道路交通安全毕业论文中英文外文翻译文献
写道路安全的英文作文
写道路安全的英文作文Driving on the road can be dangerous if we are not careful. It is important to always follow the traffic rules and regulations to ensure our safety and the safety of others.One of the most common causes of accidents is speeding. Driving too fast not only puts yourself at risk, but also endangers the lives of other road users. It is crucial to always obey the speed limit and drive at a safe and reasonable speed.Another important aspect of road safety is staying focused while driving. Distractions such as using a mobile phone, eating, or adjusting the radio can lead to accidents. It is essential to keep your eyes on the road and yourhands on the wheel at all times.Drunk driving is a serious offense that can have devastating consequences. Alcohol impairs judgment andcoordination, making it dangerous to operate a vehicle. Itis never worth risking your life or the lives of others by driving under the influence.Wearing a seatbelt is a simple yet effective way to protect yourself in the event of a crash. Seatbelts save lives by preventing passengers from being thrown from the vehicle or hitting the interior in a collision. Always remember to buckle up before hitting the road.In conclusion, road safety is everyone's responsibility. By following the rules, staying focused, avoiding distractions, and wearing a seatbelt, we can help prevent accidents and ensure a safe journey for all road users.Stay alert, drive safely, and always prioritize safety on the road.。
交通安全的英语作文4篇
交通平安的英语作文4篇篇一：英语写作范文——交通事故Traffic accidentsWith the increasing of the number of the traffic accidents ,a lot of people injured or killed by traffic accidents. The reason why there are so many traffic accidents is that there are so many cars and trucks on the road, and the drivers are lack of traffic sense and responsibility. Some drivers do not obey the traffic rules and drunken driving caused the accident.In my opinion, most road accidents can be avoided. The best way to reduce the number of traffic accidents is to make some rules that all drivers must follow and be strict with them. If we reinforce the traffic security education and more people comply with traffic regulations, I believe one day traffic accidents can be avoided.交通事故随着交通事故的数字不断增长，许多人在交通事故中受伤或死亡。
大量的汽车和货车行驶在路上是产生交通事故的主因，同时驾驶员缺乏交通平安认识和责任心。
道路交通工程专业外文翻译外文文献英文文献
土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads arestill in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any laye r of a road’sstructure can weaken that layer, leading to failure.In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moisture problems.To prevent these problems remember that water:• flows downhill• needs to flow someplace• is a problem if it is not flowingEffective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.Divert —Interceptor ditches, located between the road and higher ground along the road, keep the water from reaching the roadway. These ditches must slope so they carry water away from the road.Drain —Creating a crown in the road so it is higher along the centerline than at the edges encourages water to flow off the road. Typically a paved crown should be 1⁄4" higher than the shoulder for each foot of width from the centerline to the edge. For gravel surfaces the crownshould be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relatively water tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed forthe conditions, obtained from established firms, and tested to ensure it meets specifications.4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road w ill carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs or reconstruction. In designing a road, use traffic counts that project numbers and sizes of vehicles 20 years into the future. These are only projections, at best, but they will allow you to plan for traffic loadings through a road’s life.6．Design for maintenanceWithout maintenance a road will rapidly deteriorate and fail. Design your roads so they can be easily maintained. This means:• adequate ditches that can be cleaned regularly• culverts that are marked for easy locating in the spring• enough space for snow after it is plowed off the road• proper cross slopes for safety, maintenance and to avoid snow drifts• roadsi des that are planted or treated to prevent erosion• roadsides that can be mowed safelyA rule of thumb for adequate road width is to make it wide enough for a snowplow to pass another vehicle without leaving the travelled way.Mark culverts with a post so they can be located easily.7．Pave only when readyIt is not necessary to pave all your roads immediately. There is nothing wrong with a well-built and wellmaintained gravel road if traffic loads and volume do not require a paved surface. Three hundred vehicles per day is the recommended minimum to justify paving.Don’t assume that laying down asphalt will fix a gravel road that is failing. Before youpave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protec t your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presentsthe Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASERManual (32 pp). These booklets contain extensive photos and descriptions of road surfaces to help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement conditioninformation. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to providefive-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles onroadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpfularticles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。
交通毕业设计外文及翻译（最终五篇）
交通毕业设计外文及翻译（最终五篇）第一篇：交通毕业设计外文及翻译Synchro在交通控制与设计中的应用在城市的较小的区域内，可以对区域内的所有交叉口进行控制;在城市较大的区域，可以对区域进行分区分级控制。
分区的结果往往使面控制成为一个由几条线控制组成的分级集中控制系统，这时，可认为各线控制是面控制中的一个单元；有时分区的结果是成为一个点，线，面控制的综合性分级控制系统。
现在对城市道路进行区域协调控制就是将其划分为多级多个信号控制子区，对信号子区进行协调控制，优化管理控制信号子区，然后对整个道路进行区域协调控制，达到整个城市道路优化的目的。
把城市道路划分为多个信号控制子区，也就是进行城市道路干线交叉口交通信号协调控制，把城市划分为多个主路控制，再把主路上各个交叉口进行联动控制，同时，对单个交叉口信号控制优化的同时需要考虑主路上下游各个交叉口的联动控制。
主路上的各个交叉口按照设计的信号配时方案进行运行，使车辆进入城市主干道交叉口时，不至经常遇到红灯，称为城市主干道交叉口信号协调控制，称为“绿波”信号控制。
城市单点交叉口作为城市交通网络中的重要组成部分，作为城市道路交通问题的关键点。
对城市单点交叉口，评价标准的参考指标：交叉口的通行能力、进口道的饱和度、道路交叉口进口道停车延误、交叉口进口道停车次数、进口道排队长度和汽车的油耗等。
交叉口定时信号控制配时方法在不断的改进之中，国内外大部分学者认为从不同的评价指标出发，可以采用不同的种优化算法寻求其它更合理的配时方法。
平面交叉口按交通管制方式可以分为全无控制交叉口、主路优先控制交叉口、信号灯控制交叉口、环形交叉口等几种类型。
主路优先控制交叉口，是在次路上设停车让行或减速让行标志，指令次路车辆必须停车或减速让主路车辆优先通行的一种交通管制方式。
交叉口是道路网中通行能力的“瓶颈”和交通事故的“黑点”。
国内外城市中的交通堵塞主要发上在交叉口，造成车辆中断，事故增多，延误严重。
道路条件交通安全英文文献翻译
Vision Zero – Implementing a policy for traffic safety The scope of this paper is to outline, in a general way, the safety philosophy inherent in present road- and street design, trace the origin of this philosophy, and to present the principles for a new design of streets and roads. It will be argued that deficiencies in the present road design philosophy are the main cause of the global road safety crisis, clearly indicating its man-made nature. A brief description is made of the decision process leading to the establishment of Vision Zero as Sweden’s Traffic Safety Policy in 1997.Following an analysis of the problem, suggestions are made for finding solutions. The solutions are based on some of the principles in Vision Zero. They include a new basic mechanism for creating error-tolerance in the road system, and new design principles for road- and street design.The tradition of “blaming the victim” is hereby questioned and focus is put on the need for professionals to act based on these new standards. During the last 10 years the fatalities in Sweden have dropped from approximately 550/year to 450/year. Roads redesigned with median barriers have an 80% reduction in fatalities. Streets with 30 km/h design speed show similar results. This indicates that measures derived from Vision Zero strategy are effective but that large scale implementation has not yet been done.1. The processThe Swedish Road Administration (SRA) had an overall responsibility for Road Traffic Safety in Sweden since 1993. This responsibility was further clarified by the Government in 1996. Sweden has very small Ministries (number of personnel). As a consequence Administrations like the SRA often have semi-political tasks like development of policies and targets. Decisions on policy, long term targets and overall budgets are made by the Government or the Parliament but development is made in the Administration.Following the elections in the autumn 1994 Sweden got a new Minister for Transportation. The Minister declared that traffic safety would be one of her priorities. A dialog was started between the Minister’s Staff and the SRA on how the Minister could make traffic safety a prioritized subject.In the spring of 1994 the SRA together with the major stakeholders for traffic safety had presented a short term program for action for theyears of 1994–2000. It had the