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。
交通专业英语-L8
paragraph 2
• Selection of bridge design．The chief factors in deciding whether a bridge will be built as a girder，cantilever， truss，arch，suspension，or some other type are： (1)Iocation；for example，across a river；(2)purposes； for example，a bridge for carrying motor vehicles； (3)span length；(4)strength of available materials； (5)cost；(6)beauty and harmony with the location． • 桥梁设计方案选择。决定一座桥梁建成梁式、悬臂式、桁架式 、拱式、悬吊式或其他类型，其主要影响因素有：（1）桥址， 例如，横跨河流；（2）目的：如，用于汽车交通；（3）跨径 ；（4）可用材料的强度；（5）造价；（6）美观及与周边地 区的融合。
paragraph 5
Selection of materials．The bridge designer can select from a number of modern high-strength materials， including concrete，steel，and a wide variety of corrosion-resistant alloy steels． • 材料的选择。桥梁设计者可从许多现代高强材料中加以选择， 包括混凝土、钢材，以及多种抗腐蚀合金钢。 •
paragraph 7
Concrete with compressive strengths as high as 8，000 psi(562．5 kg／sq cm)can now be produced for use in bridges，and it can be given high durability against chipping and weathering by the addition of special chemical agents and control of the hardening process． • 目前已可生产抗压强度高达8000psi（562.5 kg/cm2）的混凝土 供桥梁建设使用，它能经久抵抗由硬化过程和特殊的化学作用 引起的碎裂和风化作用。 •
交通工程(英文版)
3
Uninterrupted Flow Facilities
– Limited/No access control
• At-grade intersections • Driveway/intersections
Interrupted Flow Facilities
• Interrupted Flow Facilities
Edie’s Two-Segment Model
• Uses Greenberg’s model for the congested portion of the curve and ____________ model for the uncongested portion of the curve • Creates two capacities for the same roadway.
5. Capacity may be defined in terms of persons per hour or vehicles per hour.
5
Performance Measures
• Definition:
– One or more operational parameters that best describe the ___________ quality for the facility type. – Represents available measures that best describe the quality of operation on the subject facility type
– 1965 – Second Edition
• Introduced concept of level of service
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。
重庆交大道路工程英语
LOS A（level of section A）
自由流
LOS B（level of section B）
稳定流
LOS C（level of section C）
饱和流
LOS D（level of section D）
强制流
DHV（design hourly volume）
设计每小时交通量
Emergency escape ramp
Carriageway
行车道
Inward sloping cross fall
向内倾斜横坡
One-way cross fall
单坡
Hydroplaning of the vehicles
水滑（机动车打滑）
Head-on collision
车头碰撞
Crash barrier
防撞栏
Pavement markings
平纵线形
Slope
边坡，斜坡
Earthwork
土方工程
Embankment
路堤
Cuts and fills
挖方和填方
Drains and sewers
排水和排污管道
Paving
路面摊铺
Asphalt
沥青
Concrete slab
混凝土板
Wire basket
钢筋网
Steel dowel
传力杆，合缝钢条
方向岛
Median or divisional island
中心岛，分离岛
Unit 9Grade Separations and Interchanges
Grade separation and interchanges
交通工程专业英语
CHAPTER 5GLOSSARYThis chapter defines the terms used in the manual.Acceleration lane—Articulated bus or articulated trolleybus Acceleration lane - A paved auxiliary lane, including tapered areas, allowing vehicles toaccelerate when entering the through-traffic lane of the roadway.Access point - An intersection, driveway, or opening on the right-hand side of a roadway.An entry on the opposite side of a roadway or a median opening also can beconsidered as an access point if it is expected to influence traffic flow significantly in the direction of interest.Access-point density - The total number of access points on a roadway divided by thelength of the roadway and then averaged over a minimum length of 3 mi.Accuracy - The degree of a measure’s conformity to a standard or true value.Adjustment - An additive or subtractive quantity that adjusts a parameter for a basecondition to represent a prevailing condition.Adjustment factor - A multiplicative factor that adjusts a parameter for a base conditionto represent a prevailing condition.Aggregate delay - The summation of delays for multiple lane groups, usually aggregatedfor an approach, an intersection, or an arterial route.Alighting time - The time required for a passenger to leave a transit vehicle, expressed astime per passenger or total time for all passengers.All-way stop-controlled - An intersection with stop signs at all approaches. The driver’sdecision to proceed is based on the rules of the road (e.g., the driver on the right has the right-of-way) and also on the traffic conditions of the other approaches.Analysis period - A single time period during which a capacity analysis is performed ona transportation facility. If the demand exceeds capacity during an analysis period,consecutive analysis periods can be selected to account for initial queue from the previous analysis period. Also referred to as time interval.Analytical model - A model that relates system components using theoreticalconsiderations tempered, validated, and calibrated by field data.Angle loading area - A bus bay design, similar to an angled parking space, requiringbuses to back up to exit and allowing more buses to stop in the given linear space.Typically used when buses must occupy berths for a long period of time (e.g., at an intercity bus terminal).Annual average daily traffic - The total volume of traffic passing a point or segment ofa highway facility in both directions for one year divided by the number of days in the year.Approach - A set of lanes at an intersection that accommodates all left-turn, through, andright-turn movements from a given direction.Approach grade - The grade of an intersection approach, expressed as a percentage, withpositive values for upgrade and negative for downgrade.Area type - A geographic parameter reflecting the variation of saturation flows indifferent areas.Arrival rate - The mean of the statistical distribution of vehicles arriving at a point oruniform segment of a lane or roadway.Arrival type - Six assigned categories for determining the quality of progression at asignalized intersection.Arterial - A signalized street that primarily serves through-traffic and that secondarilyprovides access to abutting properties, with signal spacings of 2.0 mi or less.Articulated bus or articulated trolleybus - An extralong, high-capacity bus ortrolleybus with a rear body section or sections flexibly but permanently connected to the forward section. The vehicle can bend for curves but does not require an interior barrier between its sections.Auxiliary lane—Capacity Auxiliary lane - An additional lane on a freeway to connect an on-ramp and an off-ramp.Average travel speed - The length of the highway segment divided by the average traveltime of all vehicles traversing the segment, including all stopped delay times.Back of queue - The distance between the stop line of a signalized intersection and thefarthest reach of an upstream queue, expressed as a number of vehicles. The vehiclespreviously stopped at the front of the queue are counted even if they begin moving.Base condition - The best possible characteristic in terms of capacity for a given type oftransportation facility; that is, further improvements would not increase capacity; acondition without hindrances or delays.Base saturation flow rate - The maximum steady flow rate—expressed in passenger carsper hour