路桥毕业设计外文翻译--浅析公路路基边坡防护

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软土路基外文翻译--论公路路基施工技术

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论公路路基施工技术1引言公路路基施工是整个公路施工工程的关键所在，稍有偏差，将给整个工程埋下质量隐患。

例如，在公路施工中常会遇到诸如软土路基，黄土路基等不良路基，如不加以特别处理，会引起填方路堤施工后沉降或不均匀沉陷，路面纵横坡变碎，平整度下降，导致行车颠簸等，严重影响公路的正常使用，造成大量的人力、物力、财力浪费。

因此，路基施工应根据施工当地地形、地质状况、公路等级、所在地区的气候、结合施工填挖方平衡等来选择施工方法。

2路基填压公路路基的强度和稳定性很大程度取决于路基填料的性质及其压实的程度。

从现有条件出发，改进填土要求和压实条件是保证路基质量经济有效的方法。

2.1路基填料现行《公路路基设计规范》（以下简称规范）规定了对路基填料的要求。

对路基填料的最小强度和最大粒径给了量化的标准，采用承载比实验（CBR）值表征路基土的强度，引入了路床的概念。

对上路床的填料提出了限制条件，高速公路和一级公路路面底以下0cm-30cm的路床填料，其CBR值应大于8，对下路床及下面的填土也给出相应的规定值。

2.2路基压实当前路基施工，普遍采用了大吨位的压路机，碾压效果有了明显的改善。

对于提高路基土的压实度起了很好的作用。

规范规定高速公路和一级公路路面底面以下80cm－150cm部分的上路堤其压实度必须≥95％，对其它等级公路当铺筑高级路面时，其压实度亦应按高速公路和一级公路的标准采用。

浅析公路施工中的边坡防护技术

浅析公路施工中的边坡防护技术摘要：公路施工中的边坡防护技术是公路防护技术的重要组成部分，也是公路防护中的难点技术。

从公路养护和人民群众的切身利益出发，都应该加强公路施工中的边坡防护技术研究。

本文试从对于道路的边坡防护形式、边坡防护和加固要点及主要施工工艺、道路边坡防护设计稳定性的基本原则等三个方面论述公路施工中的边坡防护技术。

关键词：道路施工边坡防护技术探析Abstract: highway slope protection technology is an important component of the road protection and also the difficulty in the technology. From the highway maintenance and the vital interests of the people set out, should strengthen the construction of highway slope protection technology research. This paper tries to road slope protection form of side slope protection and reinforcement points and main construction technology, road slope protection design stability of the basic principles and so on three aspects in the construction of highway slope protection technology.Keywords: road construction slope protection technology in this paper1.道路边坡防护的基本形式1.1关于浆砌片石护坡浆砌片石护坡是工程中坡面防护应用最多的方法，主要有片石护坡和片石护面墙两种方式。

浅议高速公路路基边坡植物防护

浅议高速公路路基边坡植物防护摘要：本文结合工作实际，介绍了高速公路路基边坡植物防护的功能与特点，并就当前边坡植物防护技术进行了简要的分析与探讨。

关键字：高速公路；边坡；植物防护Shallow discussion freeway roadbed slope plant protectionShangZhiLin hangzhou yuhang district people's government star bridge street office 311199Pick to: this paper according to the practice, this paper introduces the highway subgrade slope protection function and characteristics of the plants, the slope plant protection technology isbriefly analysed and discussed.Key word: highways; and Slope; Plant protection前言：近年来，随着我国经济的发展和城市化进程的加快，高速公路作为一种现代化的公路运输通道在当今社会经济体系中正发挥这越来越重要的作用。

截止2012年初，我国高速公路总里程已达8.5万公里，在近几十年中取得了辉煌的成绩。

然而与此同时，高速公路在建设过程中不仅较大的破坏了原有植被，还导致了大量山体和地面裸露，给自然环境带来了灾难和隐患。

高速公路路基边坡的植物防护工作，能最大化的减少水土流失和生态破坏，并保护和美化了环境。

一、高速公路边坡防护常用措施对高速公路边坡的防护，主要是保护路基边坡的表面能免受日照、降水、风力和温度等自然因素的破坏，从而提高边坡的稳定性，在我国高速公路建设中受到了广泛的重视与应用。