character of continuing earlier work but with more emphasis on cooperation between key actors and focus on results. Directly after this program was launched the SRA started to develop some basic ideas for a long term strategy for traffic safety. It had been recognised for some time that the contemporary traffic safety paradigm had some problems (Johansson, 1991). Part of this problem was a lack of expected benefits of many measures, something that was recognised by among others Gerald Wilde (best described in Wilde, 2001). A comprehensive overview can be found in OECD (1990).The new safety paradigm, Vision Zero is built around the basic idea that even if not all crashes or collisions can be avoided, all severe injuries can, in principle, be avoided. The basic idea was to build a “safe system” where all predicted crashes and collisions had tolerable health losses. The Minister and her Staff recognised that it was possible to work with the ideas behind Vision Zero in a political setting and quickly adopted the basic ideas, developed a text (translated in Belin et al., 1997), and took it to the Parliament in 1997, where it was accepted by all political parties (Tingvall, 1998). Since then, the Parliament has repeated this decision on a number of occasions. The notion of “Vision Zero” has become synonymous with the concept of “high political ambitions” in a number of other areas as well. The Government in 2008 took a decision on a Vision Zero for suicide. Much of the political debate on Vision Zero between 1995 and the Parliament’s decision in 1997 was concentrated on the question”How many fatalities can we accept” At this time Sweden had around 500 fatalities in road traffic per year. Comparisons where made with the safety level for other transport modes, (clearly a zero fatality goal), occupational safety (about 50 fatalities annually), electricity (about five fatalities annually). From this political analysis it was concluded that a zero fatality target was the only justifiable target for road traffic.During the same time period SRA and its network concentrated work on developing strategies for radically lowering fatality risks in road traffic, typically aiming at reducing fatality risks with a factor 10. Examples follow later in this paper.2. Vision ZeroIn 1997 the Swedish Parliament passed a bill on Traffic Safety where it was stated that:“Vision Zero means that eventually no one will be killed orseriously injured within the r oad transport system.”Vision Zero does not presume that all accidents that result in personal property damage or in less serious injuries must be eliminated. These occurrences are not considered to be an essential element in the road traffic safety problem even if they can entail large costs for the State, county councils, municipalities and individuals. Rather, focus shall be placed on those incidents that lead to a person being killed or seriously injured. Vision Zero also proposes an ethical approach to the health problems associated with road traffic:“It can never be ethically acceptable that people are killed or seriously injured when moving within the road transport system.”Vision Zero is said to be a long-term goal for the design and functioning of the road transport system. What is important is to realise that the Vision Zero approach will alter the aim of the work on road traffic safety; ., from attempting to reduce the number of accidents to the formulation of an explicit goal: to eliminate the risk of chronic health impairment caused by a traffic accident. This new approach will also alter the question from “what can we do” to “what must we do”Vision Zero presumes a new division of responsibility for road traffic safety within the road transport system. The responsibility for road traffic safety should be introduced along the following lines.1. The designers of the system are always ultimately responsible for the design, operations and use of the road transport system and are thereby responsible for the level of safety within the entire system.2. Road users are responsible for following the rules for using the road transport system set by the system designers.3. If road users fail to obey these rules due to a lack of knowledge, acceptance or ability, or if injuries do occur, the system designers are required to take the necessary further steps to counteract people being killed and seriously injured.Taking the Vision Zero approach means that paying attention to human life and health is an absolute requirement in the design and functioning of the road transport system. This implies that road traffic safety issues, in similarity to environmental issues, must be clearly integrated in all the processes that affect road traffic safety in the road transport system and be based on the following:“The level of violence that the human body can tolerate without being killed or seriously injured shall be the basic parameter in the designof the road transport system.”It is upon this principle that the future society with safe road traffic can develop: through designing and constructing roads, vehicles and transport services so that the level of violence that can be tolerated by the human being is not exceeded; and through the effective contribution of different support systems such as rules and regulations, education, information, surveillance, rescue services, care and rehabilitation. With this as the basis, there will be a positive demand for new and effective solutions that can contribute to a road transport system where human needs, prerequisites and demands are in focus.“It is true, that 95% of all crashes or collisions depend on human error, but according to Vision Zero philosophy, 95% of the solutions are in changing roads, streets or vehicles.”Some simple examples follow:(1) Drivers in Sweden used to have a 92% seat-belt wearing rate. Good but not good enough. EuroNCaP1 established a protocol for seat-belt reminders a couple of years ago having the effect that 70% of new cars sold in Sweden 2005 had seat-belt reminders. The drivers of these cars have a seat-belt wearing rate of 99%. Hence, the problem of seat-belt wearing will gradually be solved at a very low cost.(2) Alcohol: All over the world alcohol and traffic is a big problem, even if improvements can be made with strict legislation and enforcement. By demonstrating a demand for safe transport primarily by professional transporters a demand for “proven sober” transports has risen. In Sweden about 50% of all school buses have alcohol interlocks (a device that checks if the driver is sober). A new generation of Alco locks are coming on the market (at least four competitors in Europe/USA) reducing price and improving performance.In this way a car that reminds you to use your seat-belt, and checks your breath for alcohol, or otherwise checks your performance, and assists you to be a better, safer driver. Different aspects of the Vision Zero philosophy can be found in (Tingvall et al., 1996, 1997; Tingvall, 1998, 2007; Belin et al., 1997).3. Traditional road design philosophyThe traditional road-oriented safety philosophy has as its starting point the ‘‘accident”. Accident statistics are normally based on police reports made up on traffic accidents known to the police. These statistics have been used by road authorities world-wide for describing and analysing the road safety problem associated with roads and roaddesign. It is important to notice that the conceptsof traffic accidents and (bad) road safety are not synonymous. Many accidents could be an indicator of (bad) safety, but if the accidents do not lead to personal injuries they are not. Road safety is a ‘loss of health’ problem. A crash or accident without loss of health is no safety problem, only a cost. But the thesis put forward in this paper is another, namely that by choosing the ‘‘accident” perspective, you get a safety philosophy that at its best reduces accidents, not necessarily personal injuries. And, as all modern definitions of the traffic safety problem define it as a health problem (health loss) the accident perspective misses the target.Accident analysis shows typically that 90–95% of all accidents are caused by road users. Society’s most fundamental response to accident prevention has been rules and regulations for road user behaviour. The purpose of traffic legislation is mainly to simplify the tasks for road users, making the risk of accident lower. In many cases this works as intended. But if focus is shifted to the effect of the traffic regulation on health loss, the pattern is less clear. Examples could be, for instance, traffic lights and pedestrian crossings. Installing traffic lights typically results in fewer crashes, but more severe injuries. Pedestrian crossings