南京工业大学交通工程专业英语翻译(袁国林)

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交通运输专业英语翻译

交通运输专业英语翻译复习材料交通运输专业英语翻译Traffic jam and the consequences such as noise airpollution violence and human stress arebecoming the common scenario of large metropolitan areas everywhere.Roads are normally trafficsaturated and new constructions suffer of long delays due to government budget restraints.Can moderntechnology be used to substantially improve the existing urban traffic capacity The objective of thisstudy is to bring up alternatives for urban transportation improvement based on recent availabletechnologies. In particular the automation of highways having automobiles and buses controlled bycomputers in platoon formation is envisioned to improve highway jams. In USA Japan and Europeseveral studies and experiments have been done in this direction. The PATH program of the highwaysystem of California a cooperative program of universities research institutes government agenciesand the private sector involving multidisciplinary knowledge has been an inspiration for this workl. The focus of this study is the large metropolitan of Great Si30 Paul0 in Brazil having more than 12million people and growing traffic problems. 交通拥堵和其造成的结果，如：噪音、空气污染、暴力和压力等逐渐成为各大城市区域的普遍现象。

交通工程专业英语短语翻译

Building materials 建筑材料Takeoff stages 起飞阶段Inflationary problems 通货膨胀问题Transport as physical process of moving people and goods 交通作为人与货物移动的物理过程Look for alternatives to 寻找替代品A remarkably wide range of user services and technologies 相当广泛的用户服务和技术Safely readiness 安全预警Adaptive cruise control自动巡航控制系统Full automation system 完美的自动化系统Driverless vehicles 无人驾驶汽车Operational and institutional concept 运营和制度概念Charter service 特许服务Contracting party 缔约方Right-of-way 路权overlooked 被忽视An innate view of mathematical or structural elegance一个天生的数学或结构优雅的视图tangible criterion-cost 切实的成本标准carry the economic analysis to this level of detail达到经济分析这种细节If justified in aggregate terms 如果总体而言合理With the optimum allocation of resources 最优的资源分配Intertemporal 跨时期的interpersonal differences人与人间的差异Abutting 邻接的as-built capacity竣工的能力grade separations 立体交叉weaving sections 交织区段Cross slope 横向坡度moderate rainfall 中等雨量heavy rainfall 大的雨量melt and drain across 融化和排水striping and pavement marking, or by corrugated depressions 路面纹理和路面标记或波纹洼地所影响Local government 当地政府Pubic authority 公共权威Call for 要求transportation facilities 运输设备as environment favorable to 对环境有利Objectives are specific, attainable, and measurable目标是具体的、可实现的、可衡量的equal public transportation costs 平等的公共交通费用foregoing equal-transportation-cost objectiveThe preceding step of trip generation 前一步的出行生成links trip origins to destinations 连接起源至目的地Home-based trips 基于家庭的出行social-recreation 消遣娱乐routed over 路由be accommodated by 进行调和traffic-carrying capacity 运输能力Maintaining prescribed operational qualities规定的运行质量level grade 平坡度predictive adjustments 预测调整in the long term 从长远角度来看maximum flow rate 最大流率Horizontal and vertical alignments 水平线性和纵断面律性signalized intersections 信号控制交叉口Level terrain 平原地形Rolling terrain 丘陵地形Mountainous terrain 山区isolated upgrades of significant length 长上坡Passenger automobiles 客运汽车motorcycle occupant 摩托车驾驶员pickup truck 敞篷小型载货卡车van occupants 货车的持有人The trend in the death rate 死亡率的趋势safety hazards 安全隐患booby-traps 陷阱imaginative and cost effective junction designs富有想象力的有成本效益的交叉口设计a large proportion of the population 大部分的人口the foreseeable future 可预见的未来a vast array of measures 大量的措施road junctions 道路交叉口Roundabouts 环形交叉口traffic-handling capacity 交通处理能力junction layouts 交叉口布置Point road closures 道路点的封闭hard and soft landscaping 硬软式风景pedestrianized shopping streets 商业街visual cues 视觉暗示be broken down into 分为informatory signs指示标志opening or humped back bridges 曲面桥Roadworks 道路施工important places of interest 重要的名胜古迹heritage sites 遗产型景区census points 调查报告点。

交通工程专业英语

Unit 1 The Evolution of Transport交通工具的演化The evolution of transport has been closely linked to the development ofhumankind throughout the earth’s history．Transport’s early function was to meet the basic need of hauling food supplies and building materials．But with the formation of tribes，then peoples，and finally nations，the societal and economic functions of transport became m ore and more complex. At first there was mobility required for individuals，clans，households，and animals to protect them against，and to escape from，the dangers of natural disasters and tribal aggressions，and in the search for the best places to settle．As tribal groups formed and gradually established their geographical identity，transport was increasingly needed to open up regions for development，to provide access to natural resources，to promote intercommunal trade，and to mobilize territorial defense．When the first nations came into being，transport played a major rolein establishing national integrity．交通工具的演变紧密相连的人类在整个地球的历史发展。

交通工程专业英语翻译14-23单元

Unit 14Scheme layout 规划方案traffic schemes交通计划AONB（areas of outstanding natural beauty）著名的自然风景区SSSI（special scientific interest）特殊的科研用地listed buildings 受保护的建筑archaeological sites 考古遗址adherence to 忠诚，坚持turning characteristics 转向性能be recovered from 通过。

