交通运输安全中英文对照外文翻译文献
交通安全提示英文作文
交通安全提示英文作文英文：Traffic safety is a crucial issue that we should all pay attention to. As a driver, pedestrian, or cyclist, we should all be aware of the potential dangers on the road and take necessary precautions to avoid accidents. Here are some tips for staying safe on the road:1. Always wear a seatbelt when driving or riding in a car. This can greatly reduce the risk of injury or death in the event of an accident.2. Obey traffic laws and signals. This includes stopping at stop signs, yielding to pedestrians, and following the speed limit.3. Avoid distracted driving. This means not using your phone while driving, eating or drinking, or doing anything else that could take your attention away from the road.4. Be aware of your surroundings. This is especially important for pedestrians and cyclists. Always look both ways before crossing the street and stay alert for any potential hazards.5. Maintain your vehicle. Regular maintenance can help ensure that your car is in good working condition and reduce the risk of mechanical failure on the road.中文：交通安全是一个我们都应该关注的重要问题。
安全交通英文作文高中
安全交通英文作文高中英文：As a high school student, I believe that safety in transportation is of utmost importance. There are several reasons why we should prioritize safety when it comes to transportation.Firstly, accidents can cause serious injuries or even fatalities. For example, if someone is hit by a car while crossing the street, they could suffer from broken bones, brain injuries, or even death. Secondly, accidents can also cause emotional trauma. Witnessing or being involved in a serious accident can be extremely traumatic and can affect a person's mental health for a long time. Lastly, accidents can cause financial strain. If someone is injured in an accident, they may have to pay for medical bills and may also miss work, which can result in lost wages.To ensure safety in transportation, there are severalmeasures that can be taken. For example, wearing a seatbelt while driving or riding in a car can greatly reduce therisk of injury in the event of an accident. Additionally, following traffic laws and signals can help prevent accidents from occurring in the first place. It is also important for drivers to avoid distractions such as texting or using their phone while driving.In conclusion, safety in transportation should always be a top priority. By taking precautions such as wearing a seatbelt and following traffic laws, we can greatly reduce the risk of accidents and protect ourselves and others on the road.中文：作为一名高中生，我认为在交通中保持安全至关重要。
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。
汽车安全外文翻译文献
汽车安全外文翻译文献汽车安全外文翻译文献(文档含英文原文和中文翻译)Automotive safety systems and technology researchand analysisAs traffic tools of the modernization and absolute number increase sharply, traffic accidents are also increasing. Car accident has become severe global social i ssues. Undoubtedly, advanced auto safety facilities are the driving safet y indispensable safeguard. So, we should start, from technology to research and development of highperformance, high safety car, also want to strengthen the regular inspection in cars, so timely maintenance investigation, make cars often in good technical status, so as to improve the safety performance of the car.Here we introduced active safety technology and automobile car passive safety technology. Auto safety is according to the traffic accident happened before and after the classified. One is in a traffic accident take safety measures, especially before immediately will produce risk condition, drivers manipulate the steering wheel avoid or emergency brake to avoid traffic accide nts. In the car, drive in usually to ensure the basic manipulation stability, drivers on the surrounding environment and to ensure the visual recognition sex drive the car itself, developed the basic performance ant-lock braking s ystem (ABS), prevent slippery drive system (ASR), active suspension, power steering and four-wheel drive (4WD), four-wheel steering (4WS), lighting system, wiper, the rearview mirror, prevent from rear-end collision car alarm system and laser radar, etc. These security devices and technology, called active safet y system, can also be called preventive security system. On the other hand, in order to reduce traffic accidents and company by personnel directly suffer degree, ensure company take staff and pedestrian safety, says the secur ity for passive safety, can also be called conflict safety. When after the accident, in order to prevent disasters, including prevent the expansion of fire and make crew from traffic accident can extricate the security devices and systems, called prevent disaster expand security system.One．Automobile active security technology1. ABS braking systemAnt-lock Braking System (Braking System, lock do by ABS computers as ABS), hydraulic device, the wheel speed sensors, brakehydraulic pipeline and electrical wiring etc. Their structures are shown below.ABS tasseled for the car in various driving conditions braking performance and brake safet y particularly important, especially is emergency braking, can make full use of the peak between tire and road surface adhesion properties, improve per formance and reduce automobile fight sideslip braking distance, give full play to the braking performance, but also increase the automobile braking process control. So as to reduce the possibility of car accidents.No installation ABS car, if the driving force trample brake pedal, wheel will rapidly lower speed, and finally wheels stop turning, but body because of inertia remains forward sliding. This phenomenon was at the wheel and pavement occur between larger "slip", appear this kind of situation, the car tires of automobile lateral spreads almost disappear, so poor force will appear the following phenomena:(1) Steering stability fall: the steering wheel is ineffective, vehicle tail manipulation of curl, serious when vehicle circles or appear folding phenomenon;(2) Handling fall: manipulate the steering wheel and short of steering requirements;(3) Braking distance extended: more than general braking distance.So, we can imagine to have installed ABS system of the car safety is very important.2．the ASR drive torque control systemABS are used to prevent car braking process wheel lock, will wheel sliding rate control in ideal range, so as to shorten the braking distance, improve automobile braking direction stability and steering control, so as to improve the safet y of the car. Along with the increase of vehicle performance requirements, not only in braking processrequired to prevent wheel lock, and asked the driver to prevent drive roller skating turn in the process, making cars in the direction s tability, driving process steering control ability and acceleration performance, so are improved by the car drive torque steering system ASR (Accelerations Regulation) Slip. ASR is the perfect complement and ABS ASR, but most alone is set with ABS combined together, commonly used ABS/ASR says, called antiskid control system.ASR is mainly used to prevent car in the beginning, accelerate the wheels, guarantee slip in the car accelerated rate and improve the stability in bad pavement drive attached condition s. It makes no difference speed in the car lock ice roads and muddy road started and to improve its capacity, also can prevent high in speed by turning cars gliding pavement and rear lateral spreads phenomenon.Anyhow, prevent the wheel because ASR slip, can maximize the engine driving moment of cars had enough, ensure the longitudinal force, lateral force and manipulation of power, make cars in starting, steering and accelerate the process, in gliding and muddy road, in a mountain area downhill process ca n steadily driving, guarantees the safety, reducing tire wear and fuel consumption, and improves the car driving capability.3．