per lane—at which previously stopped passenger cars can cross the stop lineof a signalized intersection under base conditions, assuming that the green signal isavailable and no lost times are experienced.Basic freeway segment - A length of freeway facility whose operations are unaffected byweaving, diverging, or merging.Berth - A position for a bus to pick up and discharge passengers, including curb busstops and other types of boarding and discharge facilities.Bicycle - A vehicle with two wheels tandem, propelled by human power, and usuallyridden by one person.Bicycle facility - A road, path, or way specifically designated for bicycle travel, whetherexclusively or with other vehicles or pedestrians.Bicycle lane - A portion of a roadway designated by striping, signing, and pavementmarkings for the preferential or exclusive use of bicycles.Bicycle path - A bikeway physically separated from motorized traffic by an open spaceor barrier, either within the highway right-of-way or within an independent right-of-way.Bicycle speed - The riding speed of bicycles, in miles per hour or feet per second.Boarding time - The time for a passenger to board a transit vehicle, expressed as timeper passenger or total time for all passengers.Body ellipse - The space provided per pedestrian on a pedestrian facility, expressed assquare feet per pedestrian.Bottleneck - A road element on which demand exceeds capacity.Breakdown - The onset of a queue development on a freeway facility.Breakdown flow - Also called forced flow, occurs either when vehicles arrive at a rategreater than the rate at which they are discharged or when the forecast demandexceeds the computed capacity of a planned facility.Bus - A self-propelled, rubber-tired road vehicle designed to carry a substantial numberof passengers (at least 16) and commonly operated on streets and highways.Bus lane - A highway or street lane reserved primarily for buses during specified periods.It may be used by other traffic under certain circumstances, such as making a right orleft turn, or by taxis, motorcycles, or carpools that meet the requirements of thejurisdiction’s traffic laws.Bus platoon - A convoy of several buses, with each bus following the operatingcharacteristics of the one in front.Bus stop - An area in which one or more buses load and unload passengers. It consists ofone or more loading areas and may be on line or off line.Busway - A right-of-way restricted to buses by a physical separation from other trafficlanes.Calibration - The process of comparing model parameters with real-world data to ensurethat the model realistically represents the traffic environment. The objective is tominimize the discrepancy between model results and measurements or observations.Capacity - The maximum sustainable flow rate at which vehicles or persons reasonablycan be expected to traverse a point or uniform segment of a lane or roadway during aspecified time period under given roadway, geometric, traffic, environmental, andcontrol conditions; usually expressed as vehicles per hour, passenger cars per hour,or persons per hour.Captive riders—Coverage Captive riders - Transit riders, such as people with disabilities, the elderly, youngadolescents, and adults without driver’s licenses, who do not have alternative meansof travel.Change interval - The yellow plus all-red interval that occurs between phases of a trafficsignal to provide for clearance of the intersection before conflicting movements arereleased.Circulating flow - The volume of traffic on the principal roadway of a roundabout at agiven time.Circulating roadway - The continuous-flow section of a roundabout that requires othervehicles entering the roadway to yield.Circulation area - The portion of a sidewalk street corner used by moving pedestrianspassing through the area; in square feet.Clearance lost time - The time, in seconds, between signal phases during which anintersection is not used by any traffic.Clearance time - The time loss at a transit stop, not including passenger dwell times.This parameter can be the minimum time between one transit vehicle leaving a stopand the following vehicle entering and can include any delay waiting for a sufficientgap in traffic to allow the transit vehicle to reenter the travel lane.Climbing lane - A passing lane added on an upgrade to allow traffic to pass heavyvehicles whose speeds are reduced.Collector street - A surface street providing land access and traffic circulation withinresidential, commercial, and industrial areas.Commuter rail - The portion of passenger railroad operations that carries passengerswithin urban areas, or between urban areas and their suburbs; unlike rapid rail transit,the passenger cars generally are heavier, the average trip lengths are usually longer,and the operations are carried out over tracks that are part of the area’s railroadsystem.Composite grade - A series of adjacent grades along a highway that cumulatively has amore severe effect on operations than each grade separately.Compound left-turn protection - A signal phasing scheme that provides both aprotected and permitted phase in each cycle for a left turn. See also protected pluspermitted and permitted plus protected.Conflicting approach - The approach opposite the subject approach at an all-way stop-controlled intersection.Conflicting flow rate - The flow rate of traffic that conflicts with a specific movement atan unsignalized intersection.Conflicting movements - The traffic streams in conflict at an unsignalized intersection.Congested flow - A traffic flow condition caused by a downstream bottleneck.Constrained operation - An operating condition in a weaving segment, involvinggeometric and traffic constraints, that prevents weaving vehicles from occupying alarge portion of the lanes available to achieve balanced operation.Control condition - The traffic controls and regulations in effect for a segment of streetor highway, including the type, phasing, and timing of traffic signals; stop signs; laneuse and turn controls; and similar measures.Control delay - The component of delay that results when a control signal causes a lanegroup to reduce speed or to stop; it is measured by comparison with the uncontrolledcondition.Corridor - A set of essentially parallel transportation facilities designed for travelbetween two points. A corridor contains several subsystems, such as freeways, rural(or two-lane) highways, arterials, transit, and pedestrian and bicycle facilities.Coverage - The geographical area that a transit system serves, normally based onacceptable walking distances from loading points.Crawl speed—Design speed Crawl speed - The maximum sustained speed that can be maintained by a specified type of vehicle on a constant upgrade of a given percent; in miles per hour.Critical density - The density at which capacity occurs for a given facility, usually expressed as vehicles per mile per lane.Critical gap - The minimum time, in seconds, between successive major-stream vehicles, in which a