道路擁擠收費的概念始於經濟學者Pigou在1920年提出的擁擠稅理論，而後以經濟手段改善交通即成品交通管理政策的考量方索之一。而隨著經濟不斷地發展，人民所得跟著提高，伴隨著小汽車需求量持續攀升，另一方面受限於土地及城市規劃道路開發的飽和，使道路交通擁擠的問題亦隨之而來，故許多國家開始實際運用道路定價政策，希望能藉由經濟手段減緩人民對道路使用的需求，以改善其所面對的交通擁擠問題。而在實際理論發展土，最為顯著的變化乃為從最適(first-best) 道路定價理論演變至次佳 (second-best) 道路定價理論，但是理論研究的發展中考量道路用路者的不同價格彈性情況(異質旅次)並不多見，故與實務之間一直存在著明顯的差異，雖然Arnott典Kraus[l]曾考慮不同價格彈性之用路者的情況，但其僅討論最通道路定價，而無次佳道路定憤之探討。因而，本研究提出一考慮不同價格彈性之用路者道路定價模型，此棋型將深入探討異質用路者於政府採取不同收費政策 (不收費政策、最通道路定價政策、及次佳道路定價政策)時之費率形式，並進一步以棋擬方式分析其道路使用的費率、旅次變化、及福利增減，情況。

Afler Pigou opened the “door” of congestion road pricing in 1920, this economics tool plays as an importation method on travel demand management. Accompanied by the growth of economic activities and rise in household income, the increase in demand of travel is tremendous, especially the usages of private transportation modes. Under the constraints of supply, most of the metropolitans are having terrible traffic congestion problems. With the revolution and improvement of electronic technologies, the road congestion pricing theory seems to be feasible now. On the other hand, the theory of road pricing has switched its focus from first-best pricing (marginal cost pricing) to second best pricing and extended its analytical abilities to much realistic situations. However, most research adopted the assumption of homogeneity of demand characteristics to simplify their models. However, in real world the demand is heterogeneous. This article considers a congestion pricing model with two types of elastic-demands on a highway system and an alternative local road under three different policies. This article shows the traffic impacts on two types of travelers and welfare impacts of total society under these three different pricing policies. The proposed model and different polices are illustrated with numerical examples.