VDC systemABS/ASR system successfully solves the brake and the car when driven direction stability problem, but cannot solve t he vehicle steering stability problem driving direction. For example when steering road, inevitably by lateral and longitudinal force, onl y local surface can provide full lateral and longitudinal force, the pilot can control vehicles. If the ground adhesio n ability lower lateral, will damage cars driving ability predetermined direction. Rainy days cars driving, often high-speed steering lateral sliding out, it is the ground because ofinsufficient lateral adhesion ability. To resolve the issue, and developed countries automobile industry recently in ABS/ASR system on the basis of the development of dynamic Control system (into car Dynamics Control, the abbreviation VDC Vehicle). The system of the car brake, driving, suspension, steering, engine and so on var ious main assembly control system in function, structure organic ground comprehensive together, can make cars in all kinds of bad working conditions, such as ice road pavement, commuting, river bend pavement and took evasive action moving line, braking and acceleration and the downhill for different conditions, such as bearing, different type pressure and different levels of type wear all have good direction stability, to show the best driving performance. VDC applications, in braking, acceleration and stee ring aspects of driver's fully released request, is the car of active safet y driving a new milestone.VDC of steering control system is mainly by driving for each wheel brake control and engine power output control to realize. For example, if the car turn left front wheel for steering the inadequate capacit y tend to slip out of the corner, VDC s ystem can measure imminent, just know lateral spreads left rear brake adopt appropriate measures. If at the same corner, because rear wheel tend to slip out of favor of lateral overmuch, VDC system is proper braking to front-right wheel failure, maintain the stability of the vehicle driving. In extreme cases, VDC system can also take reduce engine to reduce the power output, and to reduce the speed of the demand side adhesion ability to maintain the stability of the vehicle driving. Adopt VDC system, automobile in folio pavement or corner of pavement braking distance still can further reduce.4．CCS cars cruise control systemAuto cruise Control System (Cruiser Cont rol System, abbreviationfor CCS) is can make automobile work in engine favorable speed range, reduce driver's driving manipulate labor intensity, improve the driving comfort the automatic driving device.Car cruising s ystem (CCS) role is required by the driver: after a normally-closed switch, no speed on the accelerator pedal can automaticall y keep the speed, make the vehicle with the fixed speed. Using this device, when on the highway after a long time, the driver driving not have to control the accelera tor pedal, reduce fatigue, while reducing unnecessary speed change, can reduce save fuel.Auto cruise control system is the earliest development of the automotive electronic control system. This system USES another speed sensor, will speed signal input en gine control microcomputer, by microcomputer control vacuum system work. This system can make use of the server, speed control switch lever and brake pedal on vacuum lift switches etc, its function and basic system the same.In this system, electronic con trol device can accord change of driving resistance, automatic regulation engine throttle Angle, make the speed constant. Such not only reduce unnecessary speed change, which saves fuel, also reduced the driver's burden.Two. Automobile passive safety te chnology1. Seat beltCar seat belt is a safety device, it can in car collision or sharp turn, make crew to keep its original position as possible without mobile and rotation, avoid collision with in-car hard parts caused damage. Seat belts and airbags, as modern cars are safet y devices, but the long history of the former, popularize the scope.The seemingl y simple seat belt actually not "simple". Attention has been at the forefront of traffic safety, through the analysis of general motors after a car ac cident found: seat belt not only makespeople protect the lives, can be in more than half of the accident to reduce or even eliminate drivers, motorists are the chance of injury. Car collision or unexpected emergency braking force generated great inertia, will allow the driver and passenger and car windscreen, steering wheel, seat, collision happened objects such as secondary to drive is caused extremely easil y crew serious damage, even drive occupant seats or threw the apex, seat belts can will ride in the seat. Bondage personnel When has the accident, which can effectively prevent the collision, and its buffer role can absorbs a great deal of kinetic energy, reduce rides personnel extent of the injuries.Fasten your seat belt airbags play our role is also an important condition. Because the airbag to maximize role for the ride in the impact of the physical location, sitting instant action have extremely strict and the requirements. Otherwise, the airbag started strong instantaneous wallops to head are frag ile site, may cause serious damage, especially for children, this damage can be fatal. Even the most ordinary three belts, try a can timely in crash that lived rides the bundle, ensure the upper part of a ride in the airbag fully extended range, make the airbag most effectively play efficacy. Accordingl y, must not because the car is equipped with airbags and feel carefree seat belt fastened, only to reduce or eliminate the traffic accident happen.2. The airbagWhen the front collision happened strong, be cause inertia, who rides the body forward fast moving, then seat belts and will try to "pull" rides on person the body, absorb some of the impact energy, while the airbag with "the eyepiece trend" inflatable and completely open; Then the rides the upper bo dy will sink to airbags, gas also began from the vent air uniform escaping, and absorbed most of the impact energy; Subsequently, the ride back seat and return to the body. Abovethe whole process is almost always happens in a flash, who rides the completely in passive situation, in this case, the passive rel y on auxiliary occupant protection system is the only option. Airbags development design is based on the protection on seat belt Co., LTD; they cooperate with each other to ride the play the auxiliary p rotective effect.Seat belt usage in under the condition of the crew, balloon help reduce chest, head and facial injuries in the seriousness of the collision. When car collision happened before, the first is the car to stop motion, car under the action of inertial force crews to go forward with the original speed still sport. Not wearing a seatbelt crews will and steering dish, front windscreen together, so it can be severely hurt; Wearing a seatbelt as car stop the crew can stop moving forward movement an d gradually. If collision violent, crew forward movement of the seat belts, even faster in the complete stop before motion, still and in-car things together. If this fashion in steering the disk or within the popup balloon inflated dash, it can protect the occupant reduce the possibility of car together with things, more uniform dispersion head, chest, absorb the impact energy of movement, thus crew has added effect of seat belts.In addition to seat belts and airbags outside car passive safety technology includes car bumper, automobile safet y glass, security body, occupant head and neck protection system (WHIPS), etc. These vehicles to improve the safety performance has very important contribution汽车安全系统技术研究分析随着交通工具的现代化和绝对数量的急剧增长,车祸也不断增加。
交通运输与物流专业中英文对照外文翻译文献
(文档含英文原文和中文翻译)中英文翻译税收和运输外部性摘要综述的运输外部控制税收的作用（资料评论到税收的作用在于控制交通运输的运营状况）。
它认为，运输税的设计应预先考虑到现有的税收扭曲经济的影响（设计运输税时应该考虑到现有税收对经济的负面影响），在决策者的处置运输手段的限制。
运输定价的公平考虑的相关性探讨。
引言对欧盟数据显示乘客驾驶汽车行驶的公里数，1999是1970的两点五倍,汽车驾驶占有的份额达到79%( 1970年74%)。
在美国汽车运输中，汽车运输比例甚至在总额行驶千米数占更高比例， (1998年是84%)。
在1999年，欧盟的75%货物运输(包括短程海运和航运) 是通过公路运输的。
而美国的30%是公路运输(欧洲委员会,2001)。
汽车和卡车的模式在各自的运输市场占据着大份额，这反应出出它们的特性，比如灵活性和舒适性。
然而，当家庭和企业决定是否需要进行一个旅行，什么时候进行，采取什么旅行模式和途径，他们只会把自己的成本和收益考虑进去。
与社会最优化相比，由此产生的交通需求太高。
它在集中在特殊时刻的日子，分享不同的模式时是次优的。
这是因为，总体上，每个额外的运输用户还会增加其他运输用户和社会成本。
在人们决策过程中，这些没有考虑进去的成本是外部成本。
这些交通运输主要的边际外部成本包括交通堵塞，交通意外，环境成本和路面损坏 (针对重型车辆)。
大多数这些外部性具有一个反馈效应的特性:外部本身的水平也会影响经济主体的行为。
最明显的例子是交通堵塞和交通事故。
时间的成本影响着客运和货运交通的需求。
同样的道理,事故的风险影响着运输需求,模式的选择、路线的选择和驾驶行为等等。
反馈效应影响也包括空气污染和噪音,因为这些将导致厌恶或减轻此行为。
政府可以利用一些工具来应对这些外因素。
总体来说,一个人可以区分定价、监管和基础设施政策。
最后一类非常广泛。
例如, 它不仅包括实体基础设施或虚拟基础设施膨胀的能力,但也包括空间规划。
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。
英文作文交通安全