minor-street vehicle can make a maneuver. Also see Pedestrian critical gap.Critical lane group - The lane groups that have the highest flow ratio for a given signal phase.Critical speed - The speed at which capacity occurs for a facility, usually expressed as miles per hour.Critical volume-to-capacity ratio - The proportion of available intersection capacity used by vehicles in critical lane groups.Cross flow - A pedestrian flow that is approximately perpendicular to and crosses another pedestrian stream. The smaller of the two flows is the cross-flow condition. Crosswalk - A marked area for pedestrians crossing the street at an intersection or designated midblock location.Crown line - A lane marking that connects from the entrance gore area directly to the exit gore area.Crush load - The maximum number of passengers that can be accommodated on a transit vehicle.Cycle - A complete sequence of signal indications.Cycle length - The total time for a signal to complete one cycle.Deceleration lane - A paved auxiliary lane, including tapered areas, allowing vehicles leaving the through-traffic lane of the roadway to decelerate.Default value - A representative value that may be appropriate in the absence of local data.Delay - The additional travel time experienced by a driver, passenger, or pedestrian. Demand - The number of users desiring service on the highway system, usually expressed as vehicles per hour or passenger cars per hour.Demand-responsive service - Passenger cars, vans, or buses with fewer than 25 seats, dispatched by a transit operator in response to calls from passengers or their agents. Demand starvation - A condition when portions of the green time at a downstream intersection cannot be used because conditions at an upstream intersection prevent vehicles from reaching the stop line downstream at an interchange ramp terminal. Demand to capacity ratio - The ratio of demand flow rate to capacity for a traffic facility.Density - The number of vehicles on a roadway segment averaged over space, usually expressed as vehicles per mile or vehicles per mile per lane. Also see Pedestriandensity.Departure headway - The average headway in seconds between two consecutive vehicles departing from a lane at an all-way stop-controlled intersection. Descriptive model - A mathematical model that applies concepts or theoretical principles to represent the behavior of a system.Design application - Using capacity analysis procedures to determine the size (number of lanes) required for a specified level of service.Design category - A type of urban street defined by geometric features and roadside environment.Design hour - An hour with a traffic volume that represents a reasonable value for designing the geometric and control elements of a facility.Design-hour factor (K-factor) - The proportion of the 24-h volume that occurs during the design hour.Design speed - A speed used to design the horizontal and vertical alignments of a highway.Deterministic model—Exit rampDeterministic model - A mathematical model that is not subject to randomness. Theresult of one analysis can be repeated with certainty.Diamond interchange - An interchange that results in two or more closely spacedsurface intersections, so that one connection is made to each freeway entry and exit,with one connection per quadrant.Directional design-hour volume - The traffic volume for the design hour in the peakdirection of flow, in vehicles per hour.Directional distribution - A characteristic of traffic, that volume may be greater in onedirection than in the other during any particular hour on a highway.Directional flow rate - The flow rate of a highway in one direction.Directional segment - A length of two-lane highway in one travel direction, withhomogeneous cross sections and relatively constant demand volume and vehicle mix.Directional split - The directional distribution of hourly volume on a highway, expressedin percentages.Diverge - A movement in which a single lane of traffic separates into two lanes withoutthe aid of traffic control devices.Double-stream door - A transit vehicle door, generally 3.74 to 4.50 ft wide, that permitstwo passengers to board, alight, or board and alight simultaneously.Downstream - The direction of traffic flow.Downtown street - A surface facility providing access to abutting property in an urbanarea.Drive-through (pull-through) loading area - A bus bay design for compact areas,providing several adjacent loading islands, between which buses stop, drive through,and then exit.Driver population - A parameter that accounts for driver characteristics and their effectson traffic.Duration of congestion - A measure of the maximum amount of time that congestionoccurs anywhere in the transportation system.Dwell time - The time a transit unit (vehicle or train) spends at a station or a stop,measured from stopping to starting.Effective green time - The time during which a given traffic movement or set ofmovements may proceed; it is equal to the cycle length minus the effective red time.Effective red time - The time during which a given traffic movement or set ofmovements is directed to stop; it is equal to the cycle length minus the effective green time.Effective walkway width - The width, in feet, of a walkway usable by pedestrians, or thetotal walkway width minus the width of unusable buffer zones along the curb and building line.85th-percentile speed - A speed value that is less than 15 percent of a set of fieldmeasured speeds.Empirical model - A model that describes system performance based on the statisticalanalysis of field data.Entrance ramp - A ramp that allows traffic to enter a freeway.Equilibrium distance - The distance between the next upstream ramp and the subjectramp, or between the next downstream ramp and the subject ramp, that produces a P FM or P FD value indicating that the subject ramp is isolated.Event - A meeting or a passing on a bicycle facility.Event-based model - A simulation model that advances from one event to the next,skipping over intervening points in time when no event occurs.Exclusive bus lane - A highway or street lane reserved for buses.Exclusive turn lane - A designated left- or right-turn lane or lanes used only by vehiclesmaking those turns.Exit ramp - A ramp for traffic to depart from a freeway.Extension of effective green time—Gore area Extension of effective green time - The amount of the change and clearance interval at the end of the phase for a lane group, usable for movement of its vehicles.Extent of congestion - The maximum geographic extent of congestion on the transportation system at any one time.Facility - A length of highway composed of connected sections, segments, and points. Failure rate - The probability that a bus will find all available loading areas occupied by other buses at a bus stop.Far-side stop - A transit stop that requires transit units to cross an intersection before stopping to serve passengers.Fixed obstruction - Obstructions along a roadway, including