的补偿HGV重型货车kerb lines路缘石，路缘线swept paths 加宽车道DoT交通运输部rigid or articulated 刚性的或铰接的车front and rear overhang 前悬和后悬swept area 扫略面积on the major route 主路on the side road 支路channelised layout 渠化方案pelican crossings on the far side 在远处rural 乡下的generous 慷慨的，大方的，有雅量的constraint 约束，强制，局促conservatian 保存，保持，守恒collision 碰撞，冲突condition 条件，情形reroute 变更旅程characteristic 特有的，特征，特性predominate 掌握统治主要的突出口有力的private car 私人汽车manoeuvre 策略调动demountable 可卸下的street furniture 街道家具drawbar 列车间的挂钩wheelbase 轴距车轮接地面积crossroad 十字路十字路口歧途Traffic Planning Steps交通规划步骤（Data collection数据收集Forecasts预测Goal specification明确目标Preparation of alternative plans可选择计划的准备Testing检验Evaluation 评价Implementation实施）Levels（Policy planning政策规划Systems planning系统规划Preliminary engineering初步设施建造Engineering design 建造设计Planning for operations of existing systems or services现存系统运营的设计）Cost estimation 成本估算traffic flow simulation交通流模拟an action plan实施性规划quantitative data数据资料in the light of 按照，根据，当作stratification 层化成层阶层的形成assign 分配指派赋值quantitative 数量的量的transportation improvement 交通运输改善feedback 回授反馈反应deliberate 深思熟虑的故意的null 无效力的，无效的benchmark 基准legislature 立法机关takeover 接收接管transit system 运输系统Conrail 联合铁路公司corridor study 路廊环境研究，高速通道研究deregulation 违反规定Unit 16Four-step planning procedure四阶段规划法：trip generation 出行生成，trip distribution, 出行分布modal split,方式划分traffic assignment交通分配urban transportation planning 城市运输规划transportation facility 运输设施gap 间隙差距Trip rate出行率the target planning years目标规划年trip end 出行端点traffic zone交通小区car trips and public transport trips小汽车和公共交通出行gravity model重力模型centroids traffic zones交通小区形心all-or-nothing assignment 全有全无分配法capacity restrained assignment容量限制分配法multipath proportional assignment多路径概率分配法a measure ofLink impedance路径阻抗interlocking 联锁的favorable 赞成的Unit 17longitudinal spacing纵向间距level terrain 平原地形Rolling terrain丘陵区Mountainous terrain山岭区Crawl speed is the maximum sustained speed that heavy vehicles can maintain on an extended upgrade of a given percent 爬坡速度是重型车辆在一定比例的延长的爬坡段上的最大行驶速度signalization conditions信号控制条件signal phasing信号相位timing配时type of control 控制类型an evaluation of signal progression for each lane group每车道组的信号联动评价的全部规定saturation flow饱和流量saturation flow rate 饱和流率topography 地形学curb 路边account for 说明解决得分estimation 估计，预算，评价Unit 18fatalities.恶性事故motorcycle occupant摩托车成员vehicle-miles traveled车公里poorly timed signals配时不当House of Representatives' Subcommittee众议院Federal aid Highways hearings联邦政府助建公路Unit 19Biographical descriptors个人经历Chronic medical conditions长期医学状况Hearing听力Loss of limb 肢体残疾Vision视力face validity表面效度raw 擦伤处inadvertent 不注意的疏忽的illumination 照明阐明启发Unit 20One-way street单向交通industrial parks工业园区transition areas转向区域circuitous route迂回区域the one-way pair成对的单向街道central business districts 中心商业区residential lot 居民区Unit 21Junction types交叉口类型uncontrolled nonpriority junctions; 不受控制的非优先次序交叉口priority junctions; 优先次序交叉口roundabouts;环形交叉口traffic signals; 交通标志grade separations立体交叉）Traffic sign 交通标志Warning sign 警告标志Regulatory sign 禁止标志Directional informatory sign 方向指示标志other informatory sign 其他指示标志Carriageway narrowing车道狭窄limit capacity限制容量congestion charging拥挤收费innovation solutions革新方案pedestrian crossing人行横道traffic capacity of road道路交通通行能力highway networks 公路网Traffic Management 交通管理innovation solutions 革新方案signal-controlled 信号控制的traffic capacity of road 道路通行能力pedestrian crossing 人行横道Unit 22Traffic Surveillance交通监管field observations 实地观察Electronic surveillance.电子监管Closed-circuit television.闭路电视Aerial surveillance .无线电监管Emergency motorist call systems .驾驶员紧急呼救系统Citizen-band radio .城市广播Police and service patrols巡逻警察服务aerial surveillance 空中监测空中监视predetermined value 预先确定的值，事先规定的值Unit 23Be subject to受制于Parking surveys停车调查（Parking supply survey停车位供应调查Parking usage survey停车场使用情况调查Concentration survey)停车饱和度调查Durationsurvey持续时间调查Parker interview survey停车访问调查）On-and-off-street路边和路外停车trip destination出行终点the trip-maker出行生成者a closed circuit闭循环Unit 24Date to源于，追溯trade-offs交换，平衡positive guidance 正确引导root-mean-square 均方根Saturn 土星Pascal 帕斯卡filter 滤波器man-machine systems 人机系统交通工程专业英语翻译Unit 21 （文拿董德忠戚建国）Traffic Management交通管理Objectives目标Traffic management arose from the need to maximize the capacity of existing highway networks within finite budget and, therefore, with a minimum of new construction. Methods, which were often seen as a quick fix, required innovation solutions and new technical developments. Many of the techniques devised affected traditional highway engineering and launched imaginative and cost effective junction designs Introduction of signal-controlled pedestriancrossings not only improved the safety of pedestrians on busy roads but improved the traffic capacity of roads by not allowing pedestrians to dominate the crossing point.交通管理起源于这样一种需要，那就是在预算有限的情况下，以最少的新建工程项目，最大限度的提高现有道路网的通行能力。

