be made, but also political resistance to road-pricing could ease, and congestion with it.

如果无人驾驶的世界是一个人们通常购买里程而不是汽车的世界，那么，不仅仅会有更少的不必要的出行，并且缓解了公路收费的政治抵制，同时缓解了拥堵。

That might lead to a different kind of dystopia (also with historical antecedents): one in which fast, functional transport is available only to those who can pay.

这可能会去往一个不同的非理想之地（也有历史先例）：在那里，快速实用的运输仅供那些付了钱的人使用。

Luckily, history also suggests a solution: mass transit.

幸运的是，历史也给出了一个解决办法：公共交通。

Ride-hailing services might introduce multi-passenger vehicles and split travel costs across riders (they could call them “buses”).

拼车服务可能会引入多个乘客乘坐同一车辆，并在乘客中分配出行成本（乘客可以称它们们为“公共汽车”）。

Or, as Daniel Rauch and David Schleicher of Yale University argue, governments might instead co-optthe new transport ecosystem for their own purposes.

或者，像耶鲁大学DR和DS所说的，政府可以借鉴这种新的运输生态系统达到他们自己的目的。

They might subsidise the travel of low-income workers, or take over such systems entirely (a common fate for mass-transit systems which begin life as private enterprises, including the NewYork subway).

他们可以补贴低收入工人的交通出行，或者完全接管这样的系统（开始作为私人企业对公共交通的统一收费，包括纽约地铁）。

Municipal networks of driverless cars might prove less efficient than private ones, particularly if cars are rationed on a first-come-first-served basis rather than by price.

无人驾驶汽车的市政网络可能被证实比私人企业更为低效，尤其汽车是在先到先得的基础上实现配给，而不是价格。

But in the past city governments have felt that providing equal-opportunity access to centres of economic activity was worth the cost.

但是，在过去，城市政府感到为可以参与市中心的经济活动提供相同的机会是值得这样的代价。

Should congestion prove ineradicable in a driverless world, people will continue to hope for technological solutions, like the long-promised flying cars.

如果在无人驾驶的世界拥堵经验证无法根除，人们将继续对技术方法寄予希望，比如早就承诺的飞行汽车。

While we wait for that—and the clotted skyways that would soon follow—governments would be wise to keep their underground systems in good working order.

当我们等待这些时——以及不久随之而来的空中拥堵——政府应该明智的维持地下系统良好运转。

congestion[kənˈdʒestʃən]  n.阻塞;充血;拥挤，堵车;

Dystopia [dɪsˈtoʊpiə]  n.异位;非理想化的地方;

Subsidise[səb'sɪdaɪs]  vt.给…津贴或补贴，资助或补助…

Municipal[mjuˈnɪsəpəl] adj.市的，市政的;地方自治的;

Ration[ˈræʃən, ˈreʃən]  n.定量;配给量;正常量 vt.限量供应，配给供应;

ineradicable[ˌɪnɪˈrædɪkəbəl]  adj. 不能根除的，根深蒂固的

first-come-first-served ['fɜ:stk'ʌmf'ɜ:sts'ɜ:vd] 先到先服务

1.make living 谋生

2.paying for 支付；偿还

3.pop into 匆忙走进

4.take over 接管

5.in the past 过去

6.rather than 宁愿；而不是...

7.private enterprises 私人企业

================

=======================

=============================

But reductions in traffic will make living in currently congested areas more attractive and hence more populous.

但是，交通拥堵的缓解将使现有拥堵的区域更有吸引力，因此人口会更加密集。

Miles travelled per person might also rise, since self-driving technology frees passengers to use travel time for work or sleep.

每人驾驶的英里数可能也会增加，因为自主驾驶技术使乘客从开车的时间中解放出来，让他们可以利用这段时间工作或睡觉。

And just as new highways prompt a rise in transport-intensive business, driverless vehicles could generate lots of new road-using activity.

同时，由于新的高速路促进了运输密集行业的增加，无人驾驶汽车能够产生更多新的公路活动。

Where now a worker might pop into the coffee shop before going to work, for example, a latte might soon be delivered in a driverless vehicle.