light poles, signs, trees, abutments, bridge rails, traffic barriers, and retaining walls.Fixed-route service - Service provided by transit vehicles on a repetitive, fixed schedule along a specific route, picking up and delivering passengers to specific locations;each fixed route serves an assigned origin and destination.Flared approach - A shared right-turn lane that allows right-turning vehicles to complete their movement while other vehicles are occupying the lane.Flow rate - The equivalent hourly rate at which vehicles, bicycles, or persons pass a point on a lane, roadway, or other trafficway; computed as the number of vehicles, bicycles, or persons passing the point, divided by the time interval (usually less than1 h) in which they pass; expressed as vehicles, bicycles, or persons per hour.Flow ratio - The ratio of the actual flow rate to the saturation flow rate for a lane group at an intersection.Follow-up time - The time between the departure of one vehicle from the minor street and the departure of the next vehicle using the same gap under a condition ofcontinuous queuing, in seconds.Free flow - A flow of traffic unaffected by upstream or downstream conditions.Free-flow speed - (1) The theoretical speed of traffic, in miles per hour, when density is zero, that is, when no vehicles are present; (2) the average speed of vehicles over an urban street segment without signalized intersections, under conditions of lowvolume; (3) the average speed of passenger cars over a basic freeway or multilane highway segment under conditions of low volume.Freeway - A multilane, divided highway with a minimum of two lanes for the exclusive use of traffic in each direction and full control of access without traffic interruption. Freeway facility - An aggregation of sections comprising basic freeway segments, ramp segments, and weaving segments.Fully actuated control - A signal operation in which vehicle detectors at each approach to the intersection control the occurrence and length of every phase.Functional category - An urban street defined by the traffic service it provides. Functional class - A transportation facility defined by the traffic service it provides. Gap - The time, in seconds, for the front bumper of the second of two successive vehicles to reach the starting point of the front bumper of the first.Gap acceptance - The process by which a minor-street vehicle accepts an available gap to maneuver.Gate - A point at which a major facility crosses the boundary of a corridor.Gate tree - A list of segments connected to the entry gate of a corridor.General terrain - A classification used for analysis in lieu of a specific grade. Geometric condition - The spatial characteristics of a facility, including approach grade, the number and width of lanes, lane use, and parking lanes.Geometric delay - The component of delay that results when geometric features cause vehicles to reduce their speed in negotiating a facility.Gore area - The area located immediately between the left edge of a ramp pavement and the right edge of the roadway pavement at a merge or diverge area.Green time—Internal link Green time - The duration, in seconds, of the green indication for a given movement at asignalized intersection.Green time ratio - The ratio of the effective green time of a phase to the cycle length.Group critical gap - The minimum time during which a platoon of pedestrians will notattempt to cross a stop-controlled intersection, expressed in seconds.Growth factor - A percentage increase applied to current traffic demands to estimatefuture demands.Headway - (1) The time, in seconds, between two successive vehicles as they pass apoint on the roadway, measured from the same common feature of both vehicles (forexample, the front axle or the front bumper); (2) the time, usually expressed inminutes, between the passing of the front ends of successive transit units (vehicles ortrains) moving along the same lane or track (or other guideway) in the samedirection.Heavy rail - A transit system using trains of high-performance, electrically powered railcars operating in exclusive right-of-way.Heavy vehicle - A vehicle with more than four wheels touching the pavement duringnormal operation.High-occupancy vehicle (HOV) - A vehicle with a defined minimum number ofoccupants (>1); HOVs often include buses, taxis, and carpools, when a lane isreserved for their use.Hindrance - A concept related to the comfort and convenience of bicyclists, used toderive level of service for a bicycle facility. Often, the number of events is used as asurrogate for hindrance.Impedance - The reduction in the capacity of lower-priority movements, caused by thecongestion of higher-priority movements at a stop-controlled approach.Incident - Any occurrence on a roadway that impedes the normal flow of traffic.Incident delay - The component of delay that results from an incident, compared withthe no-incident condition.Incremental delay - The second term of lane group control delay, it accounts fornonuniform arrivals and temporary random delays as well as delays caused bysustained periods of oversaturation.Influence area - (1) An area that incurs operational impacts of merging vehicles in Lanes1 and2 of the freeway and the acceleration lane for 1,500 ft from the merge pointdownstream; (2) an area that incurs operational impacts of diverging vehicles inLanes 1 and 2 of the freeway and the deceleration lane for 1,500 ft from the divergepoint upstream.Initial queue - The unmet demand at the beginning of an analysis period, either observedin the field or carried over from the computations of a previous analysis period.Initial queue delay - The third term of lane group control delay refers to the delay due toa residual queue identified in a previous analysis period and persisting at the start ofthe current analysis period. This delay results from the additional time required toclear the initial queue.Intelligent transportation system (ITS) - A transportation technology that enhances thesafety and efficiency of vehicles and roadway systems.Intensity of congestion - A measure of the total number of person-hours of delay andmean trip speed or mean delay per person-trip.Interchange density - The average number of interchanges per mile, computed for 6 miof freeway including the basic freeway segment.Interchange ramp terminal - A junction with a surface street to serve vehicles enteringor exiting a freeway.Internal link - The segment between two signalized intersections at an interchange rampterminal.Internal zone—Load factor Internal zone - A diamond-shaped area identified in a corridor analysis for each arterial street segment that lies between intersections. An internal zone represents thegeographic area likely to generate trips to each segment.Interrupted flow - A category of traffic facilities characterized by traffic signals, stop signs, or other fixed causes of periodic delay or interruption to the traffic stream. Intersection delay - The total additional travel time