边坡防护常用的措施包括了工程防护和植物防护两大类。

公路路基的边坡防护技术浅析

公路路基的边坡防护技术浅析作为国民经济与社会发展的重要基础设施，公路事业在改革开放后也得到了极大的发展。

路基边坡防护施工作为公路工程建设的重要组成部分，其技术水平的高低将直接影响到公路工程的整体质量，甚至影响到公路事业的可持续发展。

为此，在公路工程建设中相关部门及施工单位必须重视路基边坡防护施工，做好施工准备工作，采取科学有效的措施，有效提升施工质量，实现公路建设的社会效益与经济效益。

一、路基边坡防治的概况为保证路基稳定，在路基两侧做成的具有一定坡度的坡面叫边坡。

边坡受到破坏与路基使用的填料有着明显的关系。

砂性的路基比粘性的路基更容易受到雨水的冲刷破坏。

高处的路基比地处的路基更容易受到流水冲刷。

压实的路基要比压实轻的路基更加耐冲刷。

路基边坡出现坍塌现象主要表现在砂石的滑动、落石以及流动性的坍塌。

这三种情况可以单独出现同时也能够共同发生。

二、二、公路路基边坡防护施工技术的应用1、生物防护生物防护大致可分为三种类型：植树防护、植草防护和覆盖草皮防护。

其中，植树主要用于下边坡，属传统生物防护形式；而植草或覆盖草皮防护是近年来在高速公路上才兴起的两种绿色防护形式。

其优点是能在短期内恢复公路沿线的绿色景观和防止边坡冲刷，但养护费用高，要随时保持绿色有一定困难，不适宜用于上边坡以及荒山野外的高速公路的防护工程。

（1）挂网客土喷播防护在进行坡面排水问题处理时，应考虑的问题有坡面径流和涌水。

在坡面上设置一定量的泄水管，可以将涌水引至坡底；在坡面上设置好平台排水设施，将水从坡面的两边排出，也可将水引至坡底。

对于坡面上存在的植物，如果没有对施工造成妨碍，应进行适当的保留。

坡面应保证有一定的粗糙度，为此可以在坡面上修造一些凹凸粗糙面，这样可以使植物顺利地在上面生长，起到吸附基材，防止基材流失的作用。

在进行喷射施工时，应自上而下对坡面进行喷射，喷口应尽量与坡面保持垂直，距离控制在0.8～1m之间，各处喷射厚度保持均匀。

道路路面毕业设计外文翻译

毕业论文（外文翻译）（2012届）学院名称土木与水利工程学院专业（班级）土木工程七班姓名（学号）李小润（20083650）指导教师扈惠敏系（教研室）负责人方诗圣PavementHighway pavements are divided into two main categories: rigitand flexible.The wearing surfaceof a rigid pavement is usually constructed of Portland cement concrete such that it acts like a beam over any irregularities in the underlying supporting material.The wearing surface of flexible pavements, on the other hand, is usually constructed of bituminous material such that they remain in contact with the underlying material even when minor irregularities occur.Flexible pavements usually consist of a bituminous surface underlaid with a layer of granular material and a layer of a suitable mixture of coarse and fine materials.Coarse aggregatesFine aggregatesTraffic loads are transferred by the wearing surface to the underlying supporting materials through the interlocking of aggregates, the frictionaleffect of the granular materials, and the cohesion of the fine materials.Flexible pavements are further divided into three subgroups: high type, intermediate type, and low type. High-type pavements have wearing surfaces that adequately support the expected traffic load without visible distress due to fatigue and are not susceptible to weather conditions.Intermediate-type pavements have wearing surfaces that range from surface treated to those with qualities just below that of high-type pavements. Low-type pavements are used mainly for low-cost roads and have wearing surfaces that range from untreated to loose natural materials to surface-treated earth.✹The components of a flexible pavement include the subgradeor prepared roadbed, the subbase, basecourse, and the surface course (Fig.11.1).✹Upper surface courseMiddle surface courseLower surface courseThe performance of the pavement depends on the satisfactory performance of each component, which requires proper evaluation of the properties of each component separately.✹The subgrade is usually the natural material located along the horizontal alignment of the pavement and serves as the foundation of the pavement structure.✹The subgrademay also consist of a layer of selected borrow materials, well compacted to prescribedspecifications.✹Compacting plantCompaction deviceCompactnessIt may be necessary to treat the subgrade material to achieve certain strength properties required for the type of pavement being constructed.Located immediately above the subgrade, the subbase component consists of a superior quality to that which generally is used for subgrade construction. The requirements for subbase materials are usually given in terms of the gradation, plastic characteristics, and strength. When the quality of the subgrade material meets the requirements of the subbase material, the subbase component may be omitted.In cases where suitable subbase material is not readily available ,the available material can be treated with other materials to achieve the necessary properties. This process of treating soils to improve their engineering properties is know as stabilization.✹The base course lies immediately above the subbase. It is placed immediately above the subgrade if a subbase course is not used.✹This course usually consists of granular materials such as crushed stone, crushed or uncrushed.The specifications for base course materials usually include stricter requirements than those for subbase materials, particularly with respect to their plasticity, gradation, and strength.Materials that do not have the required properties can be used as base materials if they are properly stabilized with Portland cement, asphalt, or lime .In some cases, high-quality base course materials may also be treated with asphalt or Portland cement to improve the stiffness characteristics of heavy-duty pavementsThe surface course is the upper course of the road pavement and is constructed immediately above the base course. The surface course in flexible pavement usually consists of a mixture of mineral aggregates and asphaltic materials.It should be capable of withstanding high tire pressures, resisting the abrasive forces due to traffic, providing a skid-resistant driving surface, and preventing the penetration of surface water into the underlying layers.✹The thickness of the wearing surface can vary from 3 in. to more than 6 in.（inch，英寸，2.54cm）, depending on the expected traffic on the pavement.It was shown that the quality of the surface course of a flexible pavement depends on the mix design of the asphalt concrete used.✹Rigid highway pavements usually are constructed to carry heavy traffic loads, although they have been used for residential and local roads. Properly designed and constructed rigid pavements have long service lives and usually are less expensive to maintain than the flexible pavements.✹The Portland cement concrete commonly used for rigid pavements consists of Portland cement, coarse aggregate, fine aggregate, and water. Steel reinforcing rods may or may not be used, depending on the type of pavement being constructed.Rigid highway pavements be divided into three general type: plain concrete pavements, simply reinforced concrete pavements, and continuously reinforced concrete pavement. The definition of each pavement type is related to the amount of reinforcement used.Plain concrete pavement has no temperature steel or dowels for load transfer.However, steel tie bars are often used to provide a hingeeffect at longitudinal joints and to prevent the opening of these joints. Plain concrete pavements are used mainly on low-volume highways or when cement-stabilized soils are used as subbase.Joints are placed at relatively shorter distances (10 to 20 ft) than with the other types of concrete pavements to reduce the amount of cracking.In some case, the transverse joints of plain concrete pavements are skewed about 4 to 5 ft in plan, such that only one wheel of a vehicle passes through the joint at a time. This helps to provide a smoother ride.Simply reinforced concrete pavements have dowels for the transfer of traffic loads across joints, with these joints spaced at larger distances, ranging from 30 to 100 ft. Temperature steel is used throughout the slab, with the amount dependent on the length of the slab. Tie bars are also commonly used in longitudinal joints.Continuously reinforced concrete pavements have no transverse joints, except construction joints or expansion joints when they are necessary at specific positions, such as at bridges.These pavements have a relatively high percentage of steel, with the minimum usually at 0.6 percent of the cross section of the slab. They also contain tie bars across the longitudinal joints.h/2h/25~10cm填缝料横向施工缝构造填缝料平缝加拉杆型Bituminous Surface CoursesThe bituminous surface course has to provide resistance to the effects of repeated loading by tyres and to the effects of the environment.✹In addition, it must offer adequate skid resistance in wet weather as well as comfortable vehicle ride. It must also be resistant to rutting and to cracking.✹It is also desirable that surface course is impermeable, except in the case of porous asphalt.Hot rolled asphalt (HRA) is a gapgraded material with less coarse aggregate. In fact it is essentially a bitumen/fine aggregate/filler mortar into which some coarse aggregate is placed.The mechanical propertiesare dominated by those of the mortar. This material has been extensively used as the wearing course on major road in the UK, though its use has recently declined as new materials have been introduced.✹It provides a durablelayer with good resistance to cracking and one which is relatively easy to compact. The coarse aggregate content is low (typically 30%) which results in the compacted mixture having a smooth surface. Accordingly, the skid resistance is inadequate and precoated chippings are rolled into the surface at the time of laying to correct this deficiency.In Scotland, HRA wearing course remains the preferred wearing course on trunk roads including motorway but，since 1999 thin surfacings have been the preferred option in England and Wales. Since 1999 in Northern Ireland, HRA wearing course and thin surfacings are the preferred permitted options.Porous asphalt (PA) is a uniformly graded material which is designed to provide large air voids so that water can drain to the verges within the layer thickness. If the wearing course is to be effective, the basecourse below must be waterproof and the PA must have the ability to retain its open textured properties with time.Thick binder films are required to resist water damage and ageing of the binder. In use, this material minimizes vehicle spray, provides a quiet ride and lower rolling resistance to traffic than dense mixtures.✹It is often specified for environmental reasons but stone mastic asphalt (SMA) and special thin surfacings are generally favoured in current UK practice.There have been high profile instances where a PA wearing course has failed early in its life. The Highways Agency does not recommend the use of a PA at traffic levels above 6000 commercial vehicles per day.✹Asphaltic concrete and dense bitumen macadam (DBM) are continuously graded mixtures similar in principle to the DBMs used in roadbases and basecourses but with smaller maximum particle sizes. Asphaltic concrete tends to have a slightlydenser grading and is used for road surfaces throughout the world with the excepting of the UK.✹It is more difficult to meet UK skid resistance Standards with DBMs than HRA, SMA or PA. This problem can be resolves by providing a separate surface treatment but doing so generally makes DBM economically unattractive.✹Stone mastic asphalt (SMA) material was pioneeredin Germany and Scandinavia and is now widely used in the UK. SMA has a coarse, aggregrate skeleton, like PA, but the voids are filled with a fine aggregate/filler /bitumen mortar.✹In mixtures using penetration grade bitumen , fibres are added to hold the bitumen within the mixture (to prevent “binder drainage”).Bitumen✹oil bitumen( earth oil)✹natural bitumen✹TarWhere a polymer modified bitumen is used, there is generally no need for fibres. SMA is a gap-graded material with good resistance to rutting and high durability. modified bitumen✹SBS✹SBR✹PE\EV A✹It differs from HRA in that the mortar is designed to just fill the voids in the coarse aggregate whereas, in HRA, coarse aggregate is introduced into the mortar and does not provide a continous stone matrix. The higher stone content HRAs ,however, are rather similar to SMA but are not wide used as wearing courses in the UK, being preferred for roadbase and basecourse construction.A variety of thin and what were called ultra thin surfacings (nowadays, the tendency is to use the term ‘thin surfacings’ for both thin and ultra thin surfacings ) have been introduced in recent years, principally as a result of development work concentrated in France.These materials vary in their detailed constituents but usually have an aggregate grading similar to SMA and often incorporate a polymer modified bitumen.They may be used over a high stiffness roadbase and basecourse or used for resurfacing of existing pavements. For heavy duty pavements (i .e those designed to have a useful life of forty years), the maintenance philosophy is one of minimum lane occupancy, which only allows time for replacement of the wearing course to these ‘long life’ pavement structures. The new generation of th in surfacings allows this to be conveniently achieved.The various generic mixture types described above can be compared with respect to their mechanical properties and durability characteristics by reference to Fig.12.1. This shows, in principle, how low stone content HRA, asphaltic concrete, SMA and PA mixtures mobilize resistance to loading by traffic.Asphaltic concrete (Fig.12.1a)) presents something of a compromise when well designed, since the dense aggregate grading can offer good resistance to the shear stresses which cause rutting, while an adequate binder content will provide reasonable resistance to the tensile stresses which cause cracking.In general, the role of the aggregate dominates. DBMs tend to have less dense gradings and properties which, therefore, tend towards good rutting resistance andaway from good crack resistance.HRA (Fig.12.1b)) offers particularly good resistance to cracking through the binder rich mortar between the coarse aggregate particles. This also provides good durability but the lack of coarse aggregate content inhibits resistance to rutting.SMA and PA are shown in the same diagram ( Fig.c)) to emphasis the dominant role the coarse aggregate. In both case, well coated stone is used. In PA, the void space remains available for drainage of water, whilst in SMA, the space is occupied by a fine aggregate/ filler/ bitumen/ fibre mortar.Both materials offer good rutting resistance through the coarse aggregate content. The tensile strength of PA is low whilst that of SMA is probably adequate but little mechanical testing data have been reported to date.Drainage for Road and Airports✹Provision of adequate drainage is important factor in the location and geometric design of road and airports. Drainage facilities on any highway, street and airport should adequately provide for the flow of water away from the surface of the pavement to properly designed channels.Inadequate drainage will eventually result in serious damage to the structure.✹In addition, traffic may be slowed by accumulated water on the pavement, and accidents may occur as a result of hydroplaning and loss of visibility from splash and spray. The importance of adequate drainage is recognized in the amount of highway construction dollars allocated to drainage facilities. About25 percent of highway construction dollars are spent for erosion control anddrainage structures, such as culverts, bridges, channels, and ditches.✹Highway Drainage Structures✹One of the main concerns of the highway engineer is to provide an adequate size structure, such that the waterway opening is sufficiently large to discharge the expected flow of water.Inadequately sized structures can result in water impounding, which may lead to failure of the adjacent sections of the highway due to embankments being submerged in water for long periods.✹The two general categories of drainage structures are major and minor. Major structures are those with clear spans greater than 20 feet, whereas minor structures are those with clear spans of 20 feet or less .✹Major structures are usually large bridges, although multiple-span culverts may also be included in this class. Minor structures include small bridges and culverts.Emphasis is placed on selecting the span and vertical clearancerequirements for major structures. The bridge deck should be located above the high water mark .The clearance above the high water mark depends on whether the waterway is navigable ✹If the waterway is navigable, the clearance above the high water mark should allow the largest ship using the channel to pass underneath the bridge without colliding with the bridge deck. The clearance height, type, and spacing of piers also depend on the probability of ice jams and the extentto which floating logs and debris appear on the waterway during high water.✹An examination of the banks on either side of the waterway will indicate the location of the high water mark, since this is usually associated with signs of erosion and debris deposits. Local residents, who have lived near and observed the waterway during flood stages over a number of years, can also give reliable information on the location of the high water mark. Stream gauges that have been installed in the waterway for many years can also provide data that can be used to locate the high water mark.Minor structures, consisting of short-span bridges and culverts, are the predominant type of drainage structures on highways. Although openings for these structures are not designed to be adequate for the worst flood conditions, they shouldbe large enough to accommodate the flow conditions that might occur during the normal life expectancy of the structure.✹Provision should also be made for preventing clogging of the structure due to floating debris and large boulders rolling from the banks of steep channels.✹Culverts are made of different materials and in different shapes. Materials used to construct culverts include concrete（reinforced and unreinforced）, corrugated steel, and corrugatedaluminum. Other materials may also be used to line the interiorof the culvert to prevent corrosion and abrasionor to reduce hydraulic resistance. For example, asphaltic concrete may be used to line corrugated metal culverts. The different shapes normally used in culvert construction include circular, rectangular (box), elliptical, pipe arch, metal box, and arch.✹The drainage problem is increased in these areas primarily for two reasons: the impervious nature of the area creates a very high runoff; and there is little room for natural water courses. It is often necessary to collect the entire storm water into a system of pipes and transmit it over considerable distances before it can be loosed again as surface runoff. This collection and transmission further increase the problem, since all of the water must be collected with virtually no pending, thus eliminating any natural storage; and through increased velocity the peak runoffs are reached more quickly.Also, the shorter times of peaks cause the system to be more sensitive to short-duration,high intensive rainfall.Storm sewers,like culverts and bridges,are designed for storms of various intensity-return-period relationships, depending upon the economy and amount of ponding that can be tolerated.✹Airport Drainage✹The problem of providing proper drainage facilities for airports is similar in many ways to that of highways and streets. However, because of the large and relatively flat surface involved, the varying soil conditions, the absence of natural water courses and possible side ditches, and the greater concentration of discharge at the terminus of the construction area, some phases of the problem are more complex. For the average airport the over-all area to be drained is relatively large and an extensive drainage system is required. The magnitude of such a system makes it even more imperative that sound engineering principles based on all of the best available data be used to ensure the most economical design.Overdesigning of facilities results in excessive money investment with no return, and underdesigning can result in conditions hazardous to the air traffic using the airport. In order to ensure surfaces that are smooth, firm, stable, and reasonably free from flooding, it is necessary to provide a system which will do several things.It must collect and remove the surface water from the airport surfaces; intercept and remove surface water flowing toward the airport from adjacent areas; collect and remove any excessive subsurface water beneath the surface of the airport facilities and in many cases lower the ground-water table; and provide protection against erosion of the sloping areas.路面公路的路面被分为两类：刚性的和柔性的。