generally do not lead to a safer crossing for pedestrians; they facilitate crossing a street but provide no safety in themselves.When it comes to road- and street design the dominant safety strategy overall has been to increase space for drivers and vehicles. That is, wider lanes, wider roads, straighter roads, larger crossings etc. The reasoning behind this is straightforward and logical; if drivers run off the road, make the road a little bit wider so there is room for manoeuvring the vehicle back into the lane and keeping the vehicle on the road; if drivers run off the road in bends, try making the road a little bit straighter thereby avoiding accidents in bends. This strategy has had some success in reducing the number of accidents, but even the effect on the accident risk has been questioned (Hauer, 1999). The strategy to create space for evasive action has not been successful in reducing fatalities and other severe injuries. In fact, everything else considered, this strategy increases fatalities and other health losses. A wide, strait road has more fatalities than a narrow road with many curves if everything else is the same. The reason is simple: the most predominant effect of creating more space is an increase in driving speed, which means higher levels of kinetic energy in crashes. Higher energy levels lead to more severe health losses,all other things being equal. This increase in speed has two reasons; first road administrations normally set a higher speed limit on roads that are wide and straight because they are said to have a higher safety standard, and drivers tend to drive faster anyway on these roads.This safety philosophy to build wide, straight roads and streets is one of the main contributions to the present global road safety crisis. The result is an increase, by one or two factors of 10, in the risks of severe personal injury or fatality, compared to the Vision Zero design philosophy described later in this paper. No other design parameter has an impact of this magnitude. As an example Swedish 2-lane highways with a speed limit of 110 km/h had one of the most severe injury pattern recorded ever; out of three persons injured on these roads, one was killed. Relatively new Chinese highways produce more than 1 killed/km/year. The main difference between the Swedish rural roads and the Chinese highways is that the latter have a large quantity of vulnerable road users, who are ‘‘separated” from motorised vehicles only by the“wideness” of the roads and traffic regulations . pedestrian crossings. It has been shown on the Swedish roads mentioned in the example that the fatalities can be reduced by 85–90% by applying mid- and side barriers. The Chinese highways mentioned above could, at least in principle, be rebuilt reducing fatalities with up to 99%.A note must be made on motorisation and its effect on overall safety in a country. Sweden has approximately cars/inhabitant whereas China is only in its beginning as a motorised country with cars/inhabitant. The World Bank has noted that the number of persons killed in a country turns from an increasing trend to a decreasing trend when the GNP/capita reaches approximately 8000 US$ (Kopits and Kropper, 2003). A hypothesis based on this data could be that the change in composition of traffic, that is, the mixture of protected/unprotected road users reaches a critical limit at that stage of economic development. That is, the separation between vehicles and unprotected road users reaches a certain level which has an overall good effect on road safety. It should also be noted that this separation in (most) societies is spontaneous and not engineered. It is a function of more and more people becoming motorised (car or bus) and the number of vulnerable road users decreasing, especially on rural roads. The challenge in a developing country is of course to engineer this separation at an early stage of motorisation.4. Design principles in Vision ZeroThe human tolerance for biomechanical forces is in this perspective the starting point for the design of a safe traffic system. This tolerance is a given factor –it cannot be affected to any significant extent. For instance if cars hits pedestrians at 25–30 km/h most of them survive. However, if the cars instead do 50 km/h, most pedestrians will die.The trick from an engineering point of view is to design and construct a traffic system where this human tolerance is not exceeded. Whereas the general strategy for safe road design from the accident perspective was to increase space for drivers and vehicles, the corresponding strategy from a Vision Zero perspective is to manage kinetic energy in crashes and collisions. It is kinetic energy that kills and injures the road user –not the accident. By managing the crash in terms of the energy that is transferred to the human body, an error tolerance can be built into the traffic system. In fact, an error tolerance was also the intention behind the idea to give drivers space in the traditional safety paradigm. Space would give room for evasive manoeuvres thus avoiding the accident; the problem was that it never worked the way it was intended.The management of kinetic energy in crashes and collisions can be broken down to the following principle for road and street design; “Integration and Separation”: kinetic energy is managed by integrating compatible traffic elements and by separating incompatible ones. Here are some boundary values:1. Vulnerable road users should not be exposed to motorised vehicles at speeds exceeding 30 km/h.2. If 1. cannot be satisfied then separate or reduce the vehicle speed to 30 km/h.3. Car occupants should not be exposed to other motorised vehicles at speeds exceeding 50 km/h in 090crossings.4. If 3. cannot be satisfied then separate, or reduce the angle, or reduce the speed to 50 km/h.5. Car occupants should not be exposed to oncoming traffic (other vehicles of approximately same weight) at speeds exceeding 70 km/h or 50 km/h if oncoming vehicles are of considerably different weight.6. If 5. cannot be satisfied then separate, homogenise weights or reduce speeds to 70 (50) km/h.7. Car occupants should not be exposed to the road side at speeds exceeding 70 km/h, or 50 km/h if the road side contains trees or other narrow objects .8. If 7. cannot be satisfied separate or reduce speed to 70 (50) km/h.视觉零——道路交通安全的一项实施政策本文的范畴是一个提纲，一般来说，道路安全理念本来就存在于现在道路和道路设计中。
交通工程专业外文翻译外文文献英文文献
土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads are still in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any layer of a road’sstructure can weaken that la yer, leading to failure.In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moistureproblems.To prevent these problems remember that water:• flows downhill• needs to flow somepla ce• is a problem if it is not flowingEffective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.Divert —Interceptor ditches, located between the road and higher ground along the road, keep the water from reaching the roadway. These ditches must slope so they carry water away from the road.Drain —Creating a crown in the road so it is higher along the centerline than at the edges encourages water to flow off the road. Typically a paved crown should be 1⁄4" higher than the shoulder for each foot of width from the centerline to the edge. For gravel surfaces the crown should be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relatively water tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed for the conditions, obtained from established firms, and tested to ensure it meets specifications.4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road will carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs or reconstruction. In designing a road, use traffic counts that project numbers and sizes of vehicles 20 years into the future. These are only projections, at best, but they will allow you to plan for traffic loadings through a road’s life.6．Design for maintenanceWithout maintenance a road will rapidly deteriorate and fail. Design your roads so they can be easily maintained. This means:• adequate ditches that can be cleaned regularly• culverts that are marked for easy locating in the spring• enough space for snow after it is plowed off the road• proper cross slopes for safet y, maintenance and to avoid snow drifts• roadsides that are planted or treated to prevent erosion• roadsides that can be mowed safelyA rule of thumb for adequate road width is to make it wide enough for a snowplow to pass another vehicle without leaving the travelled way.Mark culverts with a post so they can be located easily.7．Pave only when readyIt is not necessary to pave all your roads immediately. There is nothing wrong with a well-built and wellmaintained gravel road if traffic loads and volume do not require a paved surface. Three hundred vehicles per day is the recommended minimum to justify paving.Don’t assume that laying down asphalt will fix a gravel road that is failing. Before you pave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protect your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presents the Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASER Manual (32 pp). These booklets contain extensive photos and descriptions of road surfacesto help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement condition information. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to provide five-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles on roadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpful articles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。