experienced by drivers, passengers, or pedestrians as a result of control measures and interaction with other users of the facility, divided by the volume departing from the corresponding cross section of the facility.Interval - A period of time in which all traffic signal indications remain constant. Isolated intersection - An intersection at least 1 mi from the nearest upstream signalized intersection.Jam density - The density at which congestion stops all movement of persons or vehicles, usually expressed as vehicles per mile per lane or pedestrians per square feet.Kiss and ride - An access mode to transit allowing passengers (usually commuters) to be driven to a transit stop to board a transit unit and then to be met after their return. Lane 1 - The highway lane adjacent to the shoulder.Lane2 - The highway lane adjacent and to the left of Lane 1.Lane balance - The number of lanes leaving a diverge point is equal to the number of lanes approaching it, plus one.Lane distribution - A parameter used when two or more lanes are available for traffic ina single direction, and the volume distribution varies widely, depending on trafficregulation, traffic composition, speed and volume, the number of and location ofaccess points, the origin–destination patterns of drivers, the developmentenvironment, and local driver habits.Lane group - A set of lanes established at an intersection approach for separate capacity and level-of-service analysis.Lane group delay - The control delay for a given lane group.Lane utilization - The distribution of vehicles among lanes when two or more lanes are available for a movement; however, as demand approaches capacity, uniform lane utilization develops.Lane width - The arithmetic mean of the lane widths of a roadway in one direction, expressed in feet.Lateral clearance - (1) The total left- and right-side clearance from the outside edge of travel lanes to fixed obstructions on a multilane highway; (2) the right-side clearance distance from the rightmost travel lane to fixed obstructions on a freeway.Level of service - A qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom tomaneuver, traffic interruptions, comfort, and convenience.Level terrain - A combination of horizontal and vertical alignments that permits heavy vehicles to maintain approximately the same speed as passenger cars; this generally includes short grades of no more than 1 to 2 percent.Light rail transit(LRT) - A metropolitan electric railway system operating single cars or short trains along exclusive rights-of-way at ground level, on aerial structures, in subways, or occasionally in streets; an LRT also can board and discharge passengers at track or car floor level.Linear loading area - A bus bay design in which buses stop directly behind each other, so that the bus in front must leave its bay before the following bus can exit; often used when buses occupy a bay only for a short time (e.g., at an on-street bus stop). Link - A segment of highway ending at a major intersection on an urban street or at a ramp merge or diverge point on a freeway. Links have a node at each end.Load factor - The number of passengers occupying a transit vehicle, divided by the number of seats on the vehicle.。
交通运输专业英语lesson10~lesson16部分翻译
19. Environmental issues have in recent years come very much to the fore to affect a far wider range of traffic-related problems. These include the differing conditions experienced by pedestrians, cyclists, publictransport users and motorists, the growing shortage of energy and the potential impact of poor accessibility on commercial and industrial decline, all of which are seen today as fundamental concerns of urban transport policy. 环境问题最近几年在影响更广泛的与交通有关的问题中表现突出。
这些包括由行人，骑自行车，公共交通使用者和驾驶者经历的不同情况，日益短缺的能源和交通不便的商业和工业衰退的潜在影响，所有这些都是今天看作是城市交通政策的基本关切。
20. The principal features of Light Rail can be listed as follows: separation from other road traffic, expansion instages as finance or requirement permit, lower investment costs than metro or suburban railways, greaterefficiency than other pubic options and , as has already been indicated, an image and flexibility unmatched bythese other options.轻轨的主要特点可以列出如下：从其他道路交通分离。
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。
交通工程英语翻译
交通工程专业英语English in Traffic Engineering姓名: 刘笑笑班级：交工一班10号指导老师: 常丽君Driver Behavior and AccidentsSome types of improper driving as related to accidents can be the results of either willful or inadvertent errors. Unfortunately, it is not easy to discover which type of behavior has caused an accident.An October 1970 report by the U. S. Department of Transportation deals with this difficult problem and concludes: "the negligence law usually treats 'driver error' both avoidable and unreasonable, and imposes liability pursuant to an objective standard to which all drivers are held. But a review of the available research indicates that a significant gap exists between the standard of behavior required by the negligence law and the average behavior normally exhibited by most drivers."The report also says: "You will note that the standard of care required is that exercised by a person of reasonable and ordinary prudence, rather than that exercised by a person of extreme caution or exceptional skill. While exceptional skill is to be admired and encouraged, the law dose not demand it as a general standard of conduct. "Many programs of driver improvement seem to be based on an assumption of willful misbehavior and therefore concentrate on the multiple violator and accident repeater. However, studies by Campbell show that there 13 little evidence to support this position. Most accidents involve drivers with good records who have not had any previous serious crashes. In other words, the old concept of the ' accident-prone' driver is not supported by the facts.Each year traffic accidents seem to be distributed among the states m about the same proportion per millions of vehicle-miles driven. Raw numbers of fatal crashes occur more frequently during the summer and fall when there is more travel. These facts all seem to point to the conclusion that the more driving we do, the more the chance of an accident occurring increases, the more do occur. This would seem to argue for the major role of change in the distribution of fatal crashes. Undoubtedly, chance factors are acting, but each accident was caused and therefore could have been prevented.Since the majority of motor vehicle accidents occur in daylight on dry roads with sound vehicles, the causes seem to be with the drivers and the ways in which they interact with the roadway. The more that is understood about drivers, the more likely are traffic control and remedial efforts to be successful. Burg deal with this question and presents the following conclusions:（1）Biographical descriptors: A justification exists for differential licensing for both young and old drivers, and implementation of such a program is feasible. Not feasible, however, isdifferential licensing on the basis of such factors as marital status, education, or annual mileage, although research results would suggest such a move.