浅谈公路路基边坡防护应遵守的几项原则

浅谈公路路基边坡防护应遵守的几项原则Introduction to highway subgrade slope protection shall comply with the principles 随着我国公路建立迅猛开展，对公路路基的防护显得越来越重要。

路基在水、风、冰冻等自然要素的长期作用下，经常发作边坡的表土剥落和构成冲沟曾经滑塌等变形和毁坏，下面简单引见一下在公路路基边坡防护上的一些观念。

Along with our country highway to establish rapid, of highway subgrade protection is more and more important. Subgrade in the natural elements such as water, wind, frost, under the long-term effects of often attack constitute gully slope surface soil peeling off and once the deformation and damage, so as the following simple introduce you some ideas on highway subgrade slope protection.公路路基边坡防护应恪守以下准绳：Highway subgrade slope protection should abide by the following criterion:“综合设计、因地制宜、以防为主、确保施工”是边坡综合防护设计的根本准绳。

（2）路基防护应依照设计、施工与养护相分离的准绳，深化调查研讨，依据当地气候环境、工程地质和资料等状况，量体裁衣因地制宜，选用恰当的工程类型或采取综合措施，以保证路基的稳定。

不要随便取消或减少必要的防护工程措施，而给养护遗留繁重的工作量。

二级公路毕业设计外文文献

外文资料及翻译Effects of Design Features on Rigid Pavement PerformanceThe performance of rigid pavements is affected by a variety of design features, including slab thickness, base type, joint spacing, reinforcement, joint orientation, load trans fer, dowel bar coatings, longitudinal joint design, joint sealant, tied concrete shoulders ,and subdrainage . A study was made by ERES Consultants, Inc. under FHWA contract on the effects of these features on rigid pavement performance . Ninety-five pavemen tsections located in four major climatic regions were thoroughly evaluated . The following conclusions, which provide some revealing insights into pavement performance, are abstracted from the report (Smith et al., 1990a).Slab Thickness The effect of slab thickness on pavement performance was significant.It was found that increasing slab thickness reduced transverse and longitudinal cracking in all cases. This effect was much more pronounced for thinner slabs than fo rthicker slabs . It was not possible to compare the performance of the thinner slabs and the thicker slabs directly, because the thick slabs were all constructed directly on th esubgrade and the thinner slabs were all constructed on a base course .Increasing the thickness of slab did not appear to reduce joint spalling or join tfaulting . Thick slabs placed directly on the subgrade, especially in wet climates an dexposed to heavy traffic, faulted as much as thin slabs constructed on a base course .Base Type Base types, including base/slab interface friction, base stiffness, base erodibility, and base permeability, seemed to have a great effect on the performance of jointed concrete pavements . The major performance indicators, which were affected by variations in base type, were transverse and longitudinal cracking, joint spalling, and faulting .The worst performing base type, consisted of the cement-treated or soil cement bases, which tended to exhibit excessive pumping, faulting, and cracking. This is most likely due to the impervious nature of the base, which traps moisture and yet can brea- k down and contribute to the movement of fines beneath the slab .The use of lean concrete bases generally produced poor performance . Large curl -ing and warping stresses have been associated with slabs constructed over lean concrete bases. These stresses result in considerable transverse and longitudinal cracking of the slab . The poor performance of these bases can also be attributed to a bathtub design, in which moisture is trapped within the pavement cross section .Dense-graded asphalt-treated base courses ranged in performance from very poor to good. The fact that these types of bases were often constructed as a bathtub design contributed to their poor performance . This improper design often resulted in severe cracking, faulting, and pumping.The construction of thicker slabs directly on the subgrade with no base resulted In a pavement that performed marginally. These pavements were especially susceptible to faulting, even under low traffic levels.Pavements constructed over aggregate bases had varied performance, but were generally in the fair to very good category. In general, the more open-graded the aggregate,the better the performance . An advantage of aggregate bases is that they contribute the least to the high curling and warping stresses in the slab . Even though aggregate bases are not open-graded, they are more permeable and have a lower friction factor than stabilized bases .The best bases in terms of pavement performance were the permeable bases . Typical base courses have permeabilities ranging from 0 to less than 1 ft/day (0 .3 m/day) ; good permeable bases have permeabilities up to 1000 ft/day (305 m/day) . Specific areas of concern were the high corner deflections and the low load transfer exhibited by the permeable bases . These can affect their long-term performance, so the use of dowel bars might be required . An unexpected benefit of using permeable bases was the reduction in "D" cracking on pavements susceptible to this type of distress .Slab Length For JPCP, the length of slabs investigated ranged from 7 .75 to 30 ft(2.4to9.1m). It was found that reducing the slab length decreased both the magnitude of the joint faulting and the amount of transverse cracking. On pavements with random joint spacings, slabs with joint spacings greater than 18 ft (5.5 m) experienced more transverse cracking than did the shorter slabs .For JRCP, the length of slabs investigated ranged from 21 to 78 ft (6 .4 to 23 .9 m) .Generally, shorter joint spacings performed better, as measured by the deteriorated transverse cracks, joint faulting, and joint spalling . However, several JRCP with long joint spacings performed quite well . In particular, the long jointed pavements in New Jersey, which were constructed with expansion joints, displayed excellent performance .An examination of the stiffness of foundation was made through the use of the radius of relative stiffness, f . Generally speaking, when the ratio L/E, where L is the length of slab, was greater than 5, transverse cracking occurred more frequently . Thisfactor was further examined for different base types . It was found that stiffer base courses required shorter joint spacings to reduce or eliminate transverse cracking .Reinforcement The amount of steel reinforcement appeared to have an effect in controlling the amount of deteriorated transverse cracking . Pavement sections with less than 0.1% reinforcing steel often displayed significant deteriorated transverse cracking.A minimum of 0 .1% reinforcing steel is therefore recommended, with larger amounts required for more severe climate and longer slabs.Joint Orientation Conventional wisdom has it that skewed joints prevent the application of two wheel loads to the joint at the same time and thus can reduce load-associated distresses . The results from the limited sample size in this study were ambiguous, but all of the nondoweled sections with skewed joints had a lower PSR than similar designs with perpendicular joints . The available data provide no definite conclusions on the effectiveness of skewing transverse joints for nondoweled slabs . Skewed joints are not believed to provide any benefit to doweled slabs.Load Transfer Dowel bars were found to be effective in reducing the amount of joint faulting when compared with nondoweled sections of comparable designs. The diameter of dowels had an effect on performance, because larger diameter bars provided better load transfer and control of faulting under heavy traffic than did smaller dowels.It appeared that a minimum dowel diameter of 1 .25 in . (32 mm) was necessary to provide good performance .Nondoweled JPCP slabs generally developed significant faulting, regardless of pavement design or climate . This effect was somewhat mitigated by the use of permeable bases. However, the sections in this group had a much lower number of accumulated ESAL, so no definite conclusions can be drawn yet .Dowel Bar Coatings Corrosion-resistant coatings are needed to protect dowels from the adverse effects of moisture and deicing chemicals .While most of the sections in this study did not contain corrosion-resistant dowel bars, those that did generally exhibited enhanced performance. Very little deteriorated transverse cracking was identified on these sections. In fact, one section in New Jersey with stainless steel-clad dowel bars was performing satisfactorily after 36 years of service .Longitudinal Joint Design The longitudinal joint design was found to be a critical design element.Both inadequate forming techniques and insufficient depths of joint can contribute to the development of longitudinal cracking . There was evidence of the ad vantage of sawing the joints over the use of inserts . The depth of longitudinal joints is generally recommended to be one-third of the actual, notdesigned, slab thickness, but might have to be greater when stabilized bases are used .Joint Sealant Joint sealing appeared to have a beneficial effect on performance . This was particularly true in harsh climates with excessive amounts of moisture . Preformed compression sealants were shown to perform well for more than 15 years under heavy traffic.Except where "D" cracking occurred, pavement sections containing preformed sealants generally exhibited little joint spalling and were in good overall conditions.Rubberized asphalt joint sealants showed good performance for 5 to 7 years.Tied Concrete Shoulders It is generally believed that tied concrete shoulders can reduce edge stresses and corner deflections by providing more lateral supports to the mainline pavement, thus improving pavement performance . Surprisingly, this study showed that, although tied concrete shoulders performed better than asphalt shoulders,many of the tied shoulders were not designed properly and actually contributed to poor performance of the mainline pavement . The tiebars were spaced too far apart ,sometimes at a spacing of 40 in.(1016 mm), and were not strategically located near slab corners to provide adequate support . In some cases, tied concrete shoulders were constructed over a stabilized dense-graded base in a bathtub design, resulting in the poor performance of mainline pavement.Subdrainage The provision of positive subdrainage, either in the form of longitudinal edge drains or the combination of a drainage layer and edge drains, generally reduced the amount of faulting and spalling related to "D" cracking . With few exceptions, the load-associated distresses, especially faulting and transverse cracking, decreased as the drainage characteristics improved . The overall pavement performance can be improved by using an open-graded base or restricting the percentage of fines . A filter layer must be placed below the permeable base, and regular maintenance of the outlets must be provided .译文结构特点对刚性路面性能的影响刚性路面的性能受种种结构特点的影响，如板厚、基层类型、接缝间距、钢筋用量、接风方向、荷载传递、传力杆涂层、纵缝设计、接缝填封料、有拉杆混凝土道肩和地下排水等。