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。

交通工程专业英语

Unit3I ntroductionTransport telematics, also known as intelligent transport systems (ITS), are concerned with the application of electronic information and control to improve transport. Some new systems have already been implemented and the pace of implementation can be expected to quicken. With a crystal ball, we can foresee how a typical journey to work may look in 10 years time.Before leaving home, you check your travel arrangements over tile internet. Often you choose to travel by public transport and you can identify travel times and any interruptions affecting the service. On this occasion, you choose to travel by car as you have an appointment later in the day at one of those oldfashioned business parks that are inaccessible by public transport. There are no incidents recorded on your normal route to work so you do not bother to use your computer route model to select an optimum route for you.Once in your car, you head for the motorway and select the cruise control, lane support and collision avoidance system, allowing you to concentrate on your favorite radio service. Suddenly, this is intelrupted by the radio traffic-message channel service giving you information about an incident on your route. You are not surprised when, at the next junction, the roadside variable message sign (VMS) corffirms this; motorway messages really are believable now!You feel pleased with yourself that you have preceded your in-car navigation system with the coordinates of your final destination, and soon you are obtaining instructions on your best route with information updated from the local travel control center.As you near your place of work, you are aware of roadside messages informing you of the next park and ride service. You choose to ignore these as you will need to make a quick getaway for your appointment. You then check that your travel card is clearly displayed inside the car; you don't want to be fined for not having a positive credit for the city's road pricing and parking service! The same card gives you clearance to your parking space; you activate your parking vision and collision control just to be sure of not scratching the MD' s car next to you.Using transport telematicsAll these information and control services, and many more besides, are discussed in the UK Government' s eonsuhation document. One way of categorising these services is into the following application areas: （1）traffic management and control（2）tolling and road pricing（3）road safety and law eifforeement（4）public transport travel information and ticketing（5）driver information and guidance（6）freight and fleet management（7）vehicle safety（8）system integrationAll these applications are being developed with assistance from research and pilot implementation programmnes in Europe, USA and Japan.Traffic management and controlAny traffic management and control system needs information on traffic flows, speeds, queues, inci-dents (accidents, vehicle breakdowns, obstructions) air quality and vehicle types, lengths and weights.This information will be collected using infrared, radio, loop, radar, and microwave or vision detectors.In addition, public and private organizations will provide information on planned events (roadworks, leisure events, exhibitions).The use to which this information is put depends on the objectives set for management and control.Network management objectives set for urban areas include: （1）influencing traveller behaviour, in particular modal choice, route choice and the time at which journeys are made.（2）reducing the impact of traffic on air quality.（3）improving priority for buses and LRT vehicles.（4）providing better and safer facilities for pedestrians, cyclists and other vulnerable road users.（5）restraining traffic in sensitive areas.（6）managing demand and congestion more efficiently.The software systems used will include control applications such as SCOOT, SCATS, SPOT and MOTION. These are responsive systems, which control a network of traffic signals to meet these objectives. Automatic vehicle location and identification will provide information for giving priority or allowing access to certain vehicles only.Interurban network management systems will have similar objectives but will make greater use of access control by ramp metering and other means, and of speed control and high-occupancy vehicle lane management. Regional traffic control centers will advise motorist of incidents and alternative routes by VMS and by RDS-TMC, a signal FM radio service broadcasting localized traffic messages and advice to drivers.Tolling and road pricingInterurban motorway tolling and urban road pricing provide another approach to meeting network management objectives while obtaining additional revenue that can be invested in transport. Singapore's electronic zone pricing, the TOLLSTAR electronic toll collection andADEPT automatic debiting smart cards are examples of such applications. These systems rely on microwave or radio communication to anin-vehicle transponder in a smart card with detection of vehicle licence plates using image processing for enforcement purposes.Public transport travel information and ticketingTravel information is needed by passengers at home or office and also during their journey. London Transport's ROUTES computer-based service offers routing, timetable and fares information on all public transport services in London through public inquiry terminals.Real-time travel information is provided in London by the COUNTDOWN system which is being expanded to cover 4000 bus stops. A similar system called STOPWATCH is available in Southampton as part of the ROMANSE project and is based on Peek' s Bus Tracker system which can detect buses using either radio beacons or GPS (Global Positioning System) which uses satellites to identify locations.ROMANSE also includes TRIP lanner interactive enquiry terminals with touch screens providing travel information.Problems with tickets for through journeys can be a deterrent for travelers choosing public transport.Smartcard stored-value tickets can provide a single ticket for car parking and all legs of a journey served by different operators.Driver information and guidanceDriver information systems include the RDS-TMC radio data system-traffic message ehannel, initially trialled between London and Paris in the PLEIADES project and elsewhere in Europe in similar EC-funded projects. There is also the Traffic master service which uses infrared monitors to identify congestion and an in-car visual map-based screen to inform drivers of congestion.Driver guidance systems aim to take this a step further by informing drivers of their route and giving guidance on navigation. Communication between the control center and the vehicle can be by roadside beacon or by digital cellular radio networks based on GSM (global system of mobile communications) as in SOCRATES. Commercial products include Daimler Benz's copilot dynamic route guidance system trialled in Berlin and Stuttgart and Philip's Car Systems CARIN. Similar products, such as the VICS advanced mobile information service, are commonly available in Japan.翻译：介绍交通通讯,也被称为智能交通系统(它的),与应用电子信息和控制,提高运输。