(2)Chronic medical conditions: There is sufficient evidence relating certain serve medical conditions to accidents to suggest that short-term licensing of such individuals might prove beneficial. However, final action of this sort should not be taken without confirmation of present findings through a carefully controlled study?Hearing: Present evidence suggests that the deaf driver may be at a disadvantage, and that special training programs and/or special aids might be of benefit; however, additional research again is needed before action is warranted.?Loss of limb; There is no evidence to justify taking any action in this area.?Vision: Research results indicate that vision is indeed related to driving. However, the magnitude of the relationship appears to lie small, and the question of practical significance arises; however, it is interesting to note that Shinar found that "nighttime accident involvement is related to poor visual acuity under nighttime levels of illumination, but unrelated to visual acuity under high (daytime) levels of illumination ."Burg states: "How much improvement in the traffic accident picture can be effected by more effective vision screening? By the same token, of what value are present licensing techniques such as written examination and driver tests? These are questions that have no clear-cut answers, for definitive research has yet to be done, and other factors, such as 'face validity' and 'tradition1serve to confound the issue ."Drivers can become involved in accidents even as innocent victims and yet be included in some records. Because of legal implications, many such records do not distinguish the 'at fault’ driver from those not at fault, which makes research in group behavior very difficult. Therefore, care must be exercised when examining studies of driving accident records to know what criteria were used.翻译: 行为与交通事故部分交通事故的发生可能是由于司机故意或者疏忽造成的，但是不幸的是，要明确到底是哪种情况引发了交通事故却并不容易。
道路工程专业英语翻译
13.4交织区域的分析Weavin g areashave been the subjec t of a greatdeal of resear ch sincethe late 1960s,yet many featur es o f curren t proced uresrely heavil y on judgme nt. This is primar i l y due to the greatdiffic ultyin and cost of collec tingcompre hensi ve data on weavin g operat ions. Weavin g areascoversignif icant length s and genera lly requir e videot aping from elevat ed vantag e points or time-linked separa te observ ation of entrya n d e x i t termin als and visual matchi ng of vehicl es. Furthe r, thereare a largenumber of variab les affect ing weavin g operat ions,and,theref ore, a largenumber of sitesreflec tingthesevariab les wouldneed to be observ ed.自20世纪60年代后期就对交织区域问题进行了大量的研究,然而，许多现行规程的特点主要还是依赖于判断。
这主要是由于在交织运作方面的全面的数据收集存在极大的困难和成本。
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。
交通运输工程英语
交通运输工程英语【篇一：交通运输工程培养计划(英文版)】educational plan for professional master degree program in transportation engineering major(code: 085222conferengineering master degree)ieducational targetsa) be equipped with strong engineering background; to grasp the basic research methods andskills; to have a certain capability to solve practical problems.b) to be proficient in a foreign language.c) to have practical, realistic, and scientific learning attitude and work style. d) to have capability to do the related work in the field.iiresearch orientationsa) b) c) d) e) f)road engineeringtraffic control theory and applicationtransportation planning theory and applicationdesign, organization and monitoring of the regional transport system design and operation management of the public transport system transport economics and policiesiiieducational mode and durationthe number of school years for a master student to get degree is 2.training method istotally off-job, combined by course study, specialized internship and thesis.ivcredit requirement and allocationa master student must take 32 credits of coursesat least, including 18 credits of degree courses atvcurriculum and credit allocation【篇二：交通运输专业英语英语翻译】choice of modethe choice of mode for long distance travel is heavily dependent on the sensitivity of the traveler with respect to time and cost.by and large,business travel is timesensitive,vacation travel is price sensitive,and travel for personal reasons may be either time sensitive or cost sensitive,or both. 长距离旅行方式的选择在很大程度上取决于旅行者对时间和价格反应的灵敏程度。
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 theseas 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 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 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：介绍交通运输远程信息处理系统,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。
专业英语部分课文翻译(整理版)
UNIT 1A 电路电路或电网络由以某种方式连接的电阻器、电感器和电容器等元件组成。
如果网络不包含能源，如电池或发电机，那么就被称作无源网络。
换句话说，如果存在一个或多个能源，那么组合的结果为有源网络。
在研究电网络的特性时，我们感兴趣的是确定电路中的电压和电流。
因为网络由无源电路元件组成，所以必须首先定义这些元件的电特性.就电阻来说，电压-电流的关系由欧姆定律给出，欧姆定律指出：电阻两端的电压等于电阻上流过的电流乘以电阻值。
在数学上表达为: u=iR (1-1A-1)式中 u=电压，伏特；i =电流，安培；R = 电阻，欧姆。
纯电感电压由法拉第定律定义，法拉第定律指出：电感两端的电压正比于流过电感的电流随时间的变化率。
因此可得到：U=Ldi/dt 式中 di/dt = 电流变化率，安培/秒； L = 感应系数，享利。
电容两端建立的电压正比于电容两极板上积累的电荷q 。
因为电荷的积累可表示为电荷增量dq的和或积分，因此得到的等式为 u= ，式中电容量C是与电压和电荷相关的比例常数。
由定义可知，电流等于电荷随时间的变化率，可表示为i = dq/dt。
因此电荷增量dq 等于电流乘以相应的时间增量，或dq = i dt，那么等式 (1-1A-3) 可写为式中 C = 电容量，法拉。
归纳式(1-1A-1)、(1-1A-2) 和 (1-1A-4)描述的三种无源电路元件如图1-1A-1所示。
注意，图中电流的参考方向为惯用的参考方向，因此流过每一个元件的电流与电压降的方向一致。
有源电气元件涉及将其它能量转换为电能，例如，电池中的电能来自其储存的化学能，发电机的电能是旋转电枢机械能转换的结果。
有源电气元件存在两种基本形式：电压源和电流源。
其理想状态为：电压源两端的电压恒定，与从电压源中流出的电流无关。
因为负载变化时电压基本恒定，所以上述电池和发电机被认为是电压源。
另一方面，电流源产生电流，电流的大小与电源连接的负载无关。
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。
交通运输专业英语翻译汇总
交通运输专业英语翻译汇总Lesson1 to lesson3Engine发动机发动机充当动力装置。
内燃机是最常见的：它通过在发动机汽缸里面燃烧一种液体燃料获得动力。
有2种形式的发动机：汽油机（也叫做火花点燃式发动机）和柴油机（也叫做压燃式发动机）两种发动机均被称为热机，有燃烧的燃油产生热，引起气缸内气体的压力升高，并输出动力使连接到传动系的轴旋转。
Suspension悬架车桥和车轮通过悬架系统与底盘隔开。
悬架系统的基本作用是吸收由不规则路面引起的振动，从而有助于把车辆保持在一个受控的水平方向上，否则振动将传至车辆和车辆上的乘员。
Steering转向系通过司机控制方向盘，转向系统为前轮转向提供手段。
转向系统为减少转动方向盘所需的力以及让车辆更易操纵提供了强力的帮助支持。
Brakes制动系汽车上的制动系统有三个主要的功能。
它必须能让车辆在必要时减速；它必须能让车辆在尽可能短的一段距离内停下；它必须能让车辆保持怠速。
由于制动器迫使固定表面（制动衬片）接触旋转表面（鼓式或盘式）产生的摩擦力来完成刹车动作。
每个车轮具有一个鼓式或盘式制动总成，当驾驶员踩脚制动踏板时，靠液力产生制动principle of operation 工作原理这个发动机的四个行程见图2.2。
在吸气行程开始时，进气阀打开活塞在汽缸中从上止点运动到下止点。
通过活塞运动产生的局部真空，导致空气燃油混合物通过进气歧管进入汽缸。
化油器提供正确比例的空气燃油混合物。
当活塞运动到行程终点时进气阀关闭，因为两个阀都关闭着，所以使得汽缸上端密封。
在图2.2b中，活塞正向上运动，压缩汽缸和活塞之间的燃油混合物至一个很小的体积，--这就是压缩行程。
在到达上止点前，由火花塞电极产生的一个电火花，点燃了空气燃油混合物。
为了得到良好的性能，点火时刻必须精确控制。
随着空气燃油混合物燃烧，热空气膨胀气缸压力急剧上升，以致活塞被迫向汽缸下方运动。
使连杆对曲轴作用一个相当大的回转力。
交通工程学英文版第一章
总结：交通工程学是以人（驾驶员和行人等）为主体、以 交通流为中心、以道路为基础，将这三方面有关的内容统一在道 路交通系统中进行研究，综合处理道路交通中人、车、路、环境 之间的时间与空间关系的科学。它寻求的是道路通行能力最大、 交通事故最少、能源机件损耗与公害程度最低、运输效率最高而 费用最省的科学措施，从而达到安全、迅速、经济、舒适和低公 害的目的。 根据交通工程学涉及的内容，有人将交通工程学称之为包 括执法（Enforcement）、教育（Education）、工程 （Engineering）、和环境（Environment）的“4E”科学。后又 加能源（Energy）。
phase of transportation engineering that deals with the planning, geometric design and traffic operations of roads, streets and highways, their networks, terminals, abutting lands, and relationships with other modes of transportation.