公路路基边坡防护

浅谈公路路基边坡防护摘要：近年来，我国的交通运输业得到了迅速发展，高速公路建设作为公路交通的现代化主要标志，也取得了很大的成就。

路基是公路的重要组成部分，它的稳定性是保证公路正常使用的基本条件。

由于自然和人为因素的影响，路基边坡的崩塌、滑坡和剥落等损坏现象时有发生，因此，高等级公路路基边坡的施工及养护质量越来越多地引起施工、养护单位和管理部门的重视。

中图分类号： u213.1+3 文献标识码： a 文章编号：一、边坡的防护具有一定的要求：1.根据当地气候环境、工程地质和施工材料等情况，因地制宜、就地取材，选用适当的工程类型，以保证公路路基的稳定。

2.对于冲刷防护，一般在水流流速不大及水流破坏作用较弱地段的沿河路基边坡设置防护工程以抵抗水流的冲刷。

3.坡面防护要求防护的边坡有足够的稳定性。

二、边坡的防护类型及其适用条件：路基边坡防护根据所建地域的不同大致可分为坡面防护和沿河路基防护。

1.坡面防护：主要是保护路基边坡表面免受雨水冲刷，减缓温差及温度变化的影响，防止和延缓软弱岩土表面的风化、碎裂、剥蚀演变进程，从而保护路基边坡的整体稳定性，在一定程度上还可美化路容，协调自然环境。

它包括植物防护、骨架植物防护、圬工防护和土工织物防护。

⑴植物防护：包括种草、铺草皮、植树三种。

①种草防护适用于边坡稳定，坡面受雨水冲刷轻微，且易于草类生长的路堤与路堑边坡。

用以防止表面水土流失，固结表土，增强路基的稳定性。

边坡上己扎根的种草防护，可容许缓流水短时冲刷。

选用草籽应注意当地的土壤和气候条件，通常应以容易生长、根部发达、叶茎低矮、枝叶茂密或有匍匐茎的多年生草种为宜，常用的月白茅草、毛鸭嘴、鱼肩草、果圆、雀稗、鼠尾草和小冠。

最好采用几种草籽混合播种，使之生成一个良好的覆盖层。

种植时草籽宜掺砂或与土粒拌和，使之播种均匀，播种时间以气候温暖、温度较大的季节为宜。

当前推广使用的两种新方法是湿式喷播技术和客土喷播技术。

②铺草皮适用于需要迅速绿化的土质边坡。

浅谈公路路基边坡防护

浅谈公路路基边坡防护摘要：随着我国公路工程建设快速的发展，在公路路基施工中，边坡治理与防护一直是一个十分重要的方面，其对公路路基的施工质量具有重要的影响。

边坡稳定问题通常会出现在公路路基工程的施工过程中，如果边坡没有了稳定性，直接就会产生人员伤亡和经济损失，而且后果是相当严重的。

同时随着公路建设的快速发展，路基边坡的防治也越来越成为工程建设和后期养护的重点工作。

本文首先分析了高速公路路基边坡存在的主要问题，然后，探讨了做好高速公路路基边坡防护工程施工的有关策略，旨在与各位朋友进行业务交流，以达到相互学习，相互促进的根本目的，从而确保高速公路路基边坡工程的质量，增强其牢固性，延长其使用寿命。

关键词：高速公路；边坡防护；破坏原因；防护策略随着交通建设的发展，人们对交通建设的要求越来越高，在此背景下，高速公路得到了十分迅速的发展，给国民经济的腾飞产生了巨大的助推作用。

但是，随着交通运输量的极大增大，给高速公路造成了极大的压力，特别是受恶劣天气和地质灾害的影响，使高速公路边坡防护工程遭受了较大的损坏。

下面，笔者结合工作实践，就高速公路边坡防护相关问题进行探析。

1.高速公路路基边坡防护存在的主要问题高速公路路基边坡防护工程主要存在着坍塌和破坏的问题，具体表现在以下两个方面：1.1坍塌问题边坡坍塌是路基边坡最为常见的问题之一，一般而言，边坡坍塌主要有落石型、滑动型和流动型坍塌这三种。

这三种问题也许会同时发生，也可能会单独发生。

一是滑动坍塌。

不管是在进行路基挖方，还是深挖石质地段时，因为在岩层外力的作用下，都能够使其剪断，如果有软石存在于沿层之间，就很容易导致顺层滑动，最终出现坍塌。

同时，在进行爆破开挖施工时，会破坏岩体的结构，影响岩体稳定性和整体性，如果有些岩堆、岩屑层在基岩上面，这些堆积物就会沿着断面层下滑，最终发生坍塌。

二是落石坍塌。

如果边坡很陡峭，容易出现不同的裂面。

这些裂缝的多扩展的程度是很难用肉眼观察到的。

浅析公路路基边坡的防护方法

浅析公路路基边坡的防护方法摘要：在近年来我国经济快速增长的环境影响下，公路工程也在逐渐提升其建设范围及发展速度。

在此基础上，公路通车的总里程也在逐年增加，进而也促进了路基边坡数量的快速增长。

由于路基边坡的质量同时也会影响相关公路的整体应用水平，因此，针对公路路基边坡的防护一向是公路建设中极受关注的研究课题。

本文中通过简析了主要形成公路路基边坡破坏的因素，并就此提出针对性的防护措施，旨在为公路建设提供可供参考的建议。

关键词：公路；路基边坡；防护前言公路路基防护一向是公路工程建设中极具关注性的一项建设指标，若想保证公路能够充分发挥其安全、稳定的使用价值，并延长其使用寿命，降低后期养护成本，则必须重视路基环节的工程质量[1]。

而若想保证路基环节的稳定质量，其边坡的防护措施则起到了至关重要的影响作用。

因此，相关人员应该深入探究针对公路路基边坡的防护方法，以便为公路建设工程提供有效的发展助力。

一、破坏路基边坡的因素1.冲刷破坏冲刷破坏是路基边坡破坏的主要表现因素，其主要是由于公路会受所处环境位置中的降水、洪流等水流直接冲刷影响，继而在水流经过方向留下冲刷形成的细小沟壑[2]。

而在长期冲刷影响下，则会致使沟壑面积逐渐扩大，最后造成边坡出现严重破坏现象。

在此破坏现象的持续影响下，极有可能致使公路路面形成塌陷现象，影响正常行车的安全和稳定。

而边坡受冲刷破坏的影响程度还与路基填料材质、路基压实程度、路基高度等条件存在高度的关联性。

通常情况下粘性土的边坡强度要明显高于砂性土的边坡，其受破坏程度相对也较浅。

而高度较低、压实度较高的路基边坡受冲刷的概率、冲刷劣性影响的程度也相对较低。

因此，在进行公路路基边坡防护时，可针对其边坡地理环境、填料性质、路基高度和压实度制定针对性的防护方案。

2.坍塌破坏在公路路基边坡破坏影响因素中，坍塌破坏也可列于其中。

其破坏又包括了滑动型、落石型、流动型等三类坍塌形式。

其中滑动型坍塌主要是由于边坡坡率较高、坡脚土体受到破坏、填土层次不合理等因素形成，此类坍塌会因岩石土体受到外力破坏而无法保持其平衡性，出现顺层滑动的现象，进而形成坍塌。