Do Traffic Tickets Reduce Motor Vehicle Accidents

交通工程专业英语结课论文Do Traffic Tickets Reduce Motor Vehicle Accidents? Evidence from a Natural ExperimentDara Lee Luca土木与交通学院交通工程袁小会20110XXXXDo Traffic Tickets Reduce Motor Vehicle Accidents?Evidence from a Natural ExperimentDara Lee Luca∙First published:18 September 2014Full publication history∙DOI:10.1002/pam.21798AbstractThis paper analyzes the effect of traffic tickets on motor vehicle accidents.Ordinary least squares (OLS) estimate may be upward biased because police officers tend to focus on areas where and periods when there is heavy traffic and thus higher rates of accidents. This paper exploits the dramatic increase in tickets during the Click-it-or-Ticket campaign to identify the causal impact of tickets on accidents using data from Massachusetts. I find that ticketssignificantly reduce accidents and nonfatal injuries. I provide suggestiveevidence that tickets have a larger impact at night and on female drivers.INTRODUCTIONReducing motor vehicle accidents is a key concern for health policy makers.Motor vehicle accidents cause more than 40,000 deaths and several millioninjuries each year, and are also the leading cause of death among children in the United States (Center for Disease Control and Prevention,2011). While a large body of literature examines the impact of regulations and technological innovations, such as seat belts, airbags, and child safety seats (Braveret al.,1997; Carpenter & Stehr,2008; Levitt,2008), there has been considerably less work on the effect of traffic law enforcement. In particular, whether traffic tickets—the primary traffic law enforcement tool—are effective in decreasing road accidents remains an open question. Addressing the question is complicated by the issue of reverse causality—more police officers tend to be stationed at areas and during periods with higher rates of traffic accidents, in which case ordinary least squares (OLS) estimate of the effect of traffic tickets on accidents may be upward biased.Further, while the ostensible goal of traffic tickets is to improve road safety, recent literature demonstrates that traffic tickets are often used as a tool to generate revenue for local municipality budgets (Garrett & Wagner,2009; Makowsky & Stratmann,2009).1There is also compelling evidence that police officers are influenced by personal preferences when giving out tickets (Anbarci & Lee,2008; Antonovics & Knight,2009).2It is thus unclear whether tickets would fulfill their intended purpose of increasing road safety.The limited existing literature on the impact of traffic law enforcement on motor vehicle accidents has provided mixed results. Carr, Schnelle, and Kirchner (1980) use the Nashville traffic police strike in 1978 as a natural experimentand report no significant deterioration in road safety during the strike. Conversely, Beenstock, Gafni, and Goldin (2001) use panel data on road sections in Israel and find some evidence that large-scale enforcement reduces road accidents, but that small-scale enforcement has no effect. More recently, DeAngelo and Hansen (2014) demonstrate that the mass layoff of the Oregon State Police due to budget cuts was associated with a marked increase in injuries and fatalities. Makowsky and Stratmann (2011) use the financial health of a town as an instrument for the number of tickets issued to demonstrate that more tickets lead to fewer accidents. However, most of the existing studies use the number of police officers as the measure of traffic law enforcement, which may not be accurate because police have other duties besides patrolling traffic. Monthly data could also obscure the sensitivity of the behavior of drivers to traffic tickets.This paper exploits exogenous variation in the number of tickets issued to identify the causal impact of traffic tickets on motor vehicle accidents using daily municipality-level data from Massachusetts. In the fall of 2002, Massachusetts participated for the first time in the Click-it-or-Ticket (CIOT) program, a federal program that was initiated and funded by the National Highway Traffic Safety Administration (NHTSA). The program is carried out throughout the federal y ear through six “mobilizations” of one to two week periods, during which designated police officers specifically and aggressively focus on traffic law enforcement. Although the program focuses on seat beltuse, Massachusetts had a secondary seat belt law until 2007, which meant that while drivers and passengers were required to wear seat belts, police could not pull them over solely for failing to wear a seat belt. The motorist would have to be committing another traffic offense, such as speeding, in order for the police to have sufficient grounds for pulling a motorist over. Thus, I argue that the main impact of the CIOT campaign is to increase the degree of traffic law enforcement overall, and serves as a natural experiment to examine the impact of tickets on motor vehicle accidents.There were two state-wide mobilizations that took place in Massachusetts during November and December of 2002. The November mobilization was held during the two weeks surrounding Thanksgiving and the December mobilization was carried out the week before Christmas. However, these periods were presumably chosen because there are higher traffic volumes (and therefore potentially higher rates of accidents) around holiday periods. To address the concern of endogeneity, I control for the periods that would presumably have been chosen for mobilizations had the campaign taken place in 2001. After controlling for these periods in 2001, calendar and municipality fixed effects, as well as a host of other municipality-specific time-varying variables, the increase in tickets during the actual mobilization periods in 2002 is then arguably exogenous to accidents. Results from reduced form regressions and using the mobilizations as an instrument for tickets bothsuggest that there is a negative and significant relationship between tickets and accidents. The estimated accident elasticity with respect to tickets is approximately −0.28—a 1 percent increase in tickets issued leads to a 0.28 percent decline in motor vehicle accidents. The estimated elasticity of nonfatal injuries with respect to tickets is smaller at −0.17. I demonstrate the reduction in accidents is higher in municipalities that issued more tickets during the mobilizations, which is consistent with the idea that tickets per se are reducing accidents rather than other concurrent factors. The main results are robust to a number of different specification checks. Finally, I show that tickets are more effective in more densely populated areas, and provide suggestive evidence that tickets have a larger impact at night, as well as a larger effect on female drivers. However, tickets do not appear to differentially affect age groups. These results on the heterogeneous effects of tickets may help inform policy makers how to allocate enforcement in order to achieve the highest impact. Data Sources and DescriptionThe data used in this paper are drawn from two main sources. The tickets data include all traffic tickets issued in the state from April 1, 2001, through January 31, 2003, covering all 350 municipalities. The database has detailed information on the offense type, ticket amount, location and time, demographic data about the driver, as well as the model and make of the car. The particular beginning and end dates of the sample period are exogenous to thisstudy—the tickets data set was kindly shared by Bill Dedman and Francie Latour, who first collected the extensive data from the Massachusetts Registry of Motor Vehicles for a series of Boston Globe articles examining ticketing behavior and racial profiling in Massachusetts. The authors were not aware of the CIOT program.The motor vehicle accident data are from the Massachusetts Highway Safety Division and includes all accidents that were reported to the Registry of Motor Vehicles for the same period. Each accident includes information on date, time, location, number of vehicles involved, and severity. I also obtain additional demographic data from the Highway Safety Division on the age and gender of the drivers involved in each accident. The demographic data are available only from 2002 onwards. I then link the tickets and accidents data sets by municipality and date to create a panel data set describing the number of tickets issued and accidents for each day in the sample period, for each municipality. The unit of observation is thus at the date/municipality level.In addition to the tickets and accidents data, I collect daily weather information and gas data, which could potentially affect both traffic volume and accidents. The weather data includes daily precipitation, snowfall, snow depth on the ground, and mean temperatures for each municipality based on the closest weather station. There are altogether 57 weather stations that collected daily weather data for the relevant data period, and I link each municipality to itsclosest weather station. Gas data consist of retail prices for regular unleaded gas for each municipality for each day in the sample period.Finally, I include year-varying municipality level data that are intended to capture characteristics that could be correlated with both traffic volume and accidents, such as the municipality unemployment rate, population, number of registered motor vehicles per capita, luxury cars per capita, trucks per capita, motorcycles per capita, and average car age.Instrumental Variable ResultsThe main results of the paper, which are the estimates from the instrumental variable (IV) regressions, are reported in Table4, panel B. As I argue in the identification strategy section, the increase in tickets due to the CIOT mobilizations can be viewed as exogenous after controlling for other factors. There is also a strong first-stage relationship between tickets and the CIOT mobilizations (Table4, columns 1 and 2). The IV model hence uses the CIOT mobilizations as a single instrument for tickets, controlling for the same covariates in equation(1)as well as Treatment Periods to adjust for any confounding differences in traffic conditions due to holiday periods. The coefficients on tickets in columns 3 and 4 imply that a unit increase in tickets decreases accidents by approximately 0.05, and the estimates are statistically significant at the 1 percent level. Since there are on average 4.8 tickets issued and 0.88 accidents in a municipality, this implies the elasticity of accidents withrespect to tickets is approximately −0.28—a 1 percent increase in tickets leads to a 0.28 percent decrease in motor vehicle accidents.7Next, I examine whether tickets have any impact on nonfatal injuries caused by motor vehicle accidents (columns 5 and 6). For injuries, the IV estimate is significant at the 10 percent level when including municipality-specific time-varying controls. If we take the estimate at face value, the elasticity of injuries with respect to tickets would be −0.17. I find no evidence that tickets affect the composition of accidents, that is, the number of injuries relative to total number of accidents (columns 7 and 8).To my knowledge, Makowsky and Stratmann (2011) is the only other study that examines the impact of traffic tickets on road safety. They use the financial health of a town—whether a town asks voters to approve a property tax override referendum—as the instrument for tickets. By putting an override referendum in front of voters, the town board indicates that the town is in fiscal distress and that they would like to raise additional revenue.8They find comparable results. Their IV estimates indicate that a unit increase in tickets leads to 0.12 (SE = 0.034) fewer motor vehicle accidents and 0.044 (SE =0.022) injuries. Their unit of observation is at the month-municipality level and the mean of tickets, accidents, injuries are at 82.68, 36.93, and 15.83, respectively. Their results thus translate into an elasticity of accidents with respect to tickets of −0.27, which is very close to the elasticity found in thispaper. They find a somewhat higher elasticity of injuries with respect to tickets of −0.23.Mechanism: Tickets versus InformationThere are two main mechanisms that could lead to the observed result of fewer accidents during the CIOT mobilizations. The first is a deterrence effect, both for drivers who receive a ticket and those who observe other drivers receiving a ticket. For example, giving a ticket to a driver who was going 80 mph on a road where the speed limit is 55 mph could deter the recipient from further speeding, and thus be less likely to be involved in an accident. There could also be a visual deterrence effect, for example, drivers observe another car being pulled over for speeding and therefore slow down and drive more carefully.Second, it is possible that tickets per se did not drive the reduction in accidents. As noted earlier, there was a concurrent state-wide media campaign during the CIOT periods.9While the media campaign would only be credible if there were an actual increase in ticketing, the estimated impact of tickets on accidents would be overstated if the media campaign was the main mechanism through which accidents were reduced.I argue that the main mechanism was indeed through tickets and not through the spread of information through the media campaign (or other related channels, such as through the social networks of ticketed drivers). First,previous literature suggests that advertising campaigns have no or little effect until accompanied by highly visible enforcement (Elder et al.,2004;Foss,1989; Williams et al.,1987; Wintemute,1992). The prevailing wisdom is that enforcement campaigns are more effective when accompanied by widespread advertising and publicity, but that advertising and publicity alone may only have a short-term effect that soon dissipates in the absence of enforcement. Second, if the spread of information about the CIOT mobilizations was the main mechanism, the reduction in accidents should not vary systematically by how many tickets were written in a particular town. In other words, if ticketing mattered, then it should have had a larger effect in the towns that issued more tickets. In panel A of Table5, I include an interaction term of CIOT and Active Ticketing, a binary variable which I define to be 1 if the average number of tickets issued daily during the CIOT periods exceeded the average number of tickets issued daily in the control periods. This seems to be a reasonable proxy for active traffic enforcement during the mobilizations. Overall, participating municipalities on average give out more tickets, have more accidents, and have higher population densities. It is possible that municipalities that choose to participate have different accident risk factors or marginal costs of ticketing (e.g., municipalities with higher population densities may have higher accident risk factors or lower marginal costs in implementing CIOT).10These municipalities may therefore have larger expected gains from participating in CIOTCONCLUSIONThis paper examines whether traffic tickets affect road safety as measured by motor vehicle accidents. A naïve OLS regression of accidents on tickets suggests that there is no impact of tickets on accidents. However, an analysis using exogenous variation in the number of tickets issued to identify the causal effect of tickets on road safety gives rise to distinctly different results—tickets in fact lead to fewer motor vehicle accidents. Further, tickets help to reduce nonfatal injuries stemming from motor vehicle accidents. In addition, the heterogeneous impact of tickets suggests that there is scope for intervention, for example, by allocating more resources toward municipalities with higher population densities and increase traffic enforcement at night since tickets have a larger impact during nighttime. Also, females appear to be more deterred by traffic law enforcement than men. However, there do not appear to be differences in the impact of tickets on different age groups. Overall, the findings of this paper suggest that as unpopular as traffic tickets are among drivers, motorist behavior does respond to tickets. ACKNOWLEDGMENTSI thank Tom Garrett, Michael Luca, Claudia Olivetti, Daniele Paserman, as well as several anonymous referees, for helpful comments and suggestions. I am grateful to Bill Dedman for sharing the tickets data, multiple sources at the Massachusetts Department of Transportation Highway Division for providingthe accidents and fatalities data, as well as Barbara Rizutti at the Massachusetts Executive Office of Public Safety and Security for providing the demographic breakdown of accident victims.1、Makowsky and Stratmann (2009) show that police officers in towns, which are more budget-strapped are more likely to issue a ticket than a warning. Garrett and Wagner (2009) find that significantly more tickets are issued in counties the year following a decline in revenue.2、Anbarci and Lee (2008) find that minority officers, particularly African Americans, are harsher on all motorists but even harsher on minority motorists. Antonovics and Knight (2009) find evidence for preference-based discrimination among police officers. Their results demonstrate that officers are more likely to stop and search a car if officer race and driver race differ.3、Adjusted for population, however, the accident rate among the 15 to 24 years age group is twice as large as that of the 25 to 64 years age group. A more appropriate measure may be to adjust the number of accidents by the number of drivers on the road from that group, but unfortunately those numbers are not available.4、It should be noted that out-of-state tickets need to be paid just as routinely as in-state tickets, and most states have a reciprocal relationship between other states to keep track of any traffic convictions. Forty-five states and the District of Columbia participate in the Driver License Compact (DLC). Georgia,Michigan, Wisconsin, and Tennessee are the only states that do not participate in this interstate compact.5、This leads to a smaller sample size because there are a number、of observations where zero accidents were recorded.6、While data on fatalities are available, I do not present any analysis on fatalities due to lack of statistical power.7、All results using the level numbers of tickets and accidents (instead of rates per 100 miles) yield similar results and can be obtained by request.8、Their instrument rests on the caveat that the only impact of fiscal distress on motor vehicle accidents is through the number of tickets issued. However, one could imagine that fiscal distress would affect accidents through other channels such as unemployment (and therefore less traffic), poorer road maintenance, and other unobservable variables. The authors attempt to address these issues by including various controls and by using different specifications.9、It is my understanding from discussions with the Massachusetts Highway Safety Division that the main component of the CIOT program, particularly in its inception year, was the increase in traffic law enforcement.10、I revisit this issue in the penultimate section of the paper when I explore heterogeneous effects by municipality population density.译文：难道交通违例减少机动车交通事故？从自然实验证据Dara Lee Luca•第一个首次发布：9月18日2014Full出版史•DOI：10.1002 / pam.21798摘要本文分析了交通罚单的机动车事故的影响。