英文作文交通安全英文：Traffic safety is a crucial issue that affects everyone on the road. As a driver, pedestrian, or cyclist, it is important to be aware of the potential dangers and take necessary precautions to ensure everyone's safety.One of the most important things to remember is to always obey traffic laws and signals. This means stopping at red lights and stop signs, yielding to pedestrians, and staying within the speed limit. Failure to follow these rules can result in accidents and injuries.Another key factor in traffic safety is being aware of your surroundings. This means paying attention to other vehicles, pedestrians, and cyclists on the road. Avoid distractions such as texting or talking on the phone while driving, as this can lead to accidents.It is also important to wear appropriate safety gear when cycling or riding a motorcycle. This includes helmets, reflective clothing, and lights to increase visibility.In addition to these measures, it is important to be prepared for unexpected situations. For example, knowing how to change a tire or jump-start a car can come in handy in case of a breakdown.Overall, traffic safety is everyone's responsibility. By following traffic laws, being aware of our surroundings, and taking necessary precautions, we can all contribute to a safer and more enjoyable driving experience.中文：交通安全是一个影响道路上每个人的重要问题。
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。
交通运输交通系统中英文对照外文翻译文献
中英文对照外文翻译文献(文档含英文原文和中文翻译)译文：交通系统交通运输一直是土木工程最重要的一个方面。
古罗马工程师的巨大成就之一就是公路系统，它使罗马与帝国的各个省之间的快速交通成为可能。
在工程方面的第一所培训学校就是桥梁和公路学校，它于1747年创建于法国。
而在英国，一位道路建筑家，托马斯·泰尔福特于1820年担任了土木工程学会的第一任主席。
现代公路仍然根据18世纪及19世纪初法国人皮埃尔·特埃萨凯，英国人泰尔福特，以及苏格兰人约翰·L·马克当所制定的原则进行建造。
这些人设计出了最初的现代道路，这种道路具有坚实的垫层，基础就建在垫层的上面。
他们设计的道路还具有排水良好而且不渗水的磨耗层，即直接承受车辆交通磨耗的表层。
特埃萨凯和泰尔福特均采用较厚的石头基础，在其上面铺筑由较小碎石组成的基层和由更小的石头组成的磨耗层。
他们的道路还微微隆起成曲线，形成路拱和反拱以便使雨水流走。
马克当认识到当土壤被夯实或压紧之后，只要保证干燥，其本身就可承受道路的重量，因而他能够通过在压实的垫层上铺碎石基层来省掉建造石头基础所需要的昂贵费用。
当时车辆的铁质车轮把表层石头碾压成连续的，较为平整的，更加不透水的表面。
早19世纪，货车和客车都采用铁或钢制车轮，这种道路是适用的。
当汽车在20世纪初出现之后，其橡胶轮胎毁坏了这种平整的路面。
因此，就采用焦油或沥青掺拌碎石，使路面表层更坚固的黏合一起。
现在，遍布全世界的数百万公里的道路采用这种路面。
在20世纪，道路建设基本上仅在两方面进行了改进。
第一种改进是采用混凝土作为磨耗层。
另一种改进则是交通工程，即设计高速的大交通量的、造价经济并且对于车辆和旅客都安全的公路。
交通工程已建成了现代高速公路，这种公路具有限定的入口和最安全的管理。
老式道路常用的拐角形交叉已不使用，而采用互通式立体交叉或其他更为复杂的设计。
现代高速公路通常设有专门的车道，在那里当车辆要驶出公路时可减速驶入时可加速。
汽车车辆专业前桥外文文献翻译中英文翻译外文翻译
外文文献（一）外文原文Front axle general is in the front of the bus, also known as steering axle or drive bridge. Automobile front axle is the last important assemblies, including the steering knuckle kingpin, steering, front beam and other components. Front axle through the suspension and frame, used to support the ground and the frame between the vertical load, but also bear the braking force and lateral force and the force of torque, and ensure that the steering rotation right movement. The axle is connected with the frame through the suspension, support most of the weight of vehicle, and wheel traction or braking force, as well as the lateral force after suspension to frame. In the car used in the steering bridge, the stress condition is more complex, so it should have enough strength. In order to ensure the wheel turns to the correct positioning of angle, make manipulation of light and reduce tire wear, steering bridge should have enough stiffness. In addition, should also try to reduce the weight of the bridge. In short, because of the automobile in the running process of the front axle, the abominable working environment, complicated working condition, the load is alternating load, thus the parts easy to fatigue cracking and even rupture phenomenon. This requires that the structural design must have enough strength, stiffness and resistance to fatigue failure of the ability.The front axle is the main load-bearing parts: the front axle, my company has a tubular and forging type two structural forms, but mainly to forging type mainly. The front ends of each with a fist shape bold part as the kingpin of the site installation. In both sides of the spring support for partial surface, used for the installation of steel plate spring and accessories. Need note here is: U type bolt passes through the front mounting holes need matter beneath the back nut in, often can appear with the front axle sleeve back band interference problem. Why can appear such problem? Design is a problem, because the front dorsal ribs affects front axle load, therefore must have a certain size requirements, and if both before and after the U bolt distance design is too small, not enough gap assembly will appear above problem. Two technical problems, technical problems in two cases. The first is the front dorsal rib symmetry is not good or mounting hole symmetrical degree andeasy to cause the problem; the second is that some host plant in order to avoid the vulnerable, without taking into account the reality of the product and blind to the sleeve outer diameter. Kingpin: is the impact of vehicle performance of main parts. Kingpin has stop groove, pin lock bolt through the stop groove masterPin fixed on the front axle kingpin bore, so that it can't move can not move axially. Knuckle pin machining accuracy is very high, my company is one of the parts of key control. Steering knuckle: steering knuckle is the main steering part of front axle. It uses the main pin and the front axle is hinged by a pair of axle bearing supporting hub combination, to achieve the function of turning. Brake assembly: is the realization of the wheel brake main component, a brake oil and gas brake two forms. Implemented in the vehicle brake command, brake friction plate through the expansion and brake drum machining surface contact friction realization of vehicle brake. Front axle brake option is very critical, if the choice is undeserved, can appear before and after the brake force is not a match, the braking force is not up to the requirements of many problems. Hub combination : by two rolling bearings mounted on the steering knuckle, drive the rotation of the wheels. At the same time with the friction plate to form a friction pair, to realize the brake wheel. Arm: straight rod arm, tie rod arm, respectively, and a straight rod assembly and the tie rod assembly. Formed a steering mechanism and a steering trapezoidal mechanism. The steering mechanism to complete the vehicle steering, steering trapezoid determines the vehicle inside and outside corner is reasonable. The tie rod assembly: is to adjust the beam before the main parts. The rod body is made of seamless steel tube manufacturing, both ends of the spherical hinge joint structure is the joint assembly, by a thread after the installation of the tie rod arm, the rod body is adjustable, so as to adjust the toe. Front axle under the front of the car weight, the car forward thrust from the frame to the wheel, and with the steering device arranged on parts make joint type connection, the implementation of the automobile steering. The front axle is the use of both ends of it through the main pin and the steering knuckle is connected to the steering knuckle, swing to realize vehicle direction.In order to make the running vehicle has good linear driving ability, front axle should meet the following requirements: in order to make the running vehicle has good linear driving ability, front axle should meet the following requirements:1sufficient strength,in order to ensure the reliable bearing wheel and frame ( or monocoque ) between the work force. 2 correct positioning of the wheels, so that the steering wheel movement stability, convenient operation and reduce tire wear. Front wheel positioning includes kingpin inclination, caster, camber and toe-in. 3sufficient rigidity, the force deformation small, ensure the main pin and a steering wheel positioned right angle remains constant. 4knuckle and master pin, steering and front axle between the friction should be as small as possible, to ensure that the steering operation for portability, and has sufficient abrasion resistance. 5 steering wheel shimmy should be as small as possible, in order to ensure the vehicle normal, stable exercise. 6 front axle quality should be as small as possible, in order to reduce unsprung mass, improve vehicle ride comfort.1mini car front axle 1mini car front mini car front suspension generally adopt the independent suspension structure. Front axle load is relatively small, the structure is simple. Mini car front axle usually disconnected movable joint structure, which is composed of a front axle body, strengthen the transverse swing arm, arm etc.. 2 car front axle2 car front axle front axle suspension with Mcpherson car. It bears the driving and steering functions, the suspension is connected with the vehicle body, and the lower end of the wheel bearing housing connected, wheel camber is through the suspension and the bearing shell of the connecting bolt to adjust, auxiliary frame through the elastic part by controlling the arm, ball hinge connected with suspension, improve the driving stability and ride comfort. 