公路路基边坡防护措施的探讨

公路路基边坡防护措施的探讨摘要：新中国成立以来,我国公路事业发展很快,技术上也有很大进步,但与国外公路发展相比还严重滞后,这点在公路路基边坡防护方面表现得尤为突出。

本文主要介绍公路路基边坡防护措施的有关内容。

关键词公路路基边坡防护措施Abstract: Since the founding of New China, China’s road development fast, technically a lot of progress, but also seriously lagging behind compared with foreign road development in highway embankment slope protection was particularly conspicuous. This paper describes the highway embankment slope protection measures.Keywords highway embankment slope protection measures引言公路路基边坡防护是防止路基病害、保证路基稳定、改善道路环境景观、保护生态平衡的重要措施,也关系到路基的外观、路线景观与环境协调。

在我国由于缺乏对路基边坡防护工程的系统研究,许多工程只能借用低等级公路的防护技术,给所建工程带来隐患,造成巨大的经济损失和不良的社会影响。

我国每年用于公路边坡整治、加固维修的费用也高达数亿元。

1 公路路基边坡破坏表现形式1.1 路基边坡破坏路基边坡破坏主要表现为边坡坡面及坡脚的冲刷。

坡面冲刷主要来自大气降水对边坡的直接冲刷和坡面径流的冲刷,使路基边坡沿坡面流水方向形成冲沟,冲沟不断发展最终导致边坡破坏,进一步造成路面塌陷,直接影响行车的安全。

沿河路堤及修筑在河滩上滞洪区内的路堤,加之受洪水的威胁,还有可能直接导致路堤坡脚的冲毁及边坡的破坏。

路桥毕业设计外文翻译

浅析公路路基边坡防护摘要：本文通过分析公路路基边坡的破坏形式及原因，分析了路基边坡防护设计原则，详细介绍了公路边坡的防护方法，以保证路基的稳定和防治各种路基病害，确保公路的正常使用品质及投资效益。

关键词：公路路基边坡防护路基防护是保证路基强度和稳定性的重要措施之一,防护的重点是路基边坡,由于地形的变化,适路设计标高与天然地面标高的相互关系不同,会出现高于天然地面的填方路基即路堤、低于天然地面的挖方路基即路堑和介于前两者之间的半填半挖路基。

由岩土体填挖而成的路基,改变了原地层的天然平衡状态,且暴露于自然环境中,长期受各种自然因素的影响,岩土体的物理力学性质会发生较大的变化,引起岩土体变形、移动,破坏边坡的稳定,甚至导致一系列环境地质问题和生态环境问题,如崩塌滑坡、泥石流、土壤侵蚀和植被破坏等。

因此为保证路基的稳定和防治各种路基病害,除做好路基排水工作外,还需结合当地水文、地质及材料等情况,采取有效措施,对各类土、石边坡进行必要的防护。

一、边坡破坏形式及原因路基边坡的滑塌是最常见的路基病害之一,根据边坡土质类别、破坏原因和规模不同,主要破坏形式为溜方、滑坡、剥落和碎落崩塌四种。

溜方是由于少量土体沿土质边坡向下移动所形成,即边坡上薄的表层土下溜,通常是由于降水、降雨等流动水冲刷边坡或施工不当而引起的。

滑坡是指一部分土体在重力作用下沿边坡的某一滑动面滑动,主要是因土体的稳定性不足引起的。

路堤边坡发生滑坡的主要原因是边坡坡度过陡或坡脚被挖空,或填土层次安排不合适等;路堑边坡发生滑坡的主要原因是边坡高度和坡度与天然岩土层次的性质不相适应。

剥落和碎落是指边坡风化岩层表面,在各种外界环境的影响下使表层岩石从坡而上剥落下来的破坏形式。

崩塌通常是指较大的石块脱离边坡表面沿坡而滚落下来。

二、路基边坡防护设计原则公路边坡沿公路分布的范围广,对自然环境的破坏范围大,如果在防护的同时,能够注意保护环境和创造环境,采用适当的绿化防护方法来进行,则会使公路具有安全、舒适、美观、与环境相协调等特点,也将会产生可观的经济效益、社会效益和生态效益。

浅谈公路工程路基边坡防护

浅谈公路工程路基边坡防护摘要：随着我国公路建设的迅速发展，为保持公路路基的强度和稳定性，减少公路路基病害的发生，确保行车安全，公路路基边坡的防护具有重要的作用。

公路路基边坡的防护分为两类：一种是边坡的生态防护，所谓边坡生态防护是指单独用植物或者植物与土木工程和非生命的植物材料相集合的固坡措施。

第二种是边坡的工程防护，它主要是利用堆砌混凝土、砖块或其它材料对边坡进行防护，是公路边坡防护的传统方法之一。

目前常用的方法包括：浆砌片石、干砌片石、水泥砼预制块防护等。

就目前边坡防护方法的研究来看，不应停留在单纯的工程防护或生态防护方法上，应将两者结合起来，发挥其各自的长处，避免其缺点，达到优势互补。

关键词：公路路基边坡防护一、生态防护生态防护即采用植被护坡的方法护坡，植被护坡一般多采用在边坡上种植草、植树或铺草皮，以减缓边坡上的水流速度，利用植物根系固结边坡表层土壤以减轻冲刷，从而达到保护边坡的作用。

随着土工材料植草护坡技术的引进，三维植被网护坡、土工格室植草护坡等护坡技术在边坡工程中陆续获得应用。

在借鉴国外客土喷播护坡技术的基础上，我国开发了喷混植生技术，以及岩石边坡厚层基材喷射植被护坡技术。

植物防护不仅可以美化公路环境，调节边坡的湿温，起到固结和稳定边坡的作用，而且又比较简单、经济，还起到美化协调环境的作用，对于土质边坡是一种有效的防护措施。

路基植被防护分为地上部分和地下部分。

地上部分：即植物茎叶枝干．它能够降低雨水冲击速度，有效削弱雨滴对土壤的破坏作用。

植被的覆盖率越高，拦截效果越好。

覆盖度是水土保持研究中一项重要指标，加速植被的恢复和建设，提高覆盖率．成为当前水土流失防治的重要途径和措施。

地下部分：即植物的根系，能使土壤增加根孔，提高土壤透水性和持水性．增加土壤的抗蚀，抗冲性能，从而起到减少地表径流和土壤冲刷的作用。

基于以上的特点，高速公路路基边坡进行植被恢复时，必需选择合适的植被种类才能达到预期的效果。

公路边坡支护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)公路边坡常见支护方法目前，我国山区高速公路建设迅猛发展。

在高等级公路的修建中，出现大量的深挖路堑与高填路堤边坡，其防护问题非常突出。

为了满足安全可靠和经济合理双重目标，对高边坡病害特征的深入分析和对其治理工程方案的慎重选择显得十分重要。

公路边坡沿公路分布的范围广，对自然环境的破坏范围大，如果在防护的同时，能够注意保护环境和创造环境，采用适当的绿化防护方法来进行，则会使公路具有安全、舒适、美观、与环境相协调等特点，也将会产生可观的经济效益、社会效益和生态效益。

边坡设计应遵循“安全绿色、水土保持、恢复自然、环保之路”的设计原则。

对公路边坡进行防护，必须考虑以下问题：①边坡稳定：保护路基边坡表面免受雨水冲刷，减缓温差与温度变化的影响，防止和延缓软岩土表面的风化、破碎、剥蚀演变过程，从而保护路基的整体稳定性。

②环境保护：使工程对环境的扰乱程度减少到最小，并谋求人工构造物与自然环境相协调。

③综合效应：综合防光，防眩，防烟，诱导司机视线，改善景观等目的进行边坡绿化防护，充分发挥防护工程的综合效益。

1、工程防护1.1 抹面与捶面1.1.1适用条件：①对各种易于风化的软岩层（如泥质砂岩、页岩、千枚岩、泥质板岩等）边坡，当岩层风化不甚严重时；②所防护的边坡，本身必须是稳定的，但其坡面形状、陡度及平顺性不受限制；③所防护的边坡，必须是干燥、无地下水的岩质边坡。