交通工程学是运输工程学的一个分支，它涉及到规划、 几何设计、道路街道及高速公路等方面的交通管理、道 路网、终点站、毗连用地以及与其他运输方式的关系。
英国学者这样定义交通工程学：道路工程学中研 究交通运营与控制、交通规划、线形设计的那一部 分叫交通工程学。（强调内容） 澳大利亚著名的交通工程学教授布伦敦给交通 工程学下的定义是：交通工程学是关于交通和旅行 的量测科学，是研究交通流和交通发生基本规律的 科学。为了使人和物安全有效移动，把这些科学知 识应用于交通系统的规划、设计和运营。（学科的 内涵） 前苏联交通工程学专家将交通工程学定义为： 交通工程学是研究交通过程的规律和交通对道路结 构、人工构造物的影响的科学。 （学科的内涵） 日本渡边新三、佐佐木纲等学者认为：交通工 程学研究的是结合客、货运输的安全、方便与经济， 探讨公路、城市道路及其相连接的整体用地规划、 几何线形设计和运营管理等问题。
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Unit 1The Evolution of Transport 交通运输业的发展交通运输的发展一直密切联系在一起的人类发展的整个地球的历史。
运输的早期功能是为了满足提供食物供给和搬运建筑材料。
但是随着部落甚至最后国家的形成，运输的社会和经济功能越来越复杂。
起初有需要调动个人，家族，家庭和动物以保护他们的反对，并逃避自然灾害和部族侵略的危险，寻找最好的地方定居。
随着种族部落的形成和地理界线的逐步确定，开发新区域、开采新资源、发展社区间的贸易以及捍卫领地，这些都日益需要交通的发展。
当第一个国家应运而生,在建立全国的完整性方面,交通运输扮演着重要角色。
基本的社会需求一般都得到照顾后，当地社区可以越来越多地贡献自己的努力，用来加强与其他国家的人民和他们的经济贸易联系，文化和科技发展。
而且交通提供了诸如部落间、国际间乃至于洲际间便利的贸易和文化交流。
在向有组织的人类社会的演变过程中，这种组织在今天是通过由各国组成的国际化大家庭表现出来的，交通作为人与货物移动的物理过程，电促进了这种发展，不断地经历着技术与组织方面的改变。
这些变化是由多种因素和情况引起的。
事实上,今天的运输在它的各种形态和组织仍然高度受变化的社会需求和偏好的回应。
显然,首先也是最重要的标准是运输效率。
几个世纪以来，特别是在地方经济起飞阶段，社会需要可靠、快速、低成本的运输。
为寻找合适的技术相对不受限制。
在人类历史上有可靠的时候，快速运输的需求尤其明显，快速的解决办法，为国家自卫所需的时间。
在当地和国际冲突的时期内，人类的聪明才智设计出新的传输技术，可往往被证明是为逃生、有时也是为了胜利，的决定性因素。
随后完善和发展，这种新技术使我们能够更好地满足日益增加的运输需求，从而改善双方的经济发展和人类福祉。
为更好的战略机动诱导努力提高海上和陆路运输的需要。
这导致了更大，更快的船，更可靠，坚固的地面车辆。
最后，详细介绍了汽船，铁路，然后是汽车的例证。
研究和运输领域的发展终于成为一个具体的目标和组织目标的承诺。
随之而来的是专家的集中，越来越复杂的运输技术的进化,如飞机,和最新的火箭推进器。
日益复杂的运输手段逐渐发展成今天的运输系统，其中包括空中、路面和水上运输。
特殊行业的需求，引起了发展出相当有限的应用的运输模式，如管道，电缆和传送带。
因为当前社会的需求和喜好，以及经济要求的成本效益，现有的各种运输方式一般都能完成特定功能。
尽管运输的潜力以满足社会的流动性需要而水平不断提高，但很明显，这种效果有其代价。
大量的交通技术要求和隐含的能耗高的巨大的资金投入生产和经营。
因此，一些运输方式对使用者来说是昂贵的。
这引起权益问题，因为需要支付运作成本费用是不是所有的人口群体负担，从而限制其流动性和福利。
许多国家的政府选择了运输补贴，但很快就意识到，预算往往对其国家的经济造成严重的扭曲。
各种运输方式污染造成的，逐渐成为另一问题，如同世界大多数国家需要应付不断上升的商品流动和人的旅行量严重的问题。
在一些地区具有高浓度的人口和产业，这种对环境的不利影响已达到很高的水平。
这种损害是这些影响尚未得到充分开发。
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。
特别是，石油需求和石油供应不均衡造成了严重的通货膨胀问题出现在许多国家。
尤其沉重的打击与对外部石油供应，其中也经历了他们的经常帐赤字增长部分或完全依赖国家。
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,公交优先已被看到在整体城市交通的战略目标,不仅包括改善公共汽车(或电车)操作和克制,car-borne通勤更是一种增强环境,为居民、工人和游客。
方法必须为所有这些也有明显的目标而成本和执行。
典型的设计目标为公交优先的措施包括:以上条件和可靠性,提高经营通过引入适当的公交优先的措施。