俞同华版_交通工程专业英语文章翻译Unit1-8_16_21_22_23

运输部门的增加无法满足有效且公平需求的问题，这是一个所有国家必须应对努力促进经济和社会进步。

能源供应的限制，高额的资本和运营成本，往往与外汇组件以及与运输有关的环境污染的很大一部分用于这个严重性的问题。

但运输是并将继续是世界发展和人类福利的基本要求。

没有任何其他选择，只能寻求替代或修改目前的运输系统，使能源消耗和成本永存相关的技术和业务模式的特点是减少对环境的影响，可以保持在最低水平。

显然，交通需求的发展将被控制。

翻译：设计目标,公交优先的措施典型的公交优先措施可分为4种类型:busways ~、公共交通(2_)交通和停车场管理措施Qtraffi c信号控制~汽车站的改进。

这些被认为是独立的,但在实践中设计了一个巴士路线走廊将着重从所有这些措施类别。

(1)busways、公共交通With-flow公交车道较为普遍。

他们能够在拥挤的公共汽车来避免队列的道路通过提供一个弄清楚标明签署和执行,在交通管制禁令,禁止使用一般的交通。

Contraflow公交车道,避免迂回路线使汽车,如在一种回转系统,通过允许双向运动在路段上公共汽车。

一个连续的主要缺点是它contraflow巴士车道街道访问由车辆,防止如货运车辆,不准使用它。

Busways和bus-only街道提供一个专门的轨迹,用公共汽车(2)交通和停车场管理措施这是典型的no-entry,禁止将控制,允许公共汽车(也可能是骑自行车的人)做运动禁止其他车辆。

财务和空间的许可证。

一个解决方法是权威的高速公路提供存取路线,使commemial性能下降,提供肩和让居民获得相对的,在豪宅的停车的性质。

(三)交通信号控制交通信号控制包括:@信号的言论@Selective车辆被动公交优先detection-active公交优先队列中“@ @重叠阶段安置、交通和公共汽车Presignals计量@推进区域。