1.1.2构造要求：①抹面厚度一般为5～7cm，捶面厚度为10～15cm，一般为等厚截面。

②抹面与捶面工程的周边与未防护坡面衔接处，应严格封闭。

如在其边坡顶部做截水沟，沟底与沟边也要做抹面或捶面防护。

③大面积抹面或捶面时，每隔5～10m应设伸缩缝。

1.2 灌浆与勾缝灌浆适用于石质坚硬、不易风化、岩层内部节理发育，但裂缝宽度较小的岩质路堑边坡。

勾缝适用于石质较坚硬、不易风化、张开节理不甚发育，且节理缝较大较深的岩石路堑边坡上。

道路桥梁工程专业外文翻译--高等级公路沥青路面预防性养护

英文文献Highway asphalt pavement Preventive MaintenanceAbstract: The high-grade highway asphalt pavement and damaged the various early stage disease, the type of damage and its causes, and made a crack repair, slurry seal asphalt pavement, such as preventive conservation technology.Key words: asphalt pavement; conservationasphalt pavement and the type of damage causestype of damageThe asphalt pavement damage can be divided into: crack category, loose category, class and other types of deformation of the four major categoriesCauses(1) horizontal cracks in this relatively common disease, mainly due to contraction of asphalt surface temperature and semi-rigid or temperature shrinkage of the shrinkage caused. Roadbed degree of compaction less than this will lead to disease(2) vertical cracks in most cases took place in a half filled or half-dug embankment road widening, mainly from the roadbed caused by uneven settlement.(3) cracking along its initial shape is round with a single trace or more of parallel vertical joints, gradually appeared in the horizontal or vertical Feng Jian oblique connection joints cracking form. Mainly due to lack of structural strength from the road(4) along the road to track performance with a horizontal height difference, mainly because of foot-graded asphalt mixture design unreasonable. Poor or because of the stability of the grass-roots level and degree of compaction of the lack of construction so that the wheel tracks with the material and layer and grass-roots role in the traffic load has repeatedly appeared in the consolidation of lateral shear deformation and displacement caused. In addition, the overloading of heavy vehicles and also produce too many of the important reasons for rutting(5) is the main reason for the wave of road construction material design unreasonable or of poor quality, the road leading to insufficient material level of resistance Mou round of the role: Zongpo paragraph, because the high temperature will cause such diseases(6) loose water damage occurred mainly in the section on the serious.(7) pits is cracked and loose, and other damage to the further development of the results.(8) embankment subsidence is mainly caused by insufficient degree of compaction, especially in some high-filling and compaction difficult to fill a half-dug sections and structures at both ends of a(9) If the spalling asphalt Mixture using neutral or acid stone, will cause aggregate and asphalt adhesion b s(10) Fan You asphalt Mixture too much asphalt content, porosity smaller, high temperature stability poor, is the main reason for a Fanyouasphalt pavement Preventive Maintenance TechnologyAsphalt Pavement Preventive Maintenance Technology: repair cracks, slurry seal, the closure of the Stone Chip, the closure of the table and micro-thin heat Overlay (including open-graded, Miji and with intermittent grading). Here focus of slurry seal and repair cracks in technology.repair cracks in technology and methods⑴ slotted repair methodSlotted repair method for small and medium-sized cracks. Crack is a better approach. The equipment used slot machines and irrigation sewing machine to make up for joint use of materials designed specifically for repairing cracks in the sealed plastic (polymer modified asphalt), slotting size of at least l cm wide, l ~ 3 cm deep. Slotted than the depth should not exceed 2: l, greater depth than the smaller the better. Slotted repair of the construction process are as follows:① preparations for the inspection slot machines and irrigation sewing machine to ensure that its technical condition: Pavement cracks under the specific circumstances to determine fill slit design: sewing machine and start filling the tank sealant heating add sealant, sealant heating , Stirring to l90 ℃, can not exceed 200 ℃; heating during the sewing machine Tuogua irrigation in the truck behind, and the sealant, Geli Dun, the umbrella label instructions, and Shoulder-style slot machines, such as hair dryer mounted on trucks, Shi T locations scheduled to drag on a "safe highway maintenance of order" (JTG H30-2004) as the provisions of the construction area operations.② slotted in accordance with the design of the slot size, good pre-conditioning F-slot machine slot depth, and then slotted operations, operations, according to crack width type of situation, timely adjustment slotted sizes to meet the minimum design requirements.③ Shoulder-to-trough hair dryer to bed and cracks on both sides of the ejecta l0 till at least within the scope of cleaning dust thoroughly clean.④ irrigation in the seam if the temperature below the 4:00-slit. Irrigation with a sewing machine to be slotted parts of the preheating equipment for preheating, if not at this temperature preheat to fill the joints, sealants would reduce the cohesive force: if the temperature higher than the 4 ℃ at the joint meeting, From time to preheat, the general meeting of the joint after preheating better results, in sealed plastic heating temperature reached about 190 ℃, with irrigation with a sewing machine for pressure nozzle Guaping sealant will be evenly Guanru bed and Crack drag on both sides of a certain width and thickness of the closure.⑤ conservation irrigation joint sealant, sealed in plastic and the full cooling ejecta on the roads after sweeping clean, open to traffic. As cooling time for about 15 min, the specific time and opening up under the traffic situation in temperature flexibility⑵ non-slotted repair (the traditional repair method)Non-slotted for the repair of micro-cracks to repair, according to the use of different materials, such repair method can be divided into hot-and cold-two kinds.①AU-l lO ^ # heavy oil traffic hot asphalt-hot-melt asphalt construction machinery and equipment spraying equipment (installed in the car project).The rotation of the preparatory work → preparation → heating melt-down AH-l l0 ^ # heavy oil traffic around the asphalt cracks → remove dust → straddle spraying hot melt asphalt oil → hand-Moping natural cooling → open traffic.② modified emulsified asphalt cold-constructionModification of emulsified asphalt is a mixture of liquid-cold materials, machinery equipment without special request, after the stirring scene of artificial joints Guatu letters (at least three times) → preparations for the construction technology-artificial joints → Banliao → people on the Guatu → → curing → secondary Guatu → curing → three Guatu → Kang → opening of traffic (curing time l5 ~ 20 min).⑶ traditional repair method for repairing and slotted the comparison①to the traditional repair method, whether it is re-used to transport oil or pieces of asphalt emulsion asphalt irrigation joints, although Oxfam j equipment almost no input costs, lower cost of the initial application T, but with the surface temperature of contraction and the grassroots up to 1 year, after the repair of cracks and joints location of the original irrigation re-cracking, fire accounted for more than 80 percent efficiency, so the second year of re-repairThis regular maintenance, not only increased the cost of conservation and conservation of the frequent traffic of the operation will cause inconvenience and anxiety umbrella factors. Every five years Yanmi r-total cost of about l5 yuan.② the slotted-repair, although the initial investment cost of higher construction equipment. Higher initial construction cost, but greatly extend its service life, sealing cracks in the effective and efficient artificial increase, the use of 5 years later, slotting-repair cracks in the efficient handling of 85% in five years for each of the Yanmi Cost is about ll yuan③ traditional repair method for dealing with micro-cracks and small and medium-sized cracks in the temporary emergency treatment: barrel-repair cracks in the small and medium-sized carry out a repair can be maintained for more than five years, benefited from a repair for many years.slurry sealSlurry seal technology for the new and old road of aging, cracking, smooth, loose, pits and other diseases can play a role in the prevention and maintenance, so that the road waterproof, anti-slide, formation, the rapid increase wear resistance. In recent years. Because slurry seal of the standardization, standardization, improve construction quality and reduced costs, slurry seal has been widely used in the Highway Maintenance early on.modified emulsified asphalt slurry sealModification of emulsified asphalt is a high-temperature flow, low temperature brittle fracture resistance, weatherability, abrasion resistance, ageing resistance excellent road paving material, the lower coefficient of the road flooding, road management of the disease early, increasing the road And the formation of friction coefficient, a very good role. Modification of emulsified asphalt slurry seal from the water quality is a polymer modified asphalt emulsion and rolling broken-intensive materials, mineral fillers, additives and water treatment consisting of surface layer, can be characterized by a thin layer Paver, solidified quickly, the main Construction for the road was repaired, cracking, rutting, and other diseases of treatment, can also be used for sealing and enhance the anti-sliding surface treatment. However, modified emulsified asphalt slurries and other TLC treatment, apply only to sections of the existing structure and stability, not enough deflection value to be reinforced after construction.and other road compared to the conservation methods⑴ with hot asphalt mixture of paved compared to hot asphalt mixture paving thickness of 2.5 cm, cost per square metre l8 ~ 20 yuan modified emulsified asphalt paving slurry seal thickness of 1 cm, cost per square metre l3 Around yuan, the average service life of six to eight years, uh, saving 15 percent of asphalt to 20 percent, according to the road 1 1 m wide of shells savings of 8.8 per km to 110,000 yuan. Because the modified emulsified asphalt slurry seal in more than 5 ℃ to the construction, extension of time can be 1 to 2 months, and reduce environmental pollution, the construction is simple, reduce labor intensity, energy saving equipment. Construction of improved conditions.⑵general emulsified asphalt slurry seal open when asked transport needs of 4 h, emulsified asphalt modified slurry seal when asked open as long as 0.5 ~ 1 h, traffic disruption orsignificantly reduce the time Banfu Shi T, Banfu open traffic Shi, So that direct costs fell.⑶modified emulsified asphalt itself a better low-temperature flexibility and high performance. Modified slurry seal mixture has good physical properties, therefore, can be modified slurry seal emulsified asphalt road repair or reduce disease and prolong the life of the closure, the use of cost than regular emulsified asphalt slurry seal Lower⑷ as modified emulsified asphalt slurry seal has good waterproofing and anti-slide performance, but also shorten the travel time of the opening. Increased use of the roads to and utilization of machinery and equipment and labor efficiency. Greatly to avoid a sudden summer rainstorm caused flood losses, annual savings of 2 to 30,000 yuan. From stagnation to consider shortening the vehicle. Transport savings when asked. Reducing vehicle, goods in transit fees. Its economic and social benefits incalculable.ConclusionThis article cracks on the asphalt pavement repair methods were outlined. Preventive Maintenance Highway as a regular, periodic maintenance measures, attention should be paid enough attention to.中文翻译高等级公路沥青路面预防性养护摘要：针对高等级公路沥青路面出现的各种破损和早期病害，分析了破损类型及其产生原因，并且提出了裂缝修补、稀浆封层等沥青路面的预防性养护技术。

大学毕业论文-道路边坡防护设计

摘要随着我国公路建设的飞速发展，边坡问题日益突出，但由于缺乏对边坡治理技术的系统研究，从而为工程埋下隐患，边坡失稳将造成交通中断，甚至造成巨大的经济损失和不良的社会影响，同时大大增加了后期维护处治费用。