道路安全的英语作文范文
道路安全的英语作文范文Road safety is a critical issue that affects us all, regardless of our age. It is the responsibility of every individual to be aware of the rules and regulations that govern our roads.Education plays a pivotal role in instilling the importance of road safety from a young age. Schools should incorporate lessons on traffic rules and the consequences of ignoring them, ensuring that students understand the gravityof the matter.For drivers, adhering to speed limits and traffic signals is not just a legal requirement but a moral obligation to protect the lives of pedestrians and fellow drivers. The useof seat belts and helmets is a simple yet effective measure that can save lives.Technology has also stepped in to assist with road safety. Modern vehicles are equipped with advanced safety features such as airbags and anti-lock braking systems, which can significantly reduce the impact of accidents.Communities can contribute by maintaining clearvisibility at intersections and ensuring that roads are well-lit, especially during the night. This helps to reduce therisk of accidents caused by poor visibility.Public awareness campaigns are essential to remind people of the importance of road safety. These campaigns can use various media platforms to reach a wide audience andreinforce the message that safety comes first.In conclusion, road safety is a collective effort that requires the participation of everyone. By being vigilant and responsible, we can create safer roads for all users and significantly reduce the number of accidents and fatalities.。
交通安全外文翻译文献中英文
外文文献翻译(含：英文原文及中文译文)英文原文POSSIBILITIES AND LIMITA TIONS OF ACCIDENT ANALYSISS.OppeAbstraetAccident statistics, especially collected at a national level are particularly useful for the description, monitoring and prognosis of accident developments, the detection of positive and negative safety developments, the definition of safety targets and the (product) evaluation of long term and large scale safety measures. The application of accident analysis is strongly limited for problem analysis, prospective and retrospective safety analysis on newly developed traffic systems or safety measures, as well as for (process) evaluation of special short term and small scale safety measures. There is an urgent need for the analysis of accidents in real time, in combination with background behavioural research. Automatic incident detection, combined with video recording of accidents may soon result in financially acceptable research. This type of research may eventually lead to a better understanding of the concept of risk in traffic and to well-established theories.Keyword: Consequences; purposes; describe; Limitations; concerned; Accident Analysis; possibilities1. Introduction.This paper is primarily based on personal experience concerning traffic safety, safety research and the role of accidents analysis in this research. These experiences resulted in rather philosophical opinions as well as more practical viewpoints on research methodology and statistical analysis. A number of these findings are published already elsewhere.From this lack of direct observation of accidents, a number of methodological problems arise, leading to continuous discussions about the interpretation of findings that cannot be tested directly. For a fruitful discussion of these methodological problems it is very informative to look at a real accident on video. It then turns out that most of the relevant information used to explain the accident will be missing in the accident record. In-depth studies also cannot recollect all the data that is necessary in order to test hypotheses about the occurrence of the accident. For a particular car-car accident, that was recorded on video at an urban intersection in the Netherlands, between a car coming from a minor road, colliding with a car on the major road, the following questions could be asked: Why did the driver of the car coming from the minor road, suddenly accelerate after coming almost to a stop and hit the side of the car from the left at the main road? Why was the approaching car not noticed? Was it because the driver was preoccupied with the two cars coming from the right and the gap before them that offered him thepossibility to cross? Did he look left before, but was his view possibly blocked by the green van parked at the corner? Certainly the traffic situation was not complicated. At the moment of the accident there were no bicyclists or pedestrians present to distract his attention at the regularly overcrowded intersection. The parked green van disappeared within five minutes, the two other cars that may have been important left without a trace. It is hardly possible to observe traffic behavior under the most relevant condition of an accident occurring, because accidents are very rare events, given the large number of trips. Given the new video equipment and the recent developments in automatic incident and accident detection, it becomes more and more realistic to collect such data at not too high costs. Additional to this type of data that is most essential for a good understanding of the risk increasing factors in traffic, it also important to look at normal traffic behavior as a reference base. The question about the possibilities and limitations of accident analysis is not lightly answered. We cannot speak unambiguously about accident analysis. Accident analysis covers a whole range of activities, each originating from a different background and based on different sources of information: national data banks, additional information from other sources, especially collected accident data, behavioral background data etc. To answer the question about the possibilities and limitations, we first have to look at the cycle of activities in the area of traffic safety. Some ofthese activities are mainly concerned with the safety management of the traffic system; some others are primarily research activities.The following steps should be distinguished:- detection of new or remaining safety problems;- description of the problem and its main characteristics;- the analysis of the problem, its causes and suggestions for improvement;- selection and implementation of safety measures;- evaluation of measures taken.Although this cycle can be carried out by the same person or group of persons, the problem has a different (political/managerial or scientific) background at each stage. We will describe the phases in which accident analysis is used. It is important to make this distinction. Many fruitless discussions about the method of analysis result from ignoring this distinction. Politicians, or road managers are not primarily interested in individual accidents. From their perspective accidents are often treated equally, because the total outcome is much more important than the whole chain of events leading to each individual accident. Therefore, each accident counts as one and they add up all together to a final safety result.Researchers are much more interested in the chain of events leading to an individual accident. They want to get detailed information abouteach accident, to detect its causes and the relevant conditions. The politician wants only those details that direct his actions. At the highest level this is the decrease in the total number of accidents. The main source of information is the national database and its statistical treatment. For him, accident analysis is looking at (subgroups of) accident numbers and their statistical fluctuations. This is the main stream of accident analysis as applied in the area of traffic safety. Therefore, we will first describe these aspects of accidents.2. The nature of accidents and their statistical characteristics.The basic notion is that accidents, whatever there cause, appear according to a chance process. Two simple assumptions are usually made to describe this process