~来改变这种交通平衡赞成在这些地点的正确的话,这可能会是正当的。
(~改善条件公交乘客在停止和立体交叉。
针对提高道路安全一般,特别是对行人、自行车、残障人士。
哦~,在适当的时候,小时的手术的等待和加载的限制。
(~建立、实施协调和连贯的应用中等待,停车场和加载执法机制在巴士路线走廊。
针对提高条件和frontagers疯狂的用户在巴士路线走廊。
实现这些目标通常包括提高汽车运行和妥协需求的本地企业和居民和行人获得合理的安全、便捷、自行车运动。
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Qtraffic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。
在公共汽车上有困难进入车站的交通流,随后会合。
乘客不得不诉诸行走在汽车上公共汽车。
有时实施等,是不恰当的,因为这加载的限制会阻止合理使用的长度的路肩上由当地居民和企业。
一种解决办法就是阻止停车的地方去公共汽车站为乘客提供更容易通过构建登机,包括本地总线滑板的延伸到车道的相对1.0-2.0m有关。
巴士站的定位,通常是由实际问题,如避免银行、邮政ofrices空间,在需要特殊的交货,避免创建视力线为侧道路交通。
公共汽车是一种明显的改善避难所的巴士站,提供保护不受天气。
时间表信息还应具备在公车站在普通静电上市的日程安排时间的汽车到达目的地,达到停,或为实时信息。
一批肩是高边平底弯肩使公共汽车司机来排列他们的车辆精确在公车站。
伟大的优点是登机,其后是near-level旅客出入境的汽车,而不需要重新走上道路。
Unit2当在美国的方案最初是由移动2000构思超过10年前，我有四个主要功能区：先进的交通管理系统，先进的旅客informatior系统，商用车辆运营和先进的车辆控制系统。
自那时以来的十年中，大多数的一般社会的关注一直集中在自动取款机和自动航站情报，AVCS 定义已经扩大了与安全的另外AVCSS容纳安全预警系统没有实际的控制系统。
在许多方面有一个倾向，承担USDOT的形状和资源分配方案反映或者甚至其所有活动的范围确定在美国这个假设，特别是误导AVCSS的情况下，其中大部分活动发生在车辆的生产和供应业和最先进的思想比美国DOT，而内发生的状态点。
该行业在研究和开发AVCSS产品AVCSS 涵盖范围很广的用户服务和技术。
这些通常是根据美国国家ITS体系结构（防撞纵向，横向防撞，视力增强，安全准备，预碰撞约束的部署和车辆自动操作）中包含的类别定义。
然而，这并不甚至捕获，从不同范围内个人用户服务的合作和自动化水平出现的可能性的广度。
的投资远远超过了由??政府投资。
警告系统能提供可闻，可见或触觉（触摸）线索，以提醒驾驶员潜在的不安全的条件下，驱动程序后，需要采取纠正措施，以避免危险。
前向碰撞预警几年来一直在卡车上，主要是从伊顿- Vorad，卡车车道偏离警告系统已Iteris和SistWare宣布。
短程警告OT停车危害也已为乘用车提供了好几年。
控制辅助系统提供控制自动驾驶功能的一部分，以协助纾缓工作量（例如，自适应巡航控制）的驱动程序，以提高安全性（例如，避免碰撞制动）。
自适应巡航控制系统最近已成为在美国S（上TEW高档轿车奔驰S级，雷克萨斯i5 - 430和不久的新Irlfiniti Q45），以及一些卡车。
它一直提供范围更广的车辆和一些在日本和欧洲的时间。
全自动化系统提供完全自动化的驾驶，减轻司机的驾驶执照或车辆操作，无需驱动程序，它可能的责任。
这些尚未被引入公共道路的应用，但它们cawing百万计的乘客在机场的人推动者和各种城市轨道交通系统（温哥华，巴黎，伦敦，东京，里昂和里尔）的每一天。
自动化，无人驾驶的车辆也都搬货每天都在工厂和一些主要港口，如鹿特丹，的。
的合作程度，是指以提高安全性和性能之间的车辆和路边设备和单独的车辆之间交换的信息量。
自主车采用没有合作，但来自自己的机载传感器，其所有有关环境的信息。
虽然它们可以“看到”其他车辆，他们不能“??谈”，“听”，甚至信号的其他车辆。
自主汽车几乎所有其注意力集中在美国DOT智能车辆倡议。
1VI有赞助的一个小项目的“传感器友好的车辆和道路系统”的形式，探讨合作的预警系统的可能性。
该项目已考虑被动和主动的“标签”的车辆和路边的对象，使他们可以更清楚地识别汽车雷达，以及技术，如车辆车载通信和分拆荧光涂料的红外发光二极管尾灯的调制的概念路面车道的位置信息，以方便的歧视。
这个项目背后的基本概念，是一个温和的技术应用到“targetvehicles和道路基础设施显着增强的性能和/或降低了成本和复杂性的车辆检测和警告systenrs AVCSS。
例如，在欧洲的司机项目使用红外灯的一个独特的模式在拖车后面以下卡车跟进，形成“电子拖栏”，和两辆卡车也相互沟通的“目标”其他使用无线连接。
加利福尼亚州，明尼苏达州和弗吉尼亚州都加入了“IVI基础设施集团”，共同拓展合作的基础设施系统的IVI。