目前公路边坡的加固技术主要有挡土墙、抗滑桩、土钉支护、岩土锚固等，土钉支护是近三十年发展起来的新技术。

边坡的稳定性受内部因素和外部因素影响，内部因素包括地质条件、地理背景和自然环境；外部环境包括气候条件、人类活动和地震。

本文归纳总结了边坡稳定分析常用方法的特点；分析了边坡加固常用方法的原理、特点及其适用范围；归纳总结了影响边坡稳定的内部因素和外部因素；介绍了瑞典圆弧法分析边坡稳定的原理，并应用瑞典法对某工程边坡的稳定性进行了理论计算分析。

关键词：土质边坡、加固理论、影响因素、稳定性分析AbstractWith the rapid development of highway construction, slope stability problem stands out increasingly. But being short of slope retaining research by the numbers, there are a lot of hidden dangers in highway construction. Once slopes lose their stability, the landslide will interrupt the traffic and even result in huge economic loss and bring on bad social influences. At the same time, it will greatly increase the evening slope retaining expense.In now, the reinforcement theories of highway slope have retaining wall, anti-sliding pile, soil nailing, geotechnical anchorage, and so on. Soil nailing is the development of new technologies in the past 30 years. The slope stability is affected by inherent factors and external factors. The inherent factors include the geological conditions, geographical environment and the natural environment. The external factors include the climatic conditions the human activities and the earthquakes.The dissertation summaries the stability analysis of slope used commonly to methods and characteristics. It is the principle, the characteristics and the scope of application, which are the methods commonly to use in slope reinforcement. It is the summaries of internal factors and external factors, which have impacted to the slope stability. It is introduce to the principles that are use when analysis to the slope stability, and analysis to a project on the slope stability, through Sweden and FranceKey words: soil slope,reinforcement theory, factors affecting, stability analysis目录第一章绪论 (1)第一节边坡加固及稳定分析的目的和意义 (1)一、边坡加固及稳定分析的目的 (1)二、边坡加固的意义 (1)第二节边坡加固理论及稳定性分析的现状 (2)一、边坡加固理论的现状 (2)二、边坡稳定性分析所经过的阶段 (3)三、边坡稳定性分析常用的几种方法 (4)第三节本课题的有关内容 (7)第二章土质边坡的加固理论 (8)第一节边坡加固所遵循的原则 (8)第二节挡土墙加固 (8)一、挡土墙的布置 (8)二、挡土墙的类型及适用范围 (9)第三节抗滑桩加固 (11)一、抗滑桩的概况 (11)二、抗滑桩的类型 (12)三、抗滑桩的布置 (13)四、抗滑桩的优缺点及适用范围 (14)第四节土钉支护 (14)一、土钉的概述 (14)二、土钉支护的优缺点及适用范围 (15)第五节岩土锚固 (17)一、岩土锚固的基本原理 (17)二、锚固技术的优缺点及适用范围 (17)第三章土质边坡稳定的影响因素 (19)第一节概述 (19)第二节影响土质边坡稳定的内部因素 (19)一、地质条件 (19)二、地理背景和自然环境 (21)第三节影响土质边坡稳定的外部因素 (22)一、气候、径流条件 (22)二、人类活动 (22)三、地震 (23)第四章土质边坡的稳定性分析 (25)第一节直线滑面上土坡稳定性分析 (25)第二节圆弧滑面的条分法分析 (26)第三节关于膨胀土边坡稳定性的探讨 (28)一、膨胀土物理化学特性 (28)二、对边坡的危害 (28)三、膨胀土边坡的稳定分析 (28)四、结论与建议 (30)结论 (32)致谢 (33)参考文献 (34)第一章绪论第一节边坡加固及稳定分析的目的和意义一、边坡加固及稳定分析的目的对边坡的加固理论及稳定性研究的主要目的在于避免或尽可能的降低滑坡地质灾害对人民财产的危害及对工程建设的可能影响，这不但要求我们对滑坡进行有效的治理，而且要求我们根据对滑坡地址类型及其变形破坏规律的认识，对滑坡变形和稳定性的发展趋势做出可靠的预测预报[1] 。

公路路基边坡破坏的形式及防护措施

中图分类号院U213.1+3
文献标识码院A
文章编号院1006-4311（2020）04-0158-02
0 引言公路路基边坡是公路路基的重要部分之一，路基边坡的破坏，会导致公路瘫痪，甚至威胁到人们的生命财产安全，因此，路基边坡损坏问题一直是公路施工养护中的重点。 1 公路路基边坡破坏形式和原因分析 1.1 填方边坡在填方边坡中，其主要的损坏为开裂、沉降变形及滑坍等；损坏的原因主要有如下几个方面：一是填方路段不良地质变化引发的路基边坡损坏，如因路基施工及车辆荷载的影响，使地基土体内部应力及含水情况发生变化，出现不良地质变化；二是设计方案不合理及施工质量导致的损坏，如填料的选用、边坡坡率、施工工艺及压实度等不满足规范要求等；三是受到外界因素的影响产生的损坏，如地表水的冲刷，地下水的侵蚀软化路基土体，温度、湿度的反复变化影响以及地震和人为破坏等。 1.2 挖方边坡人工开挖的石质边坡，其强度要符合边坡的稳定性要求。但受降雨和融雪等影响，挖方边坡不可避免会出现一些损害，主要的损坏形式有三种，即落石型、滑坡型和流动型崩塌。首先是落石型崩塌，这种损害主要出现在比较陡的边坡，产生的落石的岩层节理、裂隙发育中落石沿陡的裂面活动。同时渗水、冻融的反复影响下，裂缝会持续扩大，降雨又会使其中充满水，进而在侧向静水压力下引发崩塌。硬岩下卧软弱层也会出现这种情况，需对其及时严格控制，避免落实威胁到道路行车安全。其次是滑动型边坡，在外力作用下岩层被剪断，一般在路基和存在软弱夹层的层间出现沿软岩顺层滑动现象，造成路基坍塌。施工爆破挖掘过程中，岩体间的稳定性也会找到破坏，如果在基岩上覆盖了松散的堆积物，就会使其沿节理面或者断面层坍塌。最后是流动型崩塌，主要是在雨水冲刷下引发小岩屑、岩石风化土的流动，这些沉积物质比较松散，因此易受雨水冲刷影响，导致路基坍塌。在平常维护保养中发现这要要要要要要要要要要要要要要要要要要要要要要要

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溜方是由于少量土体沿土质边坡向下移动所形成,即边坡上薄的表层土下溜,通常是由于降水、降雨等流动水冲刷边坡或施工不当而引起的。

滑坡是指一部分土体在重力作用下沿边坡的某一滑动面滑动,主要是因土体的稳定性不足引起的。

剥落和碎落是指边坡风化岩层表面,在各种外界环境的影响下使表层岩石从坡而上剥落下来的破坏形式。

崩塌通常是指较大的石块脱离边坡表面沿坡而滚落下来。

因此,边坡设计应遵循“安全绿色、水土保持、恢复自然、环保之路”的设计原则。

三、路基边坡防护方法1.植草防护。

植物防护则是在边坡上种植草或植树,以减缓边坡上的水流速度,利用植物根系固结边坡表层土壤以减轻冲刷,从而达到保护边坡的作用。

植物防护不仅可以美化公路环境,调节边坡的湿温,起到固结和稳定边坡的作用,而且又比较简单、经济。

植草防护应选择根系发达、茎矮叶茂耐旱草种,严禁采用生长在泥沼地的草皮。

直接植草护坡方法如下:其一,在土质坡面上用草籽、肥料、水拌和,直接喷洒在坡面上,优点是方法简单、施工方便、成本较低,但易受风雨的侵蚀;其二,在修整好的坡面上,将粘土、种子、肥料、水等混合物用喷浆机直接喷射于坡面,与原土壤粘合,种子发芽后便会植根于边坡土壤中,形成整体保护。

上述两种方法在植草初期,应免受风雨的侵蚀,可覆盖纤维网,由于坡面没有任何的加筋处理,在暴雨和径流的冲蚀下极易导致坡面破坏,因此一般应在每年3-5月进行。

2.工程防护。

工程防护主要是针对不适宜植物生长的土质填、挖方边坡或风化严重、节理发育不良的岩石路基边坡等,采取工程防护措施即设置人工构造物防护。

3.干砌片石。

干砌片石适用于保护边坡免受大气降水和地面径流的侵害,以及保护浸水路堤边坡免受水流冲刷。

对严重潮湿或有冻害的路段、长期承受主动土压力地段一般不宜采用干砌片石防护,可用于下边坡中的土质边坡防护,坡度为1:1.5-1:2。

4.浆砌片石。

浆砌片石设置在浸水路堤及可能发生坡面被冲刷的土质边坡,应做好排水与防护的结合,否则不宜采用。

当水流速度较大时(如4-5m/s),波浪作用较强,以及河流可能有流木及其他撞击物等冲击作用时,宜采用浆砌片石防护,必要时可与浸水挡墙或护面墙同时设置。

浆砌片石护坡优点是耐久性较好,适宜防护不同控制边坡中的岩土层和不同位置的边坡,且造价适中,故适用于上下边坡中的一般坡面。

5.拱式、网格防护。

这种防护方式克服了鱼鳞状砌石防护排水抗冲刷能力弱和污工量大的特点,最大限度地绿化坡面,外观较好,在高填方、长直线的护坡段,能达到美化、绿化的双重效果,是近年来公路防护常用的方法之一。