for (traffic) accidents:- the probability of an accident to occur is independent from the occurrence of previous accidents;-the occurrence of accidents is homogeneous in time.If these two assumptions hold, then accidents are Poisson distributed. The first assumption does not meet much criticism. Accidents are rare events and therefore not easily influenced by previous accidents. In some cases where there is a direct causal chain (e.g. , when a number of cars run into each other) the series of accidents may be regarded as one complicated accident with many cars involved.The assumption does not apply to casualties. Casualties are often related to the same accident andtherefore the independency assumption does not hold. The second assumption seems less obvious at first sight. The occurrence of accidents through time or on different locations are not equally likely. However, the assumption need not hold over long time periods. It is a rather theoretical assumption in its nature. If it holds for short periods of time, then it also holds for long periods, because the sum of Poisson distributed variables, even if their Poisson rates are different, is also Poisson distributed. The Poisson rate for the sum of these periods is then equal to the sum of the Poisson rates for these parts.The assumption that really counts for a comparison of (composite) situations, is whether two outcomes from an aggregation of situations in time and/or space, have a comparable mix of basic situations. E.g. , the comparison of the number of accidents on one particular day of the year, as compared to another day (the next day, or the same day of the next week etc.). If the conditions are assumed to be the same (same duration, same mix of traffic and situations, same weather conditions etc.) then the resulting numbers of accidents are the outcomes of the same Poisson process. This assumption can be tested by estimating the rate parameter on the basis of the two observed values (the estimate being the average of the two values). Probability theory can be used to compute the likelihood of the equality assumption, given the two observations and their mean.This statistical procedure is rather powerful. The Poisson assumptionis investigated many times and turns out to be supported by a vast body of empirical evidence. It has been applied in numerous situations to find out whether differences in observed numbers of accidents suggest real differences in safety. The main purpose of this procedure is to detect differences in safety. This may be a difference over time, or between different places or between different conditions. Such differences may guide the process of improvement. Because the main concern is to reduce the number of accidents, such an analysis may lead to the most promising areas for treatment. A necessary condition for the application of such a test is, that the numbers of accidents to be compared are large enough to show existing differences. In many local cases an application is not possible. Accident black-spot analysis is often hindered by this limitation, e.g., if such a test is applied to find out whether the number of accidents at a particular location is higher than average. The procedure described can also be used if the accidents are classified according to a number of characteristics to find promising safety targets. Not only with aggregation, but also with disaggregation the Poisson assumption holds, and the accident numbers can be tested against each other on the basis of the Poisson assumptions. Such a test is rather cumbersome, because for each particular case, i.e. for each different Poisson parameter, the probabilities for all possible outcomes must be computed to apply the test. In practice, this is not necessary when the numbers are large. Then the Poissondistribution can be approximated by a Normal distribution, with mean and variance equal to the Poisson parameter. Once the mean value and the variance of a Normal distribution are given, all tests can be rephrased in terms of the standard Normal distribution with zero mean and variance one. No computations are necessary any more, but test statistics can be drawn from tables.3. The use of accident statistics for traffic safety policy.The testing procedure described has its merits for those types of analysis that are based on the assumptions mentioned. The best example of such an application is the monitoring of safety for a country or region over a year, using the total number of accidents (eventually of a particular type, such as fatal accidents), in order to compare this number with the outcome of the year before. If sequences of accidents are given over several years, then trends in the developments can be detected and accident numbers predicted for following years. Once such a trend is established, then the value for the next year or years can be predicted, together with its error bounds. Deviations from a given trend can also be tested afterwards, and new actions planned. The most famous one is carried out by Smeed 1949. We will discuss this type of accident analysis in more detail later.(1). The application of the Chi-square test for interaction is generalised to higher order classifications. Foldvary and Lane (1974), inmeasuring the effect of compulsory wearing of seat belts, were among the first who applied the partitioning of the total Chi-square in values for the higher order interactions of four-way tables.(2). Tests are not restricted to overall effects, but Chi-square values can be decomposed regarding sub-hypotheses within the model. Also in the two-way table, the total Chisquare can be decomposed into interaction effects of part tables. The advantage of 1. and 2. over previous situations is, that large numbers of Chi-square tests on many interrelated (sub)tables and corresponding Chi-squares were replaced by one analysis with an exact portioning of one Chi-square.(3). More attention is put to parameter estimation. E.g., the partitioning of the Chi-square made it possible to test for linear or quadratic restraints on the row-parameters or for discontinuities in trends.(4). The unit of analysis is generalised from counts to weighted counts. This is especially advantageous for road safety analyses, where corrections for period of time, number of road users, number of locations or number of vehicle kilometres is often necessary. The last option is not found in many statistical packages. Andersen 1977 gives an example for road safety analysis in a two-way table. A computer programme WPM, developed for this type of analysis of multi-way tables, is available at SWOV (see: De Leeuw and Oppe 1976). The accident analysis at this level is not explanatory. It tries to detect safety problems that need specialattention. The basic information needed consists of accident numbers, to describe the total amount of unsafety, and exposure data to calculate risks and to find situations or (groups of) road users with a high level of risk. 4. Accident analysis for research purposes.Traffic safety research is concerned with the occurrence of accidents and their consequences. Therefore, one might say that the object of research is the accident. The researcher’s interest however is less focused at this final outcome itself, but much more at the process that results (or does not result) in accidents. Therefore, it is better to regard the critical event in traffic as his object of study. One of the major problems in the study of the traffic process that results in accidents is, that the actual occurrence is hardly ever observed by the researcher.Investigating a traffic accident, he will try to reconstruct the event from indirect sources such as the information given by the road users involved, or by eye-witnesses, about the circumstances, the characteristics of the vehicles, the road and the drivers. As such this is not unique in science, there are more examples of an indirect study of the object of research. However, a second difficulty is, that the object of research cannot be evoked. Systematic research by means of controlled experiments is only possible for aspects of the problem, not for the problem itself. The combination of indirect observation and lack of systematic control make it very difficult for the investigator to detectwhich factors, under what circumstances cause an accident. Although the researcher is primarily interested in the process leading to accidents, he has almost exclusively information about the consequences, the product of it, the accident. Furthermore, the context of accidents is complicated. Generally speaking, the following aspects can be distinguished: - Given the state of the traffic system, traffic volume and composition, the manoeuvres of the road users, their speeds, the weather conditions, the condition of the road, the vehicles, the road users and their interactions, accidents can or cannot be prevented.