3off-road vehicle front axle3off-road vehicle front axle Off-road vehicle steering and driving front axle has two tasks, it is known as the steering driving axle. And it generally drive the movable bridge, with a main driver, differential and the axle shaft. The difference is, due to the need, half shaft is divided into two segments, and by a universal joint, while the main pin are made under paragraph two. The 4truck front axle 4truck front axle truck front axle with I-shaped cross section is mainly used to improve the front bending strength. The upper two plus wide plane, to support the steel plate spring. The front ends each having a fist shape portion, which has a through hole, as a kingpin only. Main pin and left steering knuckle hinge, with a threaded wedge pin crossed with the main pin hole of vertical through holes on the lock pin wedge surface, the main pin is fixed in the axle hole, so that it cannot rotate.In general, common material needed to define the material properties including: elastic modulus, Poisson's ratio, density, specific heat, thermal expansion coefficient. The front axle is mainly composed of two parts, material composition, i.e., front axle and steering knuckle such as zero Department of materials. The front axle is adopted as the material of45 steel, steering knuckle materials using 40Cr.Torsion bar of automobile front independent suspension is the key component, is a slender rod, the induction quenching process is the manufacturing process difficult point, this paper introduces the torsion bar quenching inductor and its process test results, determined using half ring type inductor continuous quenching technology, this method can meet the technical requirements and the quantities of torsion bar production.The forging forging molding, not only greater deformation, but also requires a certain deformation force,Therefore the selection of J53series double disc friction press comparative economics, this series press combined slipping flywheel, combined slipping flywheel can provide highly deformed large forgings with enough to form, and can provide for forgings will required deformation capacity, and not to overload, the series press equipment investment, the cost of the mold and forging cost than die forging hammer and the forging crank press cheap cheap host. At present, the domestic automobile front axle machining process are the following: (1) of two plane milling plate spring seat; the drill two spring seat plane ten holes; the rough milling of two main pin hole of upper and lower end surfaces; the fine mill main pin hole of upper and lower end surfaces; the drilling and reaming main pin hole; the broaching the main pin hole; the main pin hole on the lower end of the countersink reaming pin holes;. In this scheme, the following questionQuestions:1 adopting main pin hole positioning countersink on the lower end, and the end surface of the main pin hole verticality can not be guaranteed, the main pin hole size height can not be guaranteed to the main pin hole; the positioning of the drill pin hole, drill through the cross intersection holes, easy cutting phenomenon, students offset, causing the main pin hole and the locking pin hole center distance can not be guaranteed. (2) of two plane milling plate spring seat; the drill two spring seat plane ten holes; the drilling and reaming pin holes on the rough milling of a main pin hole on upper end; the fine mill main pin hole of upperand lower end surfaces; the drilling and reaming main pin hole. In this scheme, there are the following problems: the process is used to drill the locking pin hole after the drill main pin hole, and the pin - fL: fL size and position size is the key size, kingpin is difficult to ensure the accuracy of the first; fine mill main pin hole of the upper and lower ends after processing the main pin hole, end relative to the main pin hole verticality is difficult to guarantee. (3) of two plane milling plate spring seat; the drill two spring seat plane ten holes; the drilling and reaming pin holes; the rough milling kingpin on upper end; the drilling and reaming main pin hole; the fine mill main pin hole on the lower end surface. In this scheme, there are the following problems : the main pin hole and the pin hole cross intersecting hole size tolerance of0.1mm is not easy to maintain; to adopt the reaming main pin hole, the dimensional tolerances are not easy to be ensured; the final finish milling main pin hole on the lower end surface. The main pin hole and upper and lower end verticality is not easy to guarantee; the main pin hole size can not be guaranteed.Along with our country transportation enterprise rapid development, auto transport carrying capacity and running speed are continually increasing with. So people to the safe operation of the automobile is more and more attention, so the automobile axle design also raised taller requirement. As a result of foreign automobile development starts early, technical inputs, thus technically far ahead of China market, but also there are many insufficient places, still need to improve, technology also needs a breakthrough. Steam car industry as our focus on the development of pillar industries, its prospect is very wide. At present, auto parts production has certain potential, but most enterprises in product research, development and other aspects of the defect, especially lack of less product independent development capacity, can not adapt to the system support, delivery of modules, to participate in international division of labor. Because of this, in the future development, Chinese enterprises should actively absorb the international advanced automotive technology, and constantly improve the self body lines, such as braking systems, steering systems, expand the industry of product variety, improve the integral technology level, increase the strong technological development capability, urges the enterprise faster development, adapt to the trend of globalization of automobile industry.100 years ago, the car was just beginning, the steering is modelled on the carriageand bicycle steering mode, using a joystick or a handle to make the front wheel deflection, thus realizes the steering. Due to the manipulation of effort and unreliable, so often fatal accident. The first horseless pull four wheel vehicle comes out, have a front axle and a front wheel assembly, the assembly being mounted on the crankshaft, front axle center around a point of rotation, using a rod connecting the front axle, focus, through the floor and extends upward, the wheel is fastened on the rod end, in order to manipulate the car. This device in a vehicle speed not exceeding the speed, or very good, but when the vehicle speed is increased, the driver asks to improve steering accuracy, in order to reduce tire wear, prolong the service life of tyre. In 1817, the Germans Lincoln Spang Jay presented similar to the modern automobile, the front wheel with knuckle and beam connection, he developed a kind of automobile front wheel on the main shaft to allow independent rotary structure, which is connected with the steering wheel, steering knuckle and a rotatable pin and front axle, thereby the invention of modern steering trapezoidal mechanism.Since China's reform and opening up, execute in the country the household contract responsibility system reform, make the rural economy is all-time and active. Rural freight traffic and population flow increased dramatically, speeding up the transportation mechanization into rural classicsEconomic development urgent need, it is also the needs of the market that has Chinese distinguishing feature of transport machinery -- emerge as the times require small truck. It has solved the countryside transportation need, fill the villages, townships, towns and urban transportation network is blank, active rural economics, for the surplus rural labor force to find a way out, so that tens of thousands of farmers to be on comparatively well-off road.Small truck manufacturing process is simple, cheap, purchase a car farmers generally in a year or so we can recover the cost. In addition, the highway construction has promoted the rapid development of small truck, the98% villages are on the road, so that the small truck with play.We want to develop a small truck to optimize the design, to make new products, diversification of varieties to meet a variety of needs. In a small truck design, how the complex road conditions to ensure the smooth running of the car quickly, is a serious problem. Then there is the subject of research and design.Automobile front axle driving