缺点是施上较繁琐,劳动强度大,对坡面要求严格,拱内必须填土植草或进行其他工程防护,否则易被雨水冲蚀。

6.预制块铺砌防护。

这是目前高速公路上应用较多的护坡方法之一,由于预制块的规格一致,易于施工,外观整齐,最大限度地减少了坡面防护对植草绿化的依赖性,即使坡面绿化效果不好,也不容易造成太严重的冲刷现象,所以,目前大多数高速公路采用这种方式,缺点是造价高,施工难度大。

7.喷射混凝土防护。

喷射混凝土法分为素喷法和锚喷法。

素喷法为直接将高标号砂浆喷射在大致平整的岩面上,使坡面易松散的颗粒得以稳固,保证行车及行人的安全。

它用于表层易松散的风化岩面。

锚喷法,其工作原理是利用锚杆将滑动体固定在山体上,以锚杆约束山体的滑动,并在滑动体表面锚头上加挂钢筋网并喷射混凝土,在滑动体表面形成钢筋混凝土板体结构,这样可以将松散的岩石固定为一个整体,以达到彻底根治滑坡的目的。

锚喷法适用于大部分岩石土和碎石土等地质结构山体和易产生滑坡地段,它可预防早期滑坡的产生。

只要产生滑动的区域面积不很大,滑动层不很厚,都可以采用此方法。

此外,对于边坡破坏较严重的情况,如出现塌方、滑坡以及可能出现失稳等,必须采取相应的措施来确保边坡的稳定性(强度方面)和安全性(变形方面)。

根据边坡的不良工程地质特征和滑坡加固治理与防护工程特点,主要选取适用性强、易于操作、工程负效应小的措施,如抗滑桩、锚杆(索)、挡土墙、削坡和灌浆等,使其分别适用于不同塌方、滑坡的物理力学条件和地质条件。

参考文献[1]黄建明.浅析高速公路路基边坡防护的施工-以甬金分离立交桥6#、7#墩施工为例[J].科技创新导报,2009,(2):.[2]钮震雨余俊美.浅探公路工程质量通病及其预控措施[J].江西建材,2007,(4):.[3]于跃王慧贤安震.高速公路路基边坡防护浅析[J].黑龙江交通科技,2007,(12):12,14.According to the highway subgrade slope protection[abstract] this article through the analysis of road foundation slope failure forms and reasons, analyzes the roadbed slope protection design principles, detailed introduces the highway slope protection method, in order to guarantee the stability of roadbed and prevention and control of all kinds of roadbed disease, to ensure the normal use of the highway quality and benefit of investment[key words] highway subgrade slope protectionRoadbed protection is to guarantee the stability of roadbed strength and one of the important measures, protection is the focus of the embankment slope, the change of the terrain, ShiLu design elevation and natural ground conductivity of the relationship between different, there will be higher than that of the natural ground embankment fill subgrade construction of the ground below natural excavated one that cut and between the two and a half between fill subgrade in geotechnical engineering by half to dig into roadbed fill dug, change the original layer of the natural balance, and exposed to a natural environment, long-term affected by various natural factors, the physical and mechanical properties of rock mass will been great changes, cause rock mass deformation mobile, destroy the stability of the slope, and even cause a series of geological environment problems and the ecological environment problems, such as collapse landslides of soil erosion and damage to vegetation, etc .So to ensure the stability of roadbed and prevention and control of all kinds of roadbed disease, in addition to the drainage roadbed, still need to be combined with the local hydrological geology and material of case, take effective measures to all kinds of soil ShiBianPo necessary protection.Firstly,a slope failure forms and reasonsEmbankment slope of the slump is one of the most common roadbed disease, according to slope soil category damage reason and scale is different, the main failure form of slip party peel and broken down landslide collapse four slip party is due to a small soil slope moves down along the soil formed, namely the slope of thin surface soil slip under, it is often due to rainfall precipitation and flowing water erosion caused by improper slope or construction of the landslide is refers to the part of the gravity of soil slope under one of the sliding surface sliding, mainly because of the soil slope of embankment caused by inadequate stability of landslide is the main reason of the side slope steep or spend change clearly feet are hollow, or filling levels arrangement inappropriate, etc.; Cut slope is the main reason of the landslide slope height and slope and natural geotechnical levels of nature does not adapt spalling and broken down is refers to the slope rock weathering surface. In different kinds of external environment under the influence of the top rock slope and peeling off from the destroy form of collapse usually refers to the larger stones out along the slope surface slope and tumble down.second，Embankment slope protection design principlesHighway slope distribution along the road of the range, the destruction of the environment of natural range, if in the protection, and can also pay attention to protect the environment and create the environment, the adoption of appropriate green protective method, can make highway has safe and comfortable and beautiful in harmony with the environment and other characteristics, which will create considerable economic benefit and social benefit of ecological benefit so, slope design should follow the safety of soil and water conservation and restoration of natural green environmental protection of the way the design principlesthirdly，embankment slope protection method1.The plant grass protection plant protection in the slope is planted on grass or trees to slow down the slope of flow velocity, the use of plant root consolidation of surface soil slope to reduce erosion, so as to achieve the function of the slope protection plant protection not only can beautification highway environment, adjust the temperature wet slope, consolidation and the stability of the slope play a role, and simple economic.Plant grass protection should choose the root system developed stem short and leafy drought tolerant grass seed, it is strictly prohibited to the growth in mud to clear the implanted directly into the grass slope protection method are as follows: firstly, in the soil slope surface water mixing with seed fertilizer, direct sprayed in the slope surface, the advantage is simple convenient construction cost is low, but vulnerable to wind erosion; Secondly, in dressing good slope surface, will clay fertilizer water with seed mixture of spray directly injection machine in the slope, and the soil adhesion, seed will rooted in soil slope, forming overall protection of the two methods in plant grass at the initial stage, the rain should be from erosion, fabric covered, because no slope reinforcement treatment in heavy rains and runoff erosion of the slope easily result in damage, and therefore should be in commonly 3-5 months each year.2. Engineering protection engineering protection is mainly aimed at not suitable for the growth of plant soil slope excavation or weathering fill joints growth of serious adverse rock embankment slope, take engineering protection measures that is setting artificial slope protection.3. Do PianShi build by laying bricks or stones do build by laying bricks or stones PianShi is designed to protect the slope from atmospheric precipitation and runoff violations, and protect water embankment slope from flow erosion of severe cold wet or sections of long-term bear active earth pressure area should not be commonly use dry build by laying bricks or stones PianShi protection, and can be used in the soil slope under the slope protection, slope of 1:1. 5-2-1..4. Pulp PianShi plasma build by laying bricks or stones PianShi build by laying bricks or stones set in immersion embankment and possible washed the soil slopesurface slope, should do well in the combination of drainage and protection, otherwise not be used as the water velocity is (such as in 4-5 m/s), wave action is stronger, and rivers flow and other wood may have hit content to wait impact, appropriate USES plasma build by laying bricks or stones PianShi protection, when necessary and water retaining wall or HuMianQiang also set pulp PianShi build by laying bricks or stones advantage is good durability slope protection, which is suitable for the protection of the different control slope rock layer and different locations of the slope, and moderate cost, it is applicable to the general up and down the slope slope5. Arch type grid protection this protection way been overcome the QiShi protection drainage anti-scouring ability weak and the large amount of work the characteristics, the maximum slope greening, appearance is better, in long lines of the high fill slope section, can achieve beautification greening double effect, road protection in recent years is the commonly used method shortcoming is one of the more tedious;, labor strength, strict requirements on slope surface, within the filled soil arch must be planting grass or other engineering protection, or to be rain erosion.6. Precast block slabs protection this is the current highway slope protection method widely applied one, because of the specifications of the precast block consistent, easy construction, neat appearance, minimizes the slope protection on plant grass greening dependence, even if the slope greening the result is bad, it is not easy to cause too serious erosion phenomenon, so, at the moment, most of the highway that way, defect is cost is high, difficult construction.7. Jet concrete protective jet concrete method into meat spray method and shotcreting method for directly spray method, high standard in the formation of the mortar injection roughly sheared off, make easy to loose particles slope stably, ensure running and pedestrian safety it used for surface layer of rock bolting and easy to loose by law, the working principle is to use sliding body will be fixed in the mountain, the mountain to the constraints of sliding, and in the sliding body surface anchor head and sprayed concrete use steel mesh, sliding body surface formation in reinforced concrete board body structure, so can will loose rock fixed for a whole, in order to achieve the purpose of cure landslide shotcreting act applies to most of the rock soil and rock soil and other geological structure mountain and produce landslide location, it can prevent the generation of landslide early as long as produce sliding area is not very big, Sliding layer is very thick, all can use this methodIn addition, the slope destruction for serious, such as a landslide and collapse may appear instability, etc, must adopt corresponding measures to ensure the stability of the slope (strength) and safety (deformation) according to slope of bad engineering geological characteristics of the landslide reinforcement management and protection and the features of the project, the main selection applicability is easy to operation of small negative effect on the engineering measures, such as anti-slide pile retaining bolt (cable) cutting slope and grouting, make its are used in different collapse of thephysical and mechanical landslide conditions and geological conditions References:[1] HuangJianMing. According to the highway subgrade construction of the side slope protection in highway overpass 6 gold separation # 7 # pier construction, for example [J]. Science and technology innovation herald, 2009, (2).[2] NiuZhenYu, the more beautiful. Shallow ground the highway engineering quality problems and its control counter measures [J]. Jiangxi building materials, 2007, (4).[3] to jump, WangHuiXian, AnZhen. Highway subgrade shallow slope protection [J]. J heilongjiang transportation science and technology, 2007, (12).。