(四)。

公共汽车站的改进一个主要的原因,在市区巴士延迟和一般的交通是不顾别人的停车场附近公交车站。

交通工程专业英语教学

附件1佳木斯大学课程教学大纲机械工程学院交通运输教研室制订（修订）附件2 专业英语课程教学大纲课程名称：专业英语Special English课程编码：09416215总学时数：60学分：3开课单位：机械工程学院交通运输教研室适用专业：交通运输适用对象：大学本科一、课程的性质、类型、目的和任务本课程为高等学校交通运输专业课。

为了能够及时地通过各种信息源，了解交通管理的新动态及发展现状，促进与世界的交流，作为交通类专业的本科学生具有一定的阅读与翻译汽车专业英语文献的能力。

专业外语是与专业基础课密切相关的课程，通过学习，加强学生对专业知识的掌握，同时提高本科生的外语水平，阅读能力，及对专业词汇的掌握。

二、本课程与其它课程的联系与分工本课程宜从三年级第一学期开始，以确保学生学习本课程具有所需要的交通专业的基础。

三、教学内容及教学基本要求[1]表示“了解”；[2]表示“理解”或“熟悉”；[3]表示“掌握”；△表示自学内容；○表示略讲内容；本课程分七章，包括第一章：交通工程介绍（Introduction to Traffic Engineering），第二章：交通系统的特性和组成（Characteristics and Components of Traffic System），第三章：交通流特性（Traffic Stream Characteristics），第四章：交通调查（Traffic Studies）,第五章：交通管理与控制（Traffic Management and Control），第六章：交通规划（Traffic Planning），第七章：智能运输系统（Intelligent Transportation System）。

其中交通工程介绍（Introduction to Traffic Engineering）讲述交通工程的定义，研究范围，功能；交通工程的研究目标；交通工程的构成要素，交通工程面临有待解决的问题等。

交通工程专业英语英译汉

交通工程专业英语英译汉With the rapid development of transportation engineering, the demand for English-to-Chinese translation in this field has been increasing. This article aims to explore the challenges and opportunities of translating traffic engineering terminology and texts from English to Chinese.**Challenges in Translating Traffic Engineering Terminology**Traffic engineering, being a highly specialized field, possesses a unique vocabulary that often requires a deep understanding of both the source and target languages. For instance, terms such as "traffic flow," "intersection design," and "traffic control systems" must be translated accurately to convey their specific meanings within the context of traffic engineering. Additionally, the use of technical jargon and abbreviations adds further complexity to the translation process.Moreover, cultural differences can pose challenges in translating traffic engineering terms. Concepts that arefamiliar in one culture may not have direct equivalents in another, requiring translators to find creative solutions that maintain the original meaning while adapting to the target culture's context.**Opportunities in Translating Traffic Engineering Texts**Despite the challenges, there are also numerous opportunities in translating traffic engineering texts. Firstly, with the globalization of the transportation industry, there is a growing need for cross-cultural communication. This creates opportunities for translators who are proficient in both English and Chinese to bridge the language gap and facilitate the exchange of ideas and knowledge.Secondly, the advancement of technology has brought about new translation tools and platforms that greatly improve translation efficiency and quality. These tools, such as machine translation and online dictionaries, provide translators with convenient resources to lookup unfamiliar terms and phrases, enabling them to work more efficiently and accurately.Lastly, the increasing demand for traffic engineering expertise in China presents an opportunity for translators to specialize in this field. By specializing in traffic engineering translation, translators can build a reputation and expertise in this area, opening up more translation opportunities and potentially higher compensation.**Conclusion**In conclusion, while translating traffic engineering terminology and texts from English to Chinese can be challenging, it also offers numerous opportunities for translators. By overcoming the linguistic and cultural barriers, translators can play a crucial role in promoting the development of the transportation industry both domestically and internationally.**交通工程专业英语英译汉的挑战与机遇**随着交通工程的快速发展，该领域的英汉翻译需求不断增加。

交通工程专业英语翻译(全)

Unit 1 The Evolution of Transport交通工具的演化The evolution of transport has been closely linked to the development of humankind throughout the earth’s history．Transport’s early function was to meet the basic need of hauling food supplies and building materials．But with the formation of tribes，then peoples，and finally nations，the societal and economic functions of transport became more and more complex. At first there was mobility required for individuals，clans，households，and animals to protect them against，and to escape from，the dangers of natural disasters and tribal aggressions，and in the search for the best places to settle．As tribal groups formed and gradually established their geographical identity，transport was increasingly needed to open up regions for development，to provide access to natural resources，to promote intercommunal trade，and to mobilize territorial defense．When the first nations came into being，transport played a major role in establishing national integrity．交通工具的演变紧密相连的人类在整个地球的历史发展。

交通工程专业英语

交通运输远程信息处理系统，通常也被称为智能交通系统（ITS），是利用电子信息和控制技术来改善交通的系统。
2.On this occasion, you choose to travel by car as you have an appointment later in the day at one of those old-fashioned business parks that are inaccessible by public transport.
随意在公交车站附近停车是引起市区公交车和总体交通延误的主要原因之一。
4.The positioning of bus stops is often dictaded by practicaliaties such as avoiding banks and post offices,where space for special delieveries is required,snd avoiding creating poor sight lines for side road traffic.
预警系统可以提供听觉上、视觉上或触觉上的提示，从而使驾驶员警觉到潜在的不安全因素，然后驾驶员就要采取纠正措施以避免危险的发生。
3.There have not yet been introduced in public road applications, but they are carrying millions of passengers every day in airport people movers and a variety rojevof urban transit systems(Vancouver, Pairs,London,Tokyo,Lyon and Lille).