system important constituent, it is connected with the frame through the suspension, steering wheel mounted at both ends, used to support frame and transmission wheel and frame between a variety of force, and drives the steering knuckle swing to realize vehicle steering. Using the hinge device causes the wheel to deflect a certain angle, so as to realize the steering of a vehicle axle called steering bridge, general vehicle used for steering bridge bridge, the front for steering bridge. Steering bridge not only can make the left and right wheels arranged at the front end to deflect a certain angle to realize the steering, should also be able to bear vertical load and by the road, the brake force is exerted on the longitudinal force and lateral force and the force formed by the moment. Therefore, the steering bridge must have sufficient strength and rigidity. Wheel steering process of internal friction between the pieces should be as small as possible, and to keep the vehicle steering light and the direction stability.Steering axle is generally composed of front axle, steering knuckle, steering knuckle arm, steering knuckle pin and the hub.Front axle general is in the front of the bus, also known as steering axle or drive bridge. The suspension is connected with the frame, used to support the ground and the frame between the vertical load, but also bear the braking force and lateral force and the force moment, and ensure that the steering rotation right movement. In the car used in the steering bridge, stress is more complex, so it should have enough strength. In order to ensure the correct positioning of the steering wheel angle, make the manipulation of light and reduce tire wear, steering bridge should have enough stiffness. In addition, should also try to reduce the weight of the bridge.Front axle under the front of the car weight, the car forward thrust from the frame to the wheel, and the steering device on parts make joint type connection, the implementation of the automobile steering. The cross-country vehicle front axle but also bear and rear axle the same driving task. General cargo vehicle with front engine rear drive arrangement, the front for steering bridge.Automobile front axle design should ensure adequate design strength, to ensure reliable bear acting force between wheel and frame; ensure the adequate rigidity, so that the wheel positioning parameters constant; ensure that the steering wheel have thecorrect localization angle, so that the steering wheel movement stability, convenient operation and reduce the tire friction; steering bridge quality as small as possible, in order to reduce non spring quality, improve the ride comfort of vehicles.译文前桥一般位于汽车的前部，也称转向桥或从动桥。
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。
运输管理外文文献翻译
外文翻译—原文部分Transportation managementTransport cost is influenced by seven factors. The specific factors are distance, volume, density, stow-ability, handling, liability, and market. In general, the above sequence reflects the relative importance of each factor.Distance is a major influence on transportation cost since it directly contributes to variable cost, such as labor, fuel and maintenance.The second factor is load volume. Like many other logistics activities, transportation scale economics exist for most movements. Transportation cost per unit of weight decreases as load volume increases.The third economic factor is product density, which incorporates weight and space considerations. These are important since transportation cost is usually quoted in terms of dollars per unit of weight, such as amount per ton. In terms of weight and space, an individual vehicle is constrained more by space than by weight. Once a vehicle is full in terms of space, it is not possible to increase the amount carried even if the product is light. Since actual vehicle labor and fuel expenses are not dramatically influenced by weight, higher density products allow relatively fixed transport costs to be spread across additional weight. As a result, these products are assessed lower transport costs per unit of weight.The stowability factor refers to product dimensions and how they affect vehicle space ultilization. Odd sizes and spaces, as well as excessive weight or length, do not show well and typically waste space. Items with standard rectangular shapes are much easier to show than odd-shaped items.Special handling equipment may be required for loading or unloading trucks, railcars, or ships. Furthermore, the manner in which products are physically grouped together (e.g., taped, boxed, or palletized) for transport and storage also affects handling cost.Finally, market factors, such as lane volume and balance, influence transportation cost. A transport lane refers to movements between origin and destination points. Since transportation vehicles and drivers must return to their origin, either they must find a load to bring back (“back-haul”) , or when deadhead movements occur, labor, fuel, and maintenance costs must be charged against the original “front-haul” move. Thus, the ideal situation is for “balanced” moves where volume is equal in both directions. However, this is rarely the case because of demand imbalances in manufacturing and consumption locations.Transport documentationSeveral documents are required to perform each transport movement. The three primary types are bills of lading, freight bills, and shipping manifests.The bill of lading is the basic document ultilized in purchasing transport service. It serves as a receipt and documents commodities and quantities shipped. For this reason, accurate description and count are essential. In case of loss, damage, or delay, the bill of lading is the basis for damage claims. The designated individual or buyer on a bill of lading is the only bona fide recipient of goods. A carrier is responsible for delivery according to instructions contained in the document. In effect, title is transferred with completion of delivery.The bill of lading specifies terms and conditions of carrier liability and documents responsibility for all possible causes of loss or damage except those defined as acts of God. It is important that terms and conditions be clearly understood so that appropriate actions can be taken in the event of substandard performance.In addition to the uniform bill of lading, another commonly used type is order-notified. It is important to select the correct bill of lading for a specific shipment.An order notified or negotiable bill of lading is a credit instrument. In provides that delivery not be made unless the original bill of lading is surrendered to the carrier. The usual procedure is for the seller to send the order notified bill of lading to a third party, usually a bank or credit institution. Upon customer payment for the product, thecredit institution releases the goods. This facilitates international transport where payment for goods is major consideration.The freight bill presents a carrier’s method of charging for transportation services. It is developed using information contained in the bill of lading. The freight bill may be either prepaid or collect. A prepaid bill means that transport cost must be paid prior to performance, whereas a collect shipment shifts payment responsibility to the consignee. Considerable administration is involved in preparing bills of lading and freight bills.The shipping manifest lists individual stops or consignees when multiple shipments are placed on a single vehicle. Each shipment requires a bill of lading. The manifest list the stop, bill of lading, weight, and case count for each shipment. The objective of the manifest is to provide a single document that defines the contents of total load without requiring a review of individual bills of lading. For single-stop shipments, the manifest is the same as the bill of lading.Antilock Braking System for Commercial Vehicles The ABS prevents the wheels from locking when the vehicle is overbraked. The vehicle therefore retains its directional stability and steerability even under emergency braking on a slippery road surface. The stopping distance is often shorter as opposed to braking with locked wheels.In contrast to passenger cars, commercial vehicles have pneumatic braking systems. Nevertheless, the functional description of the ABS control circuits for passengers cars applies also to commercial vehicles.The antilock braking system as used in commercial vehicles consist of wheel-speed sensors, an electronic controller and pressure-modulation