- Given an accident, also depending on a large number of factors, such as the speed and mass of vehicles, the collision angle, the protection of road users and their vulnerability, the location of impact etc., injuries are more or less severe or the material damage is more or less substantial. Although these aspects cannot be studied independently, from a theoretical point of view it has advantages to distinguish the number of situations in traffic that are potentially dangerous, from the probability of having an accident given such a potentially dangerous situation and also from the resulting outcome, given a particular accident.This conceptual framework is the general basis for the formulation of risk regarding the decisions of individual road users as well as the decisions of controllers at higher levels. In the mathematical formulation of risk we need an explicit description of our probability space, consistingof the elementary events (the situations) that may result in accidents, the probability for each type of event to end up in an accident, and finally the particular outcome, the loss, given that type of accident.A different approach is to look at combinations of accident characteristics, to find critical factors. This type of analysis may be carried out at the total group of accidents or at subgroups. The accident itself may be the unit of research, but also a road, a road location, a road design (e.g. a roundabout) etc.中文译文交通事故分析的可能性和局限性S.Oppe摘要交通事故的统计数字, 尤其国家一级的数据对监控和预测事故的发展, 积极或消极检测事故的发展, 以及对定义安全目标和评估工业安全特别有益。
道路安全中英文作文.doc
道路平安中英文作文道路平安中英文作文Nowadays, there are many people dying because oftraffic aidents. Road safety has aroused much attention.Many rules are made to reduce this kind of aidents, but they do not work very well. In my opinion, we should pay much attention to road safety in daily life. When we walk in the street, we must walk in the sideway. We have to learn to protect ourselves.Besides, car drivers should obey the traffic rules.It’s both good to themselves and others.In one word, road safety is a big problem that all of us should look out particularly. After all, life is not a small matter.如今，很多人死于。
道路已经引起了很大关注。
有关部门制定了很多规那么来减少这类事故，但是并没有起到很大的'作用。
我认为，在日常中我们应该注意道路平安。
当我们走在街上的时候，我们必须走人行道。
我们必须学会保护自己。
此外，汽车驾驶人应该遵守交通规那么。
这对他们自己和别人都有好处。
换句话说，道路平安是个大问题，所有人都应该特别注意。
毕竟，生命不是一件小事。
道路交通安全作文英语
The Importance of Road Traffic SafetyRoad traffic safety is a critical aspect of daily life that often goes unnoticed until a tragic accident occurs.It involves the safe movement of vehicles, pedestrians, and cyclists on roads and highways, ensuring the well-being of all road users. The significance of road traffic safety cannot be overstated, as it directly impacts the lives and safety of individuals, families, and communities.Firstly, road traffic safety is essential forprotecting the lives of road users. Accidents can occur anytime, anywhere, and often result in serious injuries or even fatalities. By adhering to traffic rules and regulations, such as obeying traffic signals, wearing seatbelts, and not driving under the influence of alcoholor drugs, we can significantly reduce the risk of accidents. Additionally, drivers should always maintain a safe speed, keep a safe distance from other vehicles, and be vigilantfor potential hazards on the road.Moreover, road traffic safety is crucial formaintaining the efficiency of the transportation system. When roads are congested due to accidents or poor drivinghabits, it can lead to delays, increased fuel consumption, and overall inefficiency. By promoting safe driving practices and ensuring that roads are well-maintained, we can keep the transportation system running smoothly and efficiently.Furthermore, road traffic safety has significant economic implications. Accidents can lead to expensive repairs, medical bills, and lost income due to missed work. In extreme cases, they can even result in the loss of life, which has an immeasurable impact on families and communities. By investing in road safety measures, such as improving road infrastructure, providing safety education, and enforcing traffic laws, we can save lives and reduce the financial burden caused by accidents.In conclusion, road traffic safety is paramount for protecting the lives and well-being of road users, maintaining the efficiency of the transportation system, and reducing the economic burden caused by accidents. It requires a concerted effort from all road users, including drivers, pedestrians, and cyclists, to adhere to traffic rules and regulations and exercise caution on the road. Bydoing so, we can create a safer, more efficient, and prosperous society for all.**道路交通安全的重要性**道路交通安全是日常生活中常常被忽视，直到发生悲惨事故后才引起人们重视的一个关键方面。
道路交通安全毕业论文中英文资料外文翻
Vision Zero –Implementing a policy for traffic safetyRoger JohanssonRoad Safety Division Swedish Road Administration Roda Vagen 1 78187 BorlangeSwedenKeywords：Vision Zero Road Safety ImplementationAbstractThe scope of this paper is to outline in a general way the safety philosophy inherentin present road—and street design trace the he present road design philosophy are the main cause of the global road safetycrisis clearly indicating in Vision Zero。
They include a newbasic mechanism for creating error—tolerance in the road system and new designprinciples for road—and street design。
The tradition of “blaming the victim" is hereby questioned and focus is put on theneed for professionals to act based on these new standards。
During the last 10 yearsthe fatalities in Sweden have dropped from approximately 550/year to 450/year。
马路安全英文作文
马路安全英文作文英文：Road safety is a very important issue that affects everyone who uses the roads. As a driver, pedestrian or cyclist, it is important to be aware of the dangers on the road and take steps to ensure your safety and the safety of others.One of the most important things to remember when it comes to road safety is to always pay attention. This means being aware of your surroundings, looking out for otherroad users and following traffic rules and regulations. For example, as a driver, you should never use your phone while driving, always wear your seatbelt and obey traffic signals. As a pedestrian, you should always use designated crossings and look both ways before crossing the road.Another important aspect of road safety is being prepared for unexpected situations. This means having afirst aid kit in your car, knowing how to change a tire and having a basic understanding of car maintenance. As a cyclist, it is important to wear a helmet and have proper lighting on your bike.Overall, road safety is everyone's responsibility. By being aware of the risks and taking steps to minimize them, we can all help to create a safer environment on the roads.中文：道路安全是一个非常重要的问题，影响着每个使用道路的人。
交通安全作文英语英汉互译
交通安全作文英语英汉互译Traffic safety is a very important issue that affects everyone. Whether you are a driver, a pedestrian, or a cyclist, it is crucial to be aware of the rules of the road and to always prioritize safety.As a driver, it is essential to follow the speed limits and to be aware of your surroundings at all times. This means not using your phone while driving, wearing a seatbelt, and never driving under the influence of alcohol or drugs. It is also important to be mindful of pedestrians and cyclists, and to always give them the right of way.For pedestrians, it is important to use crosswalks and obey traffic signals. Being aware of your surroundings and making eye contact with drivers can also help to prevent accidents. Avoiding distractions such as texting or listening to loud music while walking near traffic is also crucial for pedestrian safety.Cyclists should always wear a helmet and follow therules of the road. This includes using hand signals to indicate turns, obeying traffic signals, and being mindfulof vehicles and pedestrians. It is also important for cyclists to make themselves visible to drivers, especiallyat night, by using lights and reflective gear.Overall, traffic safety is a shared responsibility that requires everyone to be mindful and considerate of others. By following the rules of the road and prioritizing safety, we can all work together to prevent accidents and make the roads safer for everyone.交通安全是一个非常重要的问题，影响着每个人。
道路路桥工程中英文对照外文翻译文献
道路路桥工程中英文对照外文翻译文献中英文资料中英文资料外文翻译(文档含英文原文和中文翻译)原文：Asphalt Mixtures-Applications。
Theory and Principles1.ApplicationsXXX is the most common of its applications。
however。
and the onethat will be XXX.XXX “flexible” is used to distinguish these pavements from those made with Portland cement,which are classified as rigid pavements。
that is。