《交通工程专业英语》课程教学大纲(本科)

交通工程专业英语(Traffic Engineering English)课程代码：04410030学分：2学时：32 （其中：课堂教学学时：32 实验学时：上机学时：课程实践学时：）先修课程：大学英语、交通工程学适用专业：交通工程教材：《交通工程专业英语》，郭岚主编，人民交通出版社，2016-01-01一、课程性质与课程目标（-）课程性质交通工程专业英语是交通工程专业的一门专业基础课。

它的主要任务通过对交通工程专业英语的，使学生掌握科技英语的语言特点，翻译技巧；掌握交通工程专业的英语术语，进而能阅读、理解和翻译中等难度的英文专业资料；通过一定时间的锻炼，使学生具有一定水平的将中文专业资料和论文翻译成英文的能力，为今后从事工程技术工作，科研工作及开拓新技术领域，打下坚实的基础。

（二）课程目标（根据课程特点和对毕业要求的贡献，确定课程目标。

应包括知识目标和能力目标。

）1.知识方面1.1掌握交通工程领域相关的词汇及专业术语；1.2掌握英汉语言对比，词义选择及引伸，词类转译法，增词法和重复法，省略法，特殊句型的译法，长句的译法；2.能力与素质方面2.1培养学生查阅翻译专业外文资料的能力；2.2培养学生关注国外专业发展动态，并不断完善自身综合素质的能力；（三）课程目标与专业毕业要求指标点的对应关系本课程支撑专业培养计划中毕业要求指标点5-3、12-1、12-2.毕业要求5-3：能够运用多种现代信息工具检索、分析交通工程重要文献资料和解决方法;1.毕业要求12-1：对自主学习和终身学习的必要性有正确的认识；.毕业要求12-2：有不断学习和适应发展的能力。

二、课程内容与教学要求Chapter 1Introduction to Traffic Engineering（一）课程内容1.Traffic Engineering Definition, Scope and Functions2.Research Objectives of Traffic Engineering3.Elements of Traffic Engineering4.Modern Problems for Traffic Engineers（二）教学要求掌握本章中的相关词汇和交通工程相关内容的英文表述方式Chapter 2Characteristics and Components of Traffic Systems（-）课程内容1.Road Users2.Vehicles Characteristics3.Streets and Highways4.General Environments（二）教学要求掌握本章中的相关词汇和交通系统相关英文表述方式Chapter 3Traffic Stream Characteristics（一）课程内容1.Macroscopic Parameters2.Microscopic Parameters3.Relationships among Various Parameters4.Types of Traffic Flow（二）教学要求掌握本章中的相关词汇和交通流相关英文表述方式Chapter 4Traffic Studies（一）课程内容1.Objectives of Traffic Studies2.Types of Studies3.Volume Studies4.Speed and Travel Time Studies5.Intersection Delay Studies6.Parking Studies7.Accidents Studies（-）教学要求掌握本章中的相关词汇和交通研究相关英文表述方式Chapter 5Traffic Management and Control（一）课程内容1.Traffic Control Devices2.Intersection Control3.Traffic System Management（二）教学要求掌握本章中的相关词汇和交通管理与控制相关英文表述方式Chapter 6Traffic Planning（一）课程内容1.Fundamentals of Transportation Planning2.Transportation and Land Use3.Transportation Demand Analysis4.Trip Generation Model5.Trip Distribution Model6.Modal Split Model7.Trip Assignment Model8.Introduction to Disaggregate Model（二）教学要求掌握本章中的相关词汇和交通规划相关英文表述方式Chapter 7Intelligent Transportation System（-）课程内容1.Introduction to ITS2.GIS and GPS in ITSwork Optimization4.Sensing Traffic Using Sensors5.In-Vehicle Routing and Personal Route Informationmercial Routing and Delivery7.Dynamic Assignment8.Intelligent Vehicle（二）教学要求掌握本章中的相关词汇和智能交通系统相关英文表述方式三、学时分配及教学方法四、课程考核五、参考书目及学习资料[1]《交通工程专业英语》，哪万江/马丽丽，机械工业版社，2012年5月第1版[2]《交通工程专业英语》，林丽，中国林业出版社，2012-08-01六、大纲说明（内容可包括课程基本要求、习题要求及其它一些必要的说明）1.本课程除了要求学生掌握专业相关的英语词汇外，还要求加强对阅读能力的提高；2.除了教材内容外，课堂教学中还会鼓励学生利用课余时间检索国外相关资料，并进行课堂讨论和交流；3.课后会布置一些关键词让学生去检索资料并进行翻译，并计入作业成绩。

《交通工程专业英语》——浅谈城市轨道交通(英文版)

Urban Rail TransitAbstract：With the acceleration of urbanization and motorization，traffic congestion is rapidly becoming one of the important problems that constraint the development of urban city。

On the basis of the current situation of urban transport systems，the paper aims at explaining the characteristics of rail transportation and discussing the great advantages that it has brought to urban construction on the aspects of environmental protection, efficiency，safety and so on .Keywords：Rail Transportation Metro Light Rail Sustainable DevelopmentThe development of modern urban transport has promoted large improvement of social productivity to meet the growing consumer demand for transport, and to boost the city's prosperity to mankind, thus has brought great wealth。

But road congestion，accidents，air and noise pollution，energy shortages and other issues come accordingly。

交通运输专业英文翻译

交通运输网络分析专业英语（3）国际贸易与运输交通管理与控制智能交通港站与枢纽城市公交与轨道交通运营高速公路运营与管理
要课程英文翻译英文课时数 Advanced Mathematics General Physics Linear Algebra Probability and Mathematical Statistics Mechanical Drafting Engineering Material and Fundamentals of Machine Manufacturing Electronics in Electrical Engineering Hydraulic and Pneumatic Transmission Engineering Mechanics Construction of automobile Fundamentals of Mechanical Design Operations Research Traffic Engineering Transportation Engineering Modern Design Method Automotive Electrical Equipment Automobile Application Engineering
汽车服务工程方向 Automobile Service Engineering
交通运输管理方向 Transportation Management
汽车检测与维修技术专业英语（1）发动机原理与汽车理论汽车电子控制技术汽车再生技术西方经济学汽车电气设备汽车服务管理信息系统汽车服务工程专业英语（2）会计学原理国际贸易商务谈判汽车供应链管理西方经济学交通运输组织学交tion and Maintenance Technology Specialty English(1) Engine and Automobile Theory Automobile Electronic Control Technology Automobile Regeneration Technology Principle of Economics Automotive Electrical Equipment Automotive Service Management Information System Automobile Service Engineering Specialty English（2） Principles of Accounting International Trade Business Negotiations Automotive SCM Principle of Economics Organisation of Transportation Transportation Planning

交通工程专业英语重点翻译

Finally, problems caused by dwindling world energy resources, particularly petroleum, have increasingly impeded transport services and operations. Most existing transport modes are critically dependent on petroleum derivatives for proper functioning. With unabated growth of demand for transport and a progressively limited supply of energy, the costs of providing transport have increased steadily. In particular, the disproportion of petroleum requirements and petroleum supply has caused serious inflationary problems to arise in many countries. Especially hard hit are countries with a partial or total dependence on an external petroleum supply, which have experienced growing deficits in their current accounts.最后，这些问题引起世界能源资源的日益减少，特别是石油，已越来越多地阻碍交通服务和操作。