valves. The ABS regulates the brake pressure in each brake cylinder by increasing the pressure, holding it constant or by reducing it by exhausting to atmosphere. The brake pressurecan be controlled individually for each wheel. Under split conditions (different friction coefficients between right-hand and left-hand wheels, e.g. black ice at edge of road surface, good grip at center of road surface) braking produces a high yawing moment about the vertical axis of the vehicle: this is coupled with a high steering moment as a result of the positive steering roll radii in commercial vehicles. Vehicles with a short wheelbase are thus difficult to control. Therefore, in the case of unequal friction coefficients on right and left, the yawing and steering moments are limited by a modified control at the steering axle. The difference in brake pressure between the right-hand and left-hand braking cylinders does not exceed an allowable value.Depending on the number of controlled axles, there are 2-wheel and 6-wheel ABS systems available in order to be able to optimize the equipping of the various models of commercial vehicle in terms of performance and cost. 2-wheel systems are used predominantly for semitrailers with 2-wheel, 4-wheel or 6-wheel units. The wheels on each axle are individually controlled. Further axles receive the same braking pressure as the controlled axle. 4-wheel systems are used in 4-wheel buses, trucks and trailers as well as in 6-wheel vehicles with 4-wheel unit, the axles of which can be served with one control circuit. 6-wheel systems are intended mainly for vehicles with a long wheelbase, e.g. articulated buses. All systems can be equipped with single-channel or two-channel pressure-modulation valves.With the engine brake or retarder on, the ABS monitors brake slip and regulate it within the allowable range by switching the retarder on and off.In the commercial vehicles with pneumatic/hydraulic converters, e.g. for disk brakes, the ABS allowable the pneumatic brake circuit.In vehicle combinations, full equipping with ABS is the optimum, but even partial equipping with ABS (ABS in towing vehicle or trailer). Makes the vehicle combination easier to control.1. Wheel Speed SensorA wheel-speed sensor consists of a toothed pulse ring and an inductive wheel-speed pickup. The pulse ring is mounted on the hub and, as the wheel rotates, produces in the wheel-speed pickup an A.C. voltage, the frequency of which isproportional to the wheel speed.The wheel-speed pickup is held in a mounting hole by a spring sleeve. When being installed in vehicle, it is pressed in until it comes up against the pulse ring. As a result of the wheel-bearing play and the elastic deformations of axle, it is pushed out by the pulse ring during driving, thus being automatically adjusted to the necessary gap.2. Electronic ControllerThe electronic controller is basically of digital design and contains redundant microcomputers.From the signals from the wheel-speed pickups, these microcomputers calculate the wheel speeds as well as the wheel decelerations and accelerations. A vehicle reference speed is formed from the wheel speeds of two diagonally opposite wheels. With this reference speed and the individual wheel speeds it is possible to calculate the brake slip for each wheel. If a wheel has a tendency to lock, this is determined from the wheel-acceleration and slip signals. In such a case, the microcomputer energize the magnets of the pressure-modulation valves which control the brake pressure in the individual brake cylinders.The electronic controller contains a comprehensive program for the diction of faults throughout the entire antilock system (wheel-speed sensors, controller, pressure-modulation valves, wiring harness).If a fault is detected, the controller switches off the defective part of the ABS. This is indicated by a warning lamp. The service braking system remains fully operational.To speed up trouble-shooting in the workshop, it is possible to switch on the controller self-diagnosis feature by pressing a button. A flashing diagnosis lamp then indicates the defective circuit.3. Pressure Modulation ValveThe pressure-modulation valve consist of the electromagnetic 3/2 pilot valve and the pneumatic 2/2 diaphragm valves, the latter being provided with sufficiently large cross sections. When the pilot valves are energized in suitable combination by theelectronics, the “pressure-holding/pressure-reduction”functions are obtained. No energization means “pressure buildup”.During braking without the ABS coming into operation (wheels showing no signs of locking), the air flows unhindered in both directions through the valves during air admission to and exhausting of the brake cylinders.To minimize the costs of equipping the various types of vehicle with ABS, there are one-channel and two-channel versions of the pressure-modulation valve. The one-channel version is used predominantly in cases where the pressure-modulation valve has to be installed to the side of engine and transmission near the wheel. Thanks to its compact construction, the two-channel version permits centralized installation of the valve on an axle. This advantage can be usually used in omnibuses and trailers.附录B外文翻译—译文部分运输管理运输成本受七个因素影响。
道路交通安全——英汉对照
道路交通安全主要内容：汽车碰撞。
道路安全旨在减少由机动车辆碰撞造成的伤害（死亡、受伤、财产损失）。
道路交通事故造成的伤害比其他所有运输方式（航运、海运、空间等）都要严重。
道路交通安全研究的重点在于如何减少道路交通事故以及降低道路交通事故所产生的后果的严重性。
一起道路交通碰撞是一个涉及了造成公路及车辆伤害的事件。
其原因在于收集数据时，只能包括受损的车辆，而一个人在道路中摔倒而导致的严重后果则不被认为是交通事故致命。
受害人必须被车辆撞击而导致身体伤害才能被视为交通事故。
背景道路交通事故是世界上最大的公众健康和受伤的问题。
这个问题一直是更敏锐，因为受害者撞车事故之前是无比健康的。
根据世界卫生组织统计，全世界每年有超过一万人死于交通事故。
用于评估道路安全措施的标准主要有事故率、事故死亡人数，通常还用亿车公里死亡人数。
在美国，每英里的百万车辆事故数通常用于评价道路安全。
速度是现代公路的设计的一个关键目标，但是受速度的严重影响，居住者和行人都到了受伤。
当地居民Joksch(1993)发现司机在事故中死亡的概率随着第四的速度(通常是指影响数学术语，意思变化的速度)的增加而递增。
突然的加速(或减速)造成的严重伤害，这是难以测量。
然而，再次碰撞技术可以用来评估之前的车辆速度碰撞。
因此，这一速度变化作为加速度替代。
干预有多种形式。
对公路事故成因可能是司机(如驾驶失误，疾病和疲劳)，车辆(制动、方向盘、或节流失败)或道路本身(缺乏眼前的距离，可怜的路边清晰的区域，等等)。
干预力图减少或赔偿这些因素，或者减轻发生的事故的后果。
一个全面的干预大纲可以道路交通安全管理系统中发现。
道路设计在附近的道路上有许多脆弱的道路使用者，如行人和骑自行车的人，可以发现，交通纾缓措施可以作为实现道路安全一种工具。
主要依靠人类本能和相互作用，如眼神接触的共享空间的方案，由于它们的有效性，除去传统的交通信号和标志，甚至消除马路和人行道的区别，也变得越来越受欢迎。
交通安全作文英语
交通安全作文英语Traffic Safety。
Traffic safety is a matter of great concern for everyone. As the number of vehicles on the road increases, the risk of accidents also rises. It is essential for all road users to be aware of the importance of traffic safety and to take responsibility for their own actions.First and foremost, drivers must follow all traffic laws and regulations. This includes obeying speed limits, using turn signals, and yielding to pedestrians. It is also crucial for drivers to avoid distractions, such as texting or talking on the phone, as these can lead to accidents. Additionally, drivers should always be aware of their surroundings and be prepared to react quickly to unexpected situations.Pedestrians also play a significant role in traffic safety. They must use crosswalks and obey traffic signalswhen crossing the street. It is essential for pedestrians to be aware of their surroundings and to make eye contact with drivers before crossing in front of them. By being mindful of their actions, pedestrians can help prevent accidents and stay safe on the road.Furthermore, cyclists and motorcyclists must also adhere to traffic laws and regulations. They should wear helmets and other protective gear to reduce the risk of injury in the event of an accident. It is also crucial for cyclists and motorcyclists to be visible to other road users, especially at night, by using lights and reflective clothing.In addition to following traffic laws, all road users must be considerate and respectful of others. This includes being patient and courteous, especially in heavy traffic or congested areas. By showing kindness and understanding to one another, road users can create a safer and more harmonious environment for everyone.Moreover, education and awareness are essentialcomponents of promoting traffic safety. It is crucial for young people to learn about traffic laws and safe practices from an early age. Schools, communities, and government agencies should provide education and resources to helpraise awareness about the importance of traffic safety. By teaching and promoting safe behaviors, we can help reducethe number of accidents on the road.In conclusion, traffic safety is a sharedresponsibility that requires the cooperation of all road users. By following traffic laws, being considerate and respectful, and promoting education and awareness, we can create a safer environment for everyone. It is essentialfor all of us to take responsibility for our actions and to work together to prevent accidents and injuries on the road. Only by doing so can we ensure the safety of ourselves and others while traveling.。