XXX it provides they key to the design approach which must be used XXX.XXX XXX down into high and low types,the type usually XXX product is used。
The low typesof pavement are made with the cutback。
or emulsion。
XXX type may have several names。
However。
XXX is similar for most low-type pavements and XXX mix。
forming the pavement.The high type of asphalt XXX中英文资料XXX grade.中英文资料Fig.·1 A modern XXX.Fig.·2 Asphalt con crete at the San Francisco XXX.They are used when high wheel loads and high volumes of traffic occur and are。
英语马路安全作文
英语马路安全作文English:Road safety is a crucial issue that affects everyone, regardless of age or mode of transportation. Pedestrians, cyclists, and motorists all share the responsibility of promoting safety on the streets. As a pedestrian, it is important to always use designated crosswalks, obey traffic signals, and make eye contact with drivers before crossing. Cyclists must also adhere to traffic laws, wear helmets, and use appropriate hand signals. Meanwhile, motorists are responsible for following speed limits, avoiding distractions like texting while driving, and yielding to pedestrians and cyclists. By working together and following the rules of the road, we can create a safer environment for everyone.中文翻译：道路安全是一个重要问题，影响着每个人，不论年龄或交通方式如何。
行人、骑车人和驾驶员都分享着在街道上促进安全的责任。
作为一个行人，重要的是要始终使用指定的人行横道，遵守交通信号，与驾驶员进行眼神交流后再横穿马路。
公路通行能力外文翻译文献
公路通行能力外文翻译文献(文档含中英文对照即英文原文和中文翻译)Highway Capacity And Levels of Service Capacity DefinedA generalized definition of capacity is: The capacity of any element of the highway system is the maximum number of vehicles which has a reasonable expectation of passing over that section (in either one or both directions) during a given time period under prevailing roadway and trafficconditions. A sampling of capacities for modern highway elements is as follows:Capacity in PassengerFacilityCars Freeways and expressways away from ramps and2000 weaving sections, per lane per hourTwo-Lane highways, total in both directions, per2000hourThree-lane highways, total in each direction, per2000hourTwelve-foot lane at signalized intersection, per hour1800of green signal time(no interference and idealprogression)In treating capacity，TRB Circular 212 divides freeways into components: basic freeway segments and those in the zone of influence of weaving areas and ramp junctions. Capacities of expressways，multilane highways，and two- and three-lane facilities also have the two components: basic and those in the zone of influence of intersections. Each of these is treated separately below.Speed-Volume-Capacity Relationships for BasicFreeway and Multilane Highway SegmentsA knowledge of the relationships among speed，volume，and capacity is basic to understanding the place of capacity in highway design and operation. Figurel3.1，which gives such a relationship for a single freeway or expressway lane, is used for illustrative purposes.If a lone vehicle travels along a traffic lane，the driver is free to proceed at the design speed. This situation is represented at the beginning of the appropriate curve at the upper left of Fig. 13.1. But as the number of vehicles in the lane increases, the driver's freedom to select speed is restricted. This restriction brings a progressive reduction in speed. For example，many observations have shown that，for a highway designed for 70 mph (113km/h)，when volume reaches 1900 passenger cars per hour，traffic is slowed to about 43 mph (69km/h). If volume increases further, the relatively stable normal-flow condition usually found at lower volumes is subject to breakdown. This zone of instability is shown by the shaded area on the right side of Fig. 13. 1. One possible consequence is that traffic flow will stabilize at about 2000 vehicles per hour at a velocity of 30 to 40 mph (48 to 64km/h) as shown by the curved solid line on Fig. 13. 1. Often，however , the quality of flow deteriorates and a substantial drop in velocity occurs; in extreme cases vehicles may come to a full stop. In this case the volume of flow quickly decreases as traffic proceeds under a condition known as …forced flow.‟ V olumes under forced flow are shown by the dashed curve at the bottom of Fig. 13. 1. Reading from that curve，it can be seenthat if the speed falls to 20 mph (32km/h)，the rate of flow will drop to 1700 vehicles per hour; at 10 mph （16km/h) the flow rate is only 1000;and,of course，if vehicles stop，the rate of flow is 0. The result of this reduction in flow rate is that following vehicles all must slow or stop，and the rate of flow falls to the levels shown. Even in those cases where the congestion lasts but a few seconds, additional vehicles are affected after the congestion at the original location has disappeared. A …shock wave’develops which moves along the traffic lane in the direction opposite to that of vehicle travel. Such waves have been observed several miles from the scene of the original point of congestion，with vehicles slowing or stopping and then resuming speed for no apparent reason whatsoever.Effects of the imposition of speed limits of 60, 50, and 40 mph are suggested by the dotted lines on Fig. 13. 1. A 55-mph (88km/h) curve could also be drawn midway between the 60 and 50 mph dotted curves to reflect the effects of the federally imposed 55-mph limit, but this is conjectural since the level of enforcement varies so widely.Vehicle spacing，or its reciprocal, traffic density, probably have the greatest effect on capacity since it generates the driver's feeling of freedom or constraint more than any other factor. Studies of drivers as they follow other vehicles indicate that the time required to reach a potential collision point，rather than vehicle separation，seems to control behavior. However，this time varies widely among drivers and situations. Field observations have recordedheadways (time between vehicles) ranging from 0. 5 to 2 sec, with an average of about 1. 5s.Thus，the calculated capacity of a traffic lane based on this 1. 5 s average, regardless of speed，will be 2400 vehicles per hour. But even under the best of conditions, occasional gaps in the traffic stream can be expected，so that such high flows are not common. Rather, as noted，they are nearer to 2000 passenger cars per hour.The ‘Level of Service’ ConceptAs indicated in the discussion of the relationships of speed, volume or density, and vehicle spacing, operating speed goes down and driver restrictions become greater as traffic volume increase. …Level of service‟ is commonly accepted as a measure of the restrictive effects of increased volume. Each segment of roadway can be rated at an appropriate level，A to F inclusive，to reflect its condition at the given demand or service volume. Level A represents almost ideal conditions; Level E is at capacity; Level F indicates forced flow.The two best measures for level of service for uninterrupted flow conditions are operating or travel speed and the radio of volume to capacity达到最大限度的广播，called the v/c ratio. For two- and three-lane roads sight distance is also important.Abbreviated descriptions of operating conditions for the various levels of service are as follows:Level A—Free flow; speed controlled by driver's desire，speed limits, orphysical roadway conditions.Level B—Stable flow; operating speeds beginning to be restricted; little or no restrictions on maneuverability from other vehicles.Level C—Stable flow; speeds and maneuverability more closely restricted.Level D—Approaches unstable flow; tolerable speeds can be maintained but temporary restrictions to flow cause substantial drops in speed. Little freedom to maneuver，comfort and convenience low.Level E—V olumes near capacity; speed typically in neighborhood of 30 mph (48km/h); flow unstable; stoppages of momentary duration. Ability to maneuver severely limited.Level F—Forced flow，low-operating speeds，volumes below capacity; queues formed.A third measure of level of service suggested in TRB Circular 212 is traffic density. This is，for a traffic lane，the average number of vehicles occupying a mile (1. 6km) of lane at a given instant. To illustrate，if the average speed is 50 mph，a vehicle is in a given mile for 72 s. If the lane carrying 800 vehicles per hour，average density is then 16 vehicles per mile ;spacing is 330 ft (100m)，center to center. The advantage of the density approach is that the various levels of service can be measured or portrayed in photographs.From: Clarkson H. Oglesby and R. Gary Hicks “Highwayengineering”, 1982公路通行能力和服务水平通行能力的定义道路通行能力的广义定义是：在繁忙的道路和交通条件下公路系统任何元素的通行能力是对在指定的时间通过一断面（一个或两个方向）的最大数量的车辆有一个合理的预期。
交通运输安全中英文对照外文翻译文献
交通运输安全中英文对照外文翻译文献(文档含英文原文和中文翻译)翻译：提高车辆的安全以及技术是怎么样让我们更有可能的活下来摘要：成功部署新技术在公路车辆取决于驾驶员的能力，安全地使用系统。
本章呼吁社会工程，充分考虑可用性问题与车载系统设计进行交流与司机。
这种相互作用可能包含的信息的车辆，其他车辆，道路，路线，或天气，也可能是个人的娱乐兴趣。
有相当多的证据表明，司机在视觉超载，并提供额外的信息通过听觉显示是必要的，但有认知工作量与驾驶活动无论知觉的参与渠道。