大多数现有的运输方式都是以依赖石油衍生品才能正常运转。

随着需求量的增长与不衰减得运输和能源供应的有限，逐步提供运输的成本已经稳步增加。

交通工程专业英语翻译

Un it 1 The Evolution of Tran sport 交通工具的演化The evolution of transport has been closely linked to the development of humankind throughout the earth?shistory. Transport?s early function was to meet the basic need of hauling food supplies and building materials But with the formation of tribes, then peoples and fin ally n ati ons , the societal and econo mic functions of tran sport became more and more complex. At first there was mobility required for individuals , clans, households and animals to protect them aga in st, and to escape from, the dan gers of n atural disasters and tribal aggressions and in the search for the best places to settle. As tribal groups formed and gradually established their geographical identity transport was increasingly needed to open up regions for development, to provide access to natural resources to promote intercommunal trade , and to mobilize territorial defense . When the first nations came into being , transport played a major role in establishi ng n ati onal in tegrity.交通工具的演变紧密相连的人类在整个地球的历史发展。

交通工程专业英语

Unit3IntroductionTransport telematics, also known as intelligent transport systems (ITS), are concerned with the application of electronic information and control to improve transport. Some new systems have already been implemented and the pace of implementation can be expected to quicken. With a crystal ball, we can foresee how a typical journey to work may look in 10 years time.Before leaving home, you check your travel arrangements over tile internet. Often you choose to travel by public transport and you can identify travel times and any interruptions affecting the service. On this occasion, you choose to travel by car as you have an appointment later in the day at one of those oldfashioned business parks that are inaccessible by public transport. There are no incidents recorded on your normal route to work so you do not bother to use your computer route model to select an optimum route for you.Once in your car, you head for the motorway and select the cruise control, lane support and collision avoidance system, allowing you to concentrate on your favorite radio service. Suddenly, this is intelrupted by the radio traffic-message channel service giving you information about an incident on your route. You are not surprised when, at the next junction, the roadside variable message sign (VMS) corffirms this; motorway messages really are believable now!You feel pleased with yourself that you have preceded your in-car navigation system with the coordinates of your final destination, and soon you are obtaining instructions on your best route with information updated from the local travel control center.As you near your place of work, you are aware of roadside messages informing you of the next park and ride service. You choose toignore these as you will need to make a quick getaway for your appointment. You then check that your travel card is clearly displayed inside the car; you don't want to be fined for not having a positive credit for the city's road pricing and parking service! The same card gives you clearance to your parking space; you activate your parking vision and collision control just to be sure of not scratching the MD' s car next to you.Using transport telematicsAll these information and control services, and many more besides, are discussed in the UK Government' s eonsuhation document. One way of categorising these services is into the following application areas: （1）traffic management and control（2）tolling and road pricing（3）road safety and law eifforeement（4）public transport travel information and ticketing（5）driver information and guidance（6）freight and fleet management（7）vehicle safety（8）system integrationAll these applications are being developed with assistance from research and pilot implementation programmnes in Europe, USA and Japan.Traffic management and controlAny traffic management and control system needs information on traffic flows, speeds, queues, inci-dents (accidents, vehicle breakdowns, obstructions) air quality and vehicle types, lengths and weights.This information will be collected using infrared, radio, loop, radar, and microwave or vision detectors.In addition, public and private organizations will provide information on planned events (roadworks, leisure events, exhibitions).The use to which this information is put depends on the objectives set for management and control.Network management objectives set for urban areas include:（1）influencing traveller behaviour, in particular modal choice, route choice and the time at which journeys are made.（2）reducing the impact of traffic on air quality.（3）improving priority for buses and LRT vehicles.（4）providing better and safer facilities for pedestrians, cyclists and other vulnerable road users.（5）restraining traffic in sensitive areas.（6）managing demand and congestion more efficiently.The software systems used will include control applications such as SCOOT, SCATS, SPOT and MOTION. These are responsive systems, which control a network of traffic signals to meet these objectives. Automatic vehicle location and identification will provide information for giving priority or allowing access to certain vehicles only.Interurban network management systems will have similar objectives but will make greater use of access control by ramp metering and other means, and of speed control and high-occupancy vehicle lane management. Regional traffic control centers will advise motorist of incidents and alternative routes by VMS and by RDS-TMC, a signal FM radio service broadcasting localized traffic messages and advice to drivers.Tolling and road pricingInterurban motorway tolling and urban road pricing provide another approach to meeting network management objectives while obtaining additional revenue that can be invested in transport. Singapore'selectronic zone pricing, the TOLLSTAR electronic toll collection and ADEPT automatic debiting smart cards are examples of such applications.These systems rely on microwave or radio communication to an in-vehicle transponder in a smart card with detection of vehicle licence plates using image processing for enforcement purposes.Public transport travel information and ticketingTravel information is needed by passengers at home or office and also during their journey. London Transport's ROUTES computer-based service offers routing, timetable and fares information on all public transport services in London through public inquiry terminals.Real-time travel information is provided in London by the COUNTDOWN system which is being expanded to cover 4000 bus stops. A similar system called STOPWATCH is available in Southampton as part of the ROMANSE project and is based on Peek' s Bus Tracker system which can detect buses using either radio beacons or GPS (Global Positioning System) which uses satellites to identify locations.ROMANSE also includes TRIP lanner interactive enquiry terminals with touch screens providing travel information.Problems with tickets for through journeys can be a deterrent for travelers choosing public transport.Smartcard stored-value tickets can provide a single ticket for car parking and all legs of a journey served by different operators.Driver information and guidanceDriver information systems include the RDS-TMC radio data system-traffic message ehannel, initially trialled between London and Paris in the PLEIADES project and elsewhere in Europe in similar EC-funded projects. There is also the Traffic master service which uses infraredmonitors to identify congestion and an in-car visual map-based screen to inform drivers of congestion.Driver guidance systems aim to take this a step further by informing drivers of their route and giving guidance on navigation. Communication between the control center and the vehicle can be by roadside beacon or by digital cellular radio networks based on GSM (global system of mobile communications) as in SOCRATES. Commercial products include Daimler Benz's copilot dynamic route guidance system trialled in Berlin and Stuttgart and Philip's Car Systems CARIN. Similar products, such as the VICS advanced mobile information service, are commonly available in Japan.翻译：介绍交通通信,也被称为智能交通系统(它的),与应用电子信息和操纵,提高运输。

南京工业大学 交通工程专业英语翻译(袁国林)

交通运输专业英语翻译

交通工程专业英语短语翻译

交通工程专业英语

交通工程专业英语翻译14-23单元

交通工程专业外文翻译外文文献英文文献

交通工程专业英语

Do Traffic Tickets Reduce Motor Vehicle Accidents

俞同华版_交通工程专业英语文章翻译Unit1-8_16_21_22_23

交通工程专业英语教学

交通工程专业英语英译汉

交通工程专业英语翻译(全)

交通工程专业英语

《交通工程专业英语》课程教学大纲(本科)

《交通工程专业英语》——浅谈城市轨道交通(英文版)

交通运输专业英文翻译

交通工程专业英语重点翻译

交通工程专业英语翻译

交通工程专业英语

南京工业大学交通工程专业英语翻译(袁国林)