关于交通安全英语作文
关于交通安全英语作文Traffic Safety。
Traffic safety is a critical issue that affects everyone. With the increasing number of vehicles on the road, the risk of accidents has also risen. It is essential for everyone to be aware of the importance of traffic safety and to take necessary precautions to ensure the safety of themselves and others.First and foremost, it is important for drivers to obey traffic laws and regulations. This includes following speed limits, stopping at red lights, using turn signals, and yielding to pedestrians. It is also crucial for drivers to avoid distractions such as texting or talking on the phone while driving. By following these rules and regulations, drivers can significantly reduce the risk of accidents and ensure the safety of themselves and others on the road.In addition to following traffic laws, it is importantfor drivers to maintain their vehicles properly. Regular maintenance, such as checking tire pressure, brakes, and lights, can help prevent mechanical failures that couldlead to accidents. It is also important for drivers to be aware of their surroundings and to anticipate potential hazards on the road. By staying alert and focused while driving, drivers can react quickly to unexpected situations and avoid accidents.Pedestrians and cyclists also play a crucial role in traffic safety. It is important for pedestrians to use crosswalks and obey traffic signals when crossing the street. They should also be aware of their surroundings and make eye contact with drivers to ensure that they are seen. Cyclists should follow traffic laws and use hand signals to indicate their intentions to drivers. By being aware oftheir surroundings and following traffic laws, pedestrians and cyclists can reduce the risk of accidents and ensure their safety on the road.In conclusion, traffic safety is a critical issue that affects everyone. By following traffic laws and regulations,maintaining vehicles properly, and being aware of their surroundings, drivers, pedestrians, and cyclists can ensure the safety of themselves and others on the road. It is essential for everyone to take necessary precautions to prevent accidents and to promote a safe and secure environment for everyone. By working together, we can make our roads safer for everyone.。
公共交通运输系统外文文献翻译英文参考
公共交通运输系统外文文献翻译(含：英文原文及中文译文)文献出处：Marinov Kim. The fractal structure of Seoul’s public transportation system[J]. Cities, 2013, 20(1):31-39.英文原文Public transportation systemMarinov KimAbstractTransportation systems provide significantly different services than urban suburbs, which often leads to different assumptions about the user's choice of transportation method. The simulation model mentioned in this paper proposes a policy for evaluating the impact of transport services. The mode of transportation is considered to be public transport, including light rail transit (light rail) and buses, plus private cars. In the three-step traveler behavior simulation model, the concept of generalized transportation cost is used. It proposes various types of transportation, as well as advice on residents’ travel options and the quantification of suburban residential community forms, and uses data derived from a typical corridor in Beijing, China. The simulation results show that lowering fares, increasing the comprehensive capacity of public transport, and penalties for private cars are necessary to improve the efficiency of the system and the attractiveness of the suburbs, especially for those withlow income; without roads Pricing will encourage middle-income residents to shift to private cars. At the same time, high-income earners may leave the suburbs due to road congestion; however, improvements in public transportation can attract more short- and medium-distance travelers, but passengers are not sensitive to travel distance.Key words: generalized cost, public transportation, congestion pricing, transportation service, BeijingSince the 1990s, large and medium-sized cities in China have experienced suburbanization, and the spatial structure of these cities has been gradually formed, relying heavily on the advancement of transportation. Due to population explosions and the transformation of the central cities, many suburban towns have developed into residential areas, and most of these newly developed towns and cities are employed by central cities or nearby industrial areas. For example, more than 80% of the residents of the Longkou suburban community work in Beijing or in central cities in developed regions. Almost half of the Beijing community residents are employed in the CBD of Chaoyang District. These areas pose new challenges to traffic policy makers and urban planners in the planning of transportation systems and the provision of operational efficiency.In many cases, border towns connect central cities or industrial parks via highways and city tracks. Compared with traditional cities, suburbanexhibitions exhibit more stable modes of transport use, rely more on public transportation, private cars, and less use of motorized modes (bicycles, walking). Working distance has a greater impact on people's mode of transportation than any single factor. This feature can profoundly affect the suburbanization of the population and restrict some people from immigrating to the suburbs.This article uses Beijing in the northwestern region as a test case to analyze the policies for transport services, mainly the costs and service quality, and will affect the overall transport system and urban spatial structure. The organization of this article is as follows: Section 2 briefly reviews some of the recent literature on the choice of transport mode and compares it with the Haicheng Corridor case in Haicheng City, especially China. The third section discusses the concept of transport costs in general and establishes new concepts, including the use of generalized costs and the obstacles to shifting the cost budget. In the fourth quarter, the passenger transport mode selection behavior simulation model was introduced between public transport and driving, and then it turned to the China experience transport service policy and the selection of Haicheng Haicheng travel mode. In the fifth section, the special mention was made of the rapid suburbanization of the northwestern region using Beijing's light rail and highway. In section VI, the main findings and policy implications are drawn. A large number of research institutions arestudying the choice of transportation mode and individual travel mode. In general, there are three common ways to determine this problem. The first part focuses on the characteristics of each model that influences choice decisions, and the empirical research used to change the results, study people and tourism purposes. For example, the travel-to-work behavior in Accra (Ghana) is primarily determined by the perceived quality of service, commercial commuter cars, and the personal circumstances of the employees, rather than by waiting for the time or the car. In the United Kingdom, to determine the itinerary for visiting relatives and friends, economic factors explain the choice of mode to a large extent, and the reasons for qualitative use of private transport are often secondary (Cohen, Harris, 1998). Examples of images used by Johansson and other Swedish workers indicate that the two sensations of flexibility and comfort affect the individual's choice pattern. According to the experimental field research and statistical analysis in Frankfurt, Germany, there are four types of people. One group seldom pays attention to money and time. The second group attaches great importance to money but does not attach much importance to time. The third group attaches great importance to it. The fourth group seldom pays attention to money but attaches great importance to time. Lin Tancu et al. selected data from 1998 that the Dutch national tourism survey team confirmed spatial allocation, land use and transport infrastructure, and had a major impact on long-distancetravel patterns such as commuting, business and leisure travel.The concept of generalized transportation costs is often used to evaluate and explain tourism behavior. Generalized travel costs include travel time, overtime, money costs, parking fees, and some