分心的成本自然语音交互可能少于为视觉仪表显示的信息，但也有许多人的因素问题的解决，确保改善驾驶性能和安全性。
关键词：公路安全车载信息系统驱动程序的行为人类因素知觉分心注意避免事故技术手持无线装置听觉显示美国1.1简介美国国家运输安全委员会（美国）公路事故调查，提出建议，改善公路安全。
它是从这个角度来看，本章认为，数字信号处理（数字信号处理器）为手机和车载系统。
公路安全计划寻求改善安全通过防止崩溃或增加坠毁生存。
美国公共政策已经达到了一些实际的限制在乘员保护和缓解；因此，新的程序，如智能交通系统（其），重点放在避免碰撞来提高安全性。
例外，如稳定控制系统，技术避免事故涉及的驱动程序作为一个关键的控制因素，在系统的性能。
本章文着眼于人的因素影响车载系统设计1.2公路安全美国国家运输安全委员会调查交通事故在所有形式的旅游高速公路，航空，船舶，铁路，和管道。
重要的是要认识到，安全委员会是独立的监管机构在美国交通部（usdot）。
这样的安排是精心构造确保美国调查和安全通告是公正的。
许多政府在世界各地都有类似的组织。
虽然有许多方式来衡量安全，但没有人可以说，底线是死亡。
在美国除了旅游公路，大部分交通事故中每年有700至800人死亡。
死亡的人数在海洋模式每年大约有800人，绝大多数的那些隐没在描述休闲划船事故。
有相同数目的死亡发生在铁路事故，每年大多数是违反规则的人和铁路工人，而不是乘客。
道路安全英文作文
道路安全英文作文英文，Road safety is a very important issue thataffects everyone. As a driver, pedestrian, or cyclist, weall have a responsibility to ensure that we are followingthe rules of the road and taking steps to prevent accidents.One of the most important things we can do to promote road safety is to always wear a seatbelt when driving or riding in a car. This simple action can save lives in the event of an accident. It's also important to obey traffic signals and signs, such as speed limits and stop signs, and to avoid distractions while driving, such as texting or using a phone.As a pedestrian or cyclist, it's important to stay visible to drivers by wearing bright or reflective clothing and using lights or reflectors on your bike. It's also important to use designated crosswalks and bike lanes, andto always look both ways before crossing the street.Overall, road safety is everyone's responsibility, and we must all do our part to prevent accidents and keep ourselves and others safe on the road.中文，道路安全是一个非常重要的问题，影响着每个人。
交通安全作文英语英汉互译
交通安全作文英语英汉互译In today's fast-paced world, where transportation is an essential part of our daily lives, the significance oftraffic safety cannot be overstated. This essay aims to highlight the importance of adhering to traffic rules and the impact of neglecting them on society.IntroductionTraffic safety is a collective responsibility that involves drivers, pedestrians, and the authorities. It is a topic that affects every individual, regardless of whether they are traveling by car, bus, bicycle, or on foot. The consequences of traffic accidents can be devastating, leading to loss of life, injuries, and significant economic costs.The Role of DriversDrivers play a crucial role in ensuring traffic safety. They must be well-trained, attentive, and follow all traffic regulations. Speeding, driving under the influence of alcohol or drugs, and distracted driving are leading causes of accidents that can be easily avoided with responsible behavior.Pedestrian AwarenessPedestrians also have a part to play in traffic safety.They should use designated crosswalks, obey traffic signals, and remain vigilant of their surroundings. Wearing bright or reflective clothing can also make them more visible to drivers, especially in low-light conditions.The Importance of InfrastructureWell-designed roads and traffic infrastructure significantly contribute to safety. This includes clear road markings, traffic signs, and signals that are easy to understand. Authorities should also ensure regular maintenance to prevent accidents caused by poor road conditions.Education and Public AwarenessRaising public awareness about traffic safety is vital. Educational campaigns can inform the public about the dangers of reckless driving and the importance of safe practices. Schools can play a role by incorporating traffic safety education into their curriculum.Technological InnovationsAdvancements in technology offer new ways to enhance traffic safety. For example, intelligent transport systems can monitor traffic flow and alert drivers to potential hazards. Vehicles are also being equipped with safety features like collision avoidance systems and automatic emergency braking.ConclusionIn conclusion, traffic safety is a multifaceted issuethat requires the commitment of everyone involved in the transportation system. By working together, we can create a safer environment for all road users and significantly reduce the incidence of traffic accidents.在当今快节奏的世界中，交通是我们日常生活中不可或缺的一部分，遵守交通规则的重要性不言而喻。
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道路交通安全毕业论文中英文资料外文翻译文献毕业论文中英文资料外文翻译视觉零——道路交通安全的一项实施政策罗杰约翰逊道路安全司，瑞典公路管理局，罗达沃根 1，78187 Borlange，瑞典关键词：视觉零、道路安全、实施摘要：本文的范畴是一个提纲，一般来说，道路安全理念本来就存在于现在道路和道路设计中。
追踪这种理念的起源，提出了新的街道道路的设计原则有人会争辩说，在目前的道路设计理念的缺陷。
是主要的原因全球道路安全危机，清楚表明其人造的性质。
一个由决策过程所构成的简短的描述，导致零视觉在 1997 年作为瑞典交通安全政策确立。
通过对问题的分析，为寻求解决之道提出建议。
这些解决方案基于视觉零中的一些原则。
这些措施包括一个用于创建错误容忍的道路系统的新的基本机制，和道路、街道新的设计原则。
因此，传统的“怪罪受害者”的质疑和焦点放在了需要专业人士基于这些新的标准所采取的行动。
在过去 10 年在瑞典的死亡人数已经从大约 550 /年下降到 450 /年。
重新设计的道路中央分隔带已经减少了 80％在死亡。
街道以 30 公里/小时的设计速度显示出类似的结果。
这表明，从视觉零衍生出来的策略是有效的，但还没有大规模实施。
1、过程自 1993 年，在瑞典瑞典公路管理局（SRA）的有一个整体的责任道路交通安全。
在 1996 年，这一责任被政府进一步澄清。
瑞典已有非常小的部委（人员数）。
因此，像 SRA 的管理部门经常有半政治任务，如发展政策和目标。
政策决定、长期目标和总体预算是由政府或议会做出的，而发展是在管理部门做出的。
继 1994 年秋季瑞典有了一个新选举的交通部长。
交通部长宣布，安全将是她的优先事项之一。
部长的工作人员就如何使部长能够做出交通安全优先课题和 SRA之间展开对话。
在 1994 年春天，SRA 和主要利益相关者一起对 1994-2000 年的行车安全提出了一项短期方案。
它不仅有和先前工作的连续性，而且更加强调关键行动和重视成果之间的协作。
这个方案后，直接推动 SRA 开始制定交通安全长期战略的基本思路。
它已经被确认为当代一些交通安全问题的范例（约翰逊，1991）。
部分问题的原因是许多措施缺乏预期的效益，这被 Gerald Wilde 等承认（2001 年，在 Wilde 中最好的描述）。
详细概述可以在经合组织（1990）中找到。
即使不是所有的崩溃或冲突是可以避免的，非常严重受伤可以在原则上是可以避免的，新的安全模式——视觉零是建立在这一基本思想上的。
基本思想是建立预测碰撞事故，将健康损失控制在容忍范围以内的安全体系。
部长和她的工作人员认识到在视觉零的想法和政治背景下工作是可能，迅速采用了这一基本思路，制定了文本（翻译 Belin 等，1997），1997 年在议会上提出这一思路，它被所有的政党接受（Tingvall，1998 年）。
从那时起议会多次在不同场合重复这一思路。
“视觉零”的概念在其他很多领域已经成为了“高度的政治野心”的代名词。
2008 年，政府对视觉零做了一个自杀决定。
1995 年，关于视觉零的许多政治辩论和在 1997 年议会的决策都集中在这样的一个问题“死亡人数是多少，我们才能接受？当时，瑞典大约有 500 人死于交通事故中。
（比较与其他运输方式情况下作出安全水平，显然是零死亡率的目标），职业安全（每年约 50 人死亡），电力（每年约 5 人死亡）。
从这个政治分析得出的结论是零死亡率的目标是唯一合理的道路交通目标。
在同一时期，SRA 及其网路的工作集中在寻找从根本上降低道路交通死亡风险的策略。
通常旨在减少一个死亡风险的因素 10。
下面是个例子。
2、视觉零 1997 年，瑞典议会通过了一项关于交通安全条例草案其中有人指出：“视觉零意味着最终没有人在道路交通系统被杀死或严重受伤。
”视觉零点并不意味着导致个人财产损失轻微损失和人身受到轻微伤害的事故必须被消除。
上述问题并不认为是道路交通安全方面的一个重要的因素，即使他们能为国家的费用，县议会，市和个人带来巨大收益。
相反，重点应放在，导致一人被杀害或严重受伤的这些事件。
视觉零还提出了一种道德的方法解决来与公路交通有关的健康问题：“当在道路交通系统中运行时，人身被致死或受到严重伤害在道德上是不能接受的。
视觉零被认为是道路交通系统设计和运作的一个长期目标。
重要的是实现零的视觉做法将改变对道路交通的安全的工作目标；即从减少交通事故伤亡的数量方面制定一个明确的目标：消除交通事故所造成的长期健康损害的风险。
这些新的方法使我们从“我们能做些什么？”向“我们必须做些什么？”转变。
视觉零对道路交通安全系统中的道路交通安全作出了新的假定划分，道路交通安全责任应遵循以下底线：1、该系统的设计者总是对道路安全系统的设计、运作和使用负最终责任，从而对整个系统的安全水平负责。
2、道路使用者使用的责任是使用道路交通系统时，要按照设计师所确定的规则。
3、如果道路使用者不遵守这些规则而缺乏知识，接受或能力，或者如果伤害确实发生，系统设计者必须采取必要的进一步措施，消除人被杀害和受重伤。
采用视觉零方法意味着注重人的生命和健康是设计和运作的道路交通系统绝对的要求。
这意味着道路交通安全问题与环境问题相似，必须明确结合影响道路交通安全系统中安全运行的所有进程。
基于以下几点：“人体能够承受的，不能是自身致死和重伤的暴力水平应当是道路运输系统的基本参数。
”基于这个原则，能够发展道路安全的未来社会：通过设计和建造的道路，改良车辆和提高运输服务，使人们受到的暴力水平不超过人体承受范围；这些都是通过不同的支持系统，如有效的贡献规章制度，教育，信息，监测，救援服务，护理和康复。
以此为基础，将产生一种积极的需求：寻找新的和有效的解决方案，能够推动公路运输系统的建设重点和要求以及先决条件都在人的需要上。
“这是事实，有 95％的事故或碰撞是因为人类的错误，但根据视觉零理念，95％的解决方案在改变道路，街道或车辆。
”下面是几个例子：（1）在瑞典司机曾经有 92％的安全带佩戴率。
虽然不错，但还是不够好。
EuroNCaP 几年前建立了一个对安全带提醒协议，结果 2005 年出售的 70的新车都有安全带提醒装置。
这些车的司机安全带佩戴率为 99％。
因此，系安全带的问题会逐渐以非常低的成本的方式得到解决。
（2）酒精：酒后驾车在世界各地都是一个很大的问题，尽管在严格的立法和执法下，有些改善。
证明交通运输的安全性首先要满足交通运输专业人士提出的“证明清醒”的要求。
在瑞典约有 50％学校巴士有酒精联动锁（一装置检查。
驱动程序是否清醒）新一代的酒精锁将要上市（在欧美至少有 4 个竞争对手），它将有更低的价格和更高的性能。
通过这种方式，一辆车，它提醒你使用安全带，并检查你的呼吸酒精或检查你的表现，并帮助你成为一个更好，更安全驾驶的司机。
不同方面的视觉零的理念能在这里找到（Tingvall 等，1996 年， 1997 年；Tingvall，1998 年，2007年；Belin 等人，1997 年）。
3、传统的道路设计理念传统的道路交通安全导向是以“事故”为出发点。
事故统计数通常基于警方报告，而报告是依据警方已知的事故所制作的。
这些统计数据已被世界各地的道路部门用于描述和分析与道路安全问题相关的道路及道路设计问题。
重要的是要注意的交通事故和（差）的道路安全不是相同含义。
很多事故可能是一种（差）的安全指标，但如果事故没有造成人身伤害，则他们（这些事故）不是。
道路安全是一个有关人身健康问题。
如果碰撞或交通事故没有人身伤害就不是交通安全问题，只是经济损失问题。
但在本文中提到另一种安全理念，即从选择“事故”的角度，最大限度的减少事故，降低不必要的人身伤害。
正如所有现代交通安全问题都定义为健康问题（健康损失），而从交通事故角度都失去了这个目的。
一般事故分析表明 90-95％的事故由道路使用者所造成的。
社会对预防交通事故最基本的回应是制定约束道路使用者行为的规章制度。
交通立法的目的主要是为了简化对道路使用者的任务，使事故的风险较低。
很多情况下这一工作是一目的。
但是，如果把焦点转移到交通法规所减少的健康损失的效果上，该模式就不太清楚了。
例如，在交通信号等和行人过路处，通常在安装信号灯的地方碰撞事故较少，但多发生严重伤害。
行人过路处通常没有行人安全通过的方式，因为他们横穿马路方便，但这给他们自身带来了不安全。
当涉及到以公路和街道为主的安全设计总体战略时是增加司机和车辆的空间。
也就是说，更广泛的通道，更广泛的道路，直路，大通道等。
这背后的原因是直接的和符合逻辑的。
如果司机驾车偏离道路，那么宽一点的路面有助于车辆回到原来道路，继续前行。
如果司机驾车在弯道处容易偏离车道，那么就将车道建的直一些，以避免交通事故的发生。
这种方法在减少交通事故方面取得一些成功，即使对降低事故风险方面受到质疑（Hauer，1999）。
这种方法只是创造了回避的空间，而在减少严重伤亡的方面没有获得成功。
事实上，从所有的方便考虑，这一方法增加了死亡和对健康的损害。
如果其他一切一样的话，宽阔的道路上比有很多曲线的窄路上有更高的（事故）死亡率。
原因很简单：最突出的效果是有更广阔的运行空间，就有更高的车速。
这就意味着在车辆碰撞时有更大的动能。
在其他条件相同的情况下，更高的能量水平导致更多的健康损伤。
车速增长有两个原因：一是道路管理者在宽阔的道路上的规定的车速上限值大，二是在直的道路上，司机被告知这种道路安全等级高，致使司机在这些道路上更快的行车。
建造宽阔、笔直的道路和街道的这种安全理念是导致全球道路安全危机的主要原因之一。
通过与后文中的视觉零理念的对比，得到在严重人身伤害或死亡方面的风险会增加，这是由十个因素中的一个或两个引起的。
没有其他的设计参数有如此巨大的影响。
例如，瑞典二线的公路，最高车速限速我 110 公里/小时。
而在这些道路上有最严重的伤亡记录，一人死亡，超过三人受伤。
相对于新中国公路产生的每年每公里公路上死亡超过一人来说。
瑞典乡村公路和中国公路主要不同是：后者有大量的易受伤的道路使用者，只能采用像是采用拓宽道路和交通法规的方法使他们与机动车分离。
行人过路（图1），提到瑞典道路一个例子表明道路使用中央分隔带或边缘分隔带能够减少死亡人数 85—90。
在上文提及的中国公路，至少在了原则上，重建能够较少死亡人数髙达 99。
必须注意机动车化及其对整个国家道路安全的影响。
瑞典机动车大约有 0.5 辆/居民，而中国在开始时机动车为 0.04 辆/居民。
世界银行指出，当国民生产总值/人均达到约 8000 美元，一个国家的道路死亡人数从原来的上升趋势变为下降趋势（Kopits 和 Kropper，2003）。
基于这些数据，有这样一种假说：交通组成的变化，也就是说，在这个经济发展阶段，受保护/未受保护道路使用者的混合交通达到临界限。