例如，现在的工人在上班之前可能会去咖啡店，可能不久以后一杯拿铁就可以由一辆无人驾驶汽车中送到。

The technology of driverless cars may make us safer and more productive, but not necessarily less traffic-bound.

无人驾驶的技术可能是我们更安全也更有生产力，但是并不一定是更少的交通出行。

It might, however, improve traffic by making it easier, politically, to impose tolls on roads.

然而，可以通过在政治上更简单征收公路通行费来改善交通情况。

Jams occur because a scarce resource, the road, is underpriced, so more people drive than it can accommodate.

因为公路这一稀缺资源定价太低，所以更多人开车，超过了它可以容纳交通，拥堵就发生了。

But tolls could favour use of the roadway by those who value it most.

但是，通行费可能比较喜欢那些最认可公价值的人使用公路。

Some places already use such charges—London and Singapore are examples—but they are rarely popular.

一些地方已经开始使用这样的收费——比如伦敦和新加坡——但是他们并不受欢迎。

Some drivers balk at paying for what they once got for nothing, and others are uneasy about the tracking of private vehicles that efficient pricing requires.

一些司机很不情愿地为他们之前可以免费使用的资源付钱，另一些人则对跟踪私人汽车感到不安，而跟踪是高效收费所要求的。

People seem not to object to paying by the mile when they are bring driven—by taxis and services like Uber and Lyft—and the driverless programmes now being tested by Waymo and GMfollow this model.

当人们乘坐出租车和使用像Uber和Lyft一样的服务时，似乎并不反对按公里收费，现在有Maymo和GM测试的无人驾驶项目正在沿用这个模式.

If a driverless world is one in which people generally buy rides rather than cars, then not only might fewer unnecessary journeys be made, but also political resistance to road-pricing could ease, and congestion with it.

如果无人驾驶的世界是一个人们通常购买里程而不是汽车的世界，那么，不仅仅会有更少的不必要的出行，并且缓解了公路收费的政治抵制，同时缓解了拥堵。

That might lead to a different kind of dystopia (also with historical antecedents): one in which fast, functional transport is available only to those who can pay.

这可能会去往一个不同的非理想之地（也有历史先例）：在那里，快速实用的运输仅供那些付了钱的人使用。

Luckily, history also suggests a solution: mass transit.

幸运的是，历史也给出了一个解决办法：公共交通。

Ride-hailing services might introduce multi-passenger vehicles and split travel costs across riders (they could call them “buses”).

拼车服务可能会引入多个乘客乘坐同一车辆，并在乘客中分配出行成本（乘客可以称它们们为“公共汽车”）。

Or, as Daniel Rauch and David Schleicher of Yale University argue, governments might instead co-optthe new transport ecosystem for their own purposes.

或者，像耶鲁大学DR和DS所说的，政府可以借鉴这种新的运输生态系统达到他们自己的目的。

They might subsidise the travel of low-income workers, or take over such systems entirely (a common fate for mass-transit systems which begin life as private enterprises, including the NewYork subway).

他们可以补贴低收入工人的交通出行，或者完全接管这样的系统（开始作为私人企业对公共交通的统一收费，包括纽约地铁）。

Municipal networks of driverless cars might prove less efficient than private ones, particularly if cars are rationed on a first-come-first-served basis rather than by price.

无人驾驶汽车的市政网络可能被证实比私人企业更为低效，尤其汽车是在先到先得的基础上实现配给，而不是价格。

But in the past city governments have felt that providing equal-opportunity access to centres of economic activity was worth the cost.

但是，在过去，城市政府感到为可以参与市中心的经济活动提供相同的机会是值得这样的代价。

Should congestion prove ineradicable in a driverless world, people will continue to hope for technological solutions, like the long-promised flying cars.

如果在无人驾驶的世界拥堵经验证无法根除，人们将继续对技术方法寄予希望，比如早就承诺的飞行汽车。

While we wait for that—and the clotted skyways that would soon follow—governments would be wise to keep their underground systems in good working order.

当我们等待这些时——以及不久随之而来的空中拥堵——政府应该明智的维持地下系统良好运转。