negligible tips. However, this concept is different in different literature because of different research purposes. For example, generalized cycling costs are as follows: travel time, physical needs, comfort, traffic safety, the risk of bicycle theft, the cost of parked bicycles, maintenance costs, and personal safety. The generalized concept of monetization is usually the conversion of travel time into monetary expenses, increased fees, and fees collected. In this study, the commuter travel behavior was simulated. The three transports are all related to the concept cost. The first one can be defined as budgetary obstacles, including operating expenses, road maintenance fees, and parking fees. The second is the generalized cost and time cost of monetization, including operating expenses, as well as parking fees. Users are presumed to minimize the monetization costs of individuals and differentiate their traveler from travel time and cost. The generalized monetization cost of public transportation is to calculate the time of access to the train station, waiting time, which is calculated based on the progress, waiting time, and fare. Monetization costs include travel time, fees, car operating costs, and parking fees at work locations. The third concept is to determine the cost of the mode transfer cost, that is,congestion caused by discomfort. It is speculated that if the passengers in the vehicle have far exceeded capacity, new passengers will be transferred to other affordable transport methods.Roads that run through cities and villages are usually not only private cars but also public cars. From previous experience, road pricing can greatly increase the user's remaining area, and the cost of public transportation can greatly reduce the congestion caused by long-term travel, especially if the user largely loves public transportation. Option 2 shows that high-income travelers have to abandon plans for regular migration to the suburbs, mainly due to the serious congestion caused by free use. The other group is passengers who have deeply affected middle-income people. They switched from public transport to private car driving.The reduction in bus fares and the increase in bus lines have led many middle-income residents to move to the bus, while car users have shifted to the light rail, especially those short-distance travel. In addition, the study found that a comprehensive policy to improve public transport services and some private car punitive measures will help improve system efficiency and the attractiveness of suburban communities.This integrated system includes the reduction of light rail and bus fares, the improvement of service quality, and the collection of highway tolls. It should be pointed out that the light rail has been designed toincrease the use of public handrails to make public transport more attractive to users, and thus reduce road congestion. According to the simulation results, the reduction in LRT and bus fares and the increase in passenger capacity make this model more attractive to those low- and middle-income travelers. The end result is that more and more people migrate to the suburbs, from low-income to high-income classes. Of course, improvement of public transport services requires government subsidies. This is also a worldwide phenomenon. The economic travel distance of each model is hardly affected by the policies of different transport services. Public buses are used for short-distance travel, while middle- and long-distance people prefer light rail. On the other hand, car users do not matter. The results show that these low-income citizens have moved to suburban economic housing due to existing transport service policies, including relatively high fees for public transportation and roads, and limited light rail and bus lines. Of course, all modes of transport have a certain degree of influence on people working from home.Urban transport is a major area of government policy throughout the world. Transport policy will also affect the urban form, especially suburbanization. In Beijing, many economic apartments are designed for the construction of low-income residents. There are two main issues before the decision on major issues. First, from past experience, a large number of permanent residents in suburban communities are middle- orhigher-income people. And many owners still live in the city center, and suburban houses are only used for vacations. In addition, residents are constantly complaining about traffic congestion and relatively high toll roads, especially during peak hours. The simulation results of this study explain these phenomena and try to give corresponding policy implications.中文译文公共交通运输系统Marinov Kim摘要运输系统提供了与城市郊区显着不同的服务,这通常会导致有关用户选择交通方式的不同假设。
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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。
在航空，平均每年大约有750人死亡，几乎所有有关帮助导航私人的在小一般航空飞行员的飞机，每年我们也有一打管道从气体爆炸事故。
相比之下,美国有大约43300国道及250万人受伤死亡事故从去年的近600万[1]。
每一天,超过16000的事故发生在美国的高速公路。
一个拥有约3亿人口的,我们已有超过2.5亿名注册的车辆。
汽车工业是一个主要的经济力量在美国,但公路伤害和死亡是对经济拖引擎。
机动车事故在美国估计花费每年超过2300亿美元[2]。
1.3驱动相关介面的功能的语音识别和互动;自主导航，个人通讯游戏实现我们可以展开新的DSP的功能应该平衡的反对战略的问题，“但是如果我们当前吗？”“是的，我们可以开发高效的系统。
最近5年各种运输方式平均每年的死亡人数是海上774人，铁路806人，航空752人，高速公路42731人，管道14人。
但我们是否应该是一个价值问题取决于一个层次的驾驶任务。
新系统是否能直接提高车辆控制？它是否在导航？它是否能在对司机驾驶没有负面影响的同时更好的服务于司机？驾驶环境是指由许多不同的互动因素，如类型的车辆，路线，时间，天气，交通量，加上一大堆的活动，继续在营运车辆监控孩子，吃，听音乐，打电话，等司机领取基本牌试验；但他们没有经常性的培训，他们没有接受医疗评估，和他们的教育和语言能力有很大的不同。
司机可以完全没有经验的车辆类型，可以进行无计划行程，并可以查看驱动为继发于其他个人的活动在汽车。
此外，许多司机不花时间了解他们的车，不明白他们的驾驶习惯影响他们的安全，并没有看过他们的所有者的手册。
总的说来，开车是一个简单的任务，它必须，因为几乎每个人都能够做到，从经验不足的16岁开始，一直到70 -80岁的老年人，司机有广泛的能力。
然而，相比以前的一代，汽车的新汽车电子稳定控制，移动地图显示，蓝牙手机连接处，iPod 的驱动音响，现在，乘客的视频显示器数组中的一个复杂的控制任务。
作为我们要努力改善与整合这些电子系统和添加的功能，给下一代的高速公路的车辆，我们需要谨慎考虑司机的这个角色，从安全的角度，错误会很昂贵。
1.4注意力，视觉效果和系统接口安全理事会具有50年历史的调查人类表现在交通意外中。
在这段时间里，我们都受益于对科学的不断进步，人的因素和认知工效学。
人为因素影响工程设计过程中导致了早期原型，任务映射，设计管理，开发利用系统的限制来提高安全性。
以用户为中心的设计理念[ 3 ]车载系统的开发正成为规范，而不是例外。
设计师首先问：什么是我们解决问题？用于车载系统，应该是驱动问题。
为了使之有效，我们需要测试的有效性假设，我们纳入特别设计假设的驱动器和一个范围广泛的行为，认知，感知，和心理因素。
这些个体差异的区别是利用数字信号处理器驱动程序识别系统。
司机往往超越视觉或知觉能力在一些关键的驾驶情况，包括当超越前车时，加入或过境高速路，或在回答一些夜间情况。
鉴于大量需求，推动地方视觉感知，这是审慎考虑替代显示方式[ 9]。
不同的感知通道视觉处理，听觉感知是不超载在驾驶的任务。
这是，事实上，很少使用[ 10]。
虽然听觉显示研究的领域是有限的，结果是正面的。
听觉路线指导信息已与更有效的驱动，按时间和距离[ 11]；听觉路线制导装置导致更少的导航错误[ 12 ]；和驱动程序已发现的反应更快，用更少的错误使用听觉信息系统而非视觉系统[ 13]。
皮革年龄界定一套准则选择听觉或视觉展示渠道的特点的基础上的信息，环境，和任务[ 14]。
使用这些指导方针，听觉介绍信息是适当的，当邮件（1）简短，和短暂的；（2）需要立即行动；和（3）以后没有被涉及到。
然而,系统界面解并不是简单的“听觉代替视觉“信息显示。
系统的工作量与取决于信息复杂性的回场车显示是有关系的，互动要求需要操纵系统,并且时间压缩和对信息的压缩是有关系的。
举个简单的例子,有一个认知能力的限制是独立的知觉模式。
即使视觉和听觉感性通道都没有超载输入的讯息,然而大量的信息舒服依然可以创造出一种认知过程的瓶颈。
这就导致了系统的反应减缓,就像“隧道效应”那样分散并且使重点缩小,最终导致信息遗失。
一直以来,研究人员发现它在分类不同类型的驾驶活动是非常有用的[15],而我们现在的区别,通常是指控制、指导、导航任务。
例如, 驾驶与旅行规划和导航相关的活动有一个弹性的时间可能会或可能不会影响车辆的控制窗口。
许多导航方面的信息可以被推迟，直到交通情况容许才能考虑所呈现的资讯,这就避免认知负荷的超载。
然而,从设计的角度来看, 最好是在不调用驱动程序分配一个实时的层次结构，认知要求的方式来约束系统。
不同于战略规划的任务，存在不同的情况设计，以增加车辆的实时操作和控制的车载系统。
这些提供有关交通标志，下一回合的方向，并避免碰撞的驱动程序的系统对时间的要求是很严格的，因为他们的重点事对车辆在一个有限的时间内表现的控制活动。
时间限制是一个重要的的特性来区分和战略任务，如路线规划和战术任务，车道跟踪[16]。
到驱动程序的性能成关注机制和应用研究的理论研究表明，在车内显示系统应尽量减少时间依赖性，双重任务的情况下。
反过来，这意味着，听觉和视觉显示的时间之间的区别，应纳入设计系统支持驾驶任务。
1.5车载系统技术车载系统技术区分车辆系统避免崩溃是非常有用的，它成为汽车的运作不可或缺的，通常需要很少部分的驱动程序上的互动，并且和这些系统合并为一个控制回路组件的驱动程序。
许多制造商已经对现有车型的形式提供了一些碰撞避免技术。
这些自治系统稳定控制，翻车，行车班次，和追尾碰撞影响不依赖于驱动程序的启动行为。
一个系统的不同类别的重点在于与司机的沟通。
例如，汽车为中心的服务，如远程诊断，远程车辆出入，天气传感和碰撞通知，目前在许多车辆上实现的。
目前，商业船队经营者使用数据通信联系移动舰队，预先计划路线的问题，并通知司机定期维修。
在将来，这种变速器将包括车辆的软件升级，故障诊断报告，和订购零件和收到召回和服务的通知的能力。
我们最终会看到基本连接车辆的生活不需要不断支付认购，通过共享信息处理所有制造商的代表的实用工具工作。
为司机提供的公路信息将作为共同负担得起和调频收音机：这项技术的广播频谱已经确定，和地球静止轨道卫星和地面为基础的塔计划在2012年推出。
基于集成化车辆的安全系统是一个新的USDOT车辆安全倡议建立和实地测试的综合碰撞预警系统，以防止轻型车和重型商用卡车追尾，变道，和巷道碰撞。
这些系统也正在汽车中部署。
1.6 司机的注意力分散人类因素工程师知道有效的接口开始于对什么人试图做什么的分析，而不是作为一个显示器来显示系统应该显示的。
这只是提供信息和帮助活动之间的区别，是在促进驱动程序的性能，而不是导致司机分心的。
提高车辆安全5A最近自然驾驶由国家公路交通安全管理局和弗吉尼亚理工大学运输研究所进行的研究产生了现实世界的数据对驾驶员的行为[17]。
大规模的，检测的车辆研究包括约43,000 小时241司机，行驶2万英里的数据。
早期的结果表明，视觉注意力不集中和从事次要任务作出贡献，导致60％的撞车。
更具体地说，寻找前进道路超过2秒崩溃的几率增加一倍。
证据清楚地表明，任务需要更长，更频繁的目光远离道路，而这是不利于安全驾驶的[18]。
还应当指出，即使警方的报告肯定低估了问题的严重性，注意力不集中有三分之一会导致追尾和变道事故[19]。
100车的研究结果表明拨打手持无线设备，增加2.8倍的风险，但风险不只是操纵手机，通话或听免提装置增加了三分之一的风险（1.3）。
这和早期的研究是一致的。
2005年，公路安全保险研究所发现，使用手机的澳大利亚车手卷入一场严重的事故中概率是没用手机的四倍。
不管他们是否使用免提听筒或扬声器电话等设备使用免提耳机或说话者设备，如电话。
如果我们认为车辆听觉显示就像个交谈框，不断地告诉司机能直观看到的，那么，他们就等同于一个令人讨厌的东西。
相反，我们需要设计重点在于智能选择有利于驾驶的信息的听觉显示器。
未来的汽车可能是能够获得约54万条路旁标志的信息，但当它会影响司机的车辆安全控制，或当他们特别要求一类的信息，司机需要那些标记代表着什么。
当火车在交叉路口时，司机只要被通知注意交叉路口。
司机不需要了解他们旅途中德每个交叉路口的情况，他们只要与其相关的下一个路口的情况。
系统集成也是一个重要的问题。
不同厂家制造防抱死制动系统，稳定控制系统，防撞，并且这些系统必须协同工作，以避免各种道路危险。
这些技术的开发人员必须考虑系统将如何使用，显示将位于什么地方，需要多少信息，哪些信息具有优先权，系统什么时候该发挥作用，并在紧急情况下如何系统应有的功能。
1.7的结论工程的研究在司机在介面接触/沟通协调能力取得了重大进展，但人为因素的驱动程序接口方面，将这些系统的成功实施的关键。