城市道路毕业设计中英文摘要
公路毕业论文英文版
公路毕业论文英文版Title: Road Infrastructure and Its Socioeconomic ImpactAbstract:This paper aims to explore the significance of road infrastructure in promoting socioeconomic development. The study examines the relationship between road infrastructure and economic growth, access to education and healthcare, and regional integration. By analyzing various case studies and statistical data, this research demonstrates the positive impact of road infrastructure on diverse aspects of society. Additionally, the paper highlights the challenges associated with road infrastructure development and proposes potential solutions. The findings emphasize the importance of investing in road infrastructure for sustainable development and improved quality of life.Introduction:Road infrastructure plays a crucial role in enhancing connectivity and fostering socioeconomic development. It serves as a vital lifeline for communities, enabling them to access education, healthcare, markets, and otheressential services. This paper explores the multifaceted impact of road infrastructure on economic growth, access to education and healthcare, and regional integration.Economic Growth:Road infrastructure serves as a catalyst for economic growth, facilitating the movement of goods and services. Improved road networks reduce transportation costs and enhance market accessibility, leading to increased trade activities. This, in turn, stimulates economic growth by attracting investments, generating employment opportunities, and fostering entrepreneurship. Several studies have shown a strong correlation between road infrastructure development and GDP growth.Access to Education and Healthcare:Road infrastructure plays a pivotal role in ensuring access to education and healthcare services, especially in rural and remote areas. Well-connected roads enable students to travel to schools and universities, resulting in increased enrollment rates and improved literacy levels. Similarly, accessible road networks provide communities with better access to healthcare facilities, reducing travel time for patients and enhancing healthcare outcomes. Studies have demonstrated a positive relationshipbetween road infrastructure development and educational and healthcare indicators.Regional Integration:Road infrastructure promotes regional integration by facilitating the movement of people, goods, and services between different regions. It enables the establishment of trade links, fosters cultural exchange, and strengthens social cohesion. Improved connectivity allows for the development of regional markets, leading to enhanced trade and economic cooperation. Moreover, well-connected roads encourage tourism, boosting local economies and promoting cross-cultural understanding.Challenges and Solutions:Despite the numerous benefits of road infrastructure development, several challenges persist. Limited financial resources, weak institutional frameworks, and environmental concerns often hinder the construction and maintenance of roads. To address these challenges, governments should prioritize infrastructure investment, seek private sector partnerships, and adopt sustainable practices. Furthermore, governments need to strengthen governance structures, streamline regulatory processes, and conduct thorough environmental assessments to ensure responsible road infrastructure development.Conclusion:Road infrastructure plays a vital role in promoting socioeconomic development by facilitating economic growth, enhancing access to education and healthcare, and fostering regional integration. Investing in road infrastructure has the potential to uplift communities, reduce poverty, and improve the quality of life. Governments and stakeholders must work collaboratively to overcome challenges and develop sustainable road networks that promote long-term growth and inclusivity.。
道路交通工程专业外文翻译外文文献英文文献
土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads arestill in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any laye r of a road’sstructure can weaken that layer, leading to failure.In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moisture problems.To prevent these problems remember that water:• flows downhill• needs to flow someplace• is a problem if it is not flowingEffective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.Divert —Interceptor ditches, located between the road and higher ground along the road, keep the water from reaching the roadway. These ditches must slope so they carry water away from the road.Drain —Creating a crown in the road so it is higher along the centerline than at the edges encourages water to flow off the road. Typically a paved crown should be 1⁄4" higher than the shoulder for each foot of width from the centerline to the edge. For gravel surfaces the crownshould be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relatively water tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed forthe conditions, obtained from established firms, and tested to ensure it meets specifications.4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road w ill carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs or reconstruction. In designing a road, use traffic counts that project numbers and sizes of vehicles 20 years into the future. These are only projections, at best, but they will allow you to plan for traffic loadings through a road’s life.6．Design for maintenanceWithout maintenance a road will rapidly deteriorate and fail. Design your roads so they can be easily maintained. This means:• adequate ditches that can be cleaned regularly• culverts that are marked for easy locating in the spring• enough space for snow after it is plowed off the road• proper cross slopes for safety, maintenance and to avoid snow drifts• roadsi des that are planted or treated to prevent erosion• roadsides that can be mowed safelyA rule of thumb for adequate road width is to make it wide enough for a snowplow to pass another vehicle without leaving the travelled way.Mark culverts with a post so they can be located easily.7．Pave only when readyIt is not necessary to pave all your roads immediately. There is nothing wrong with a well-built and wellmaintained gravel road if traffic loads and volume do not require a paved surface. Three hundred vehicles per day is the recommended minimum to justify paving.Don’t assume that laying down asphalt will fix a gravel road that is failing. Before youpave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protec t your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presentsthe Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASERManual (32 pp). These booklets contain extensive photos and descriptions of road surfaces to help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement conditioninformation. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to providefive-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles onroadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpfularticles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。
交通毕业设计外文及翻译（最终五篇）
交通毕业设计外文及翻译（最终五篇）第一篇：交通毕业设计外文及翻译Synchro在交通控制与设计中的应用在城市的较小的区域内，可以对区域内的所有交叉口进行控制;在城市较大的区域，可以对区域进行分区分级控制。
分区的结果往往使面控制成为一个由几条线控制组成的分级集中控制系统，这时，可认为各线控制是面控制中的一个单元；有时分区的结果是成为一个点，线，面控制的综合性分级控制系统。
现在对城市道路进行区域协调控制就是将其划分为多级多个信号控制子区，对信号子区进行协调控制，优化管理控制信号子区，然后对整个道路进行区域协调控制，达到整个城市道路优化的目的。
把城市道路划分为多个信号控制子区，也就是进行城市道路干线交叉口交通信号协调控制，把城市划分为多个主路控制，再把主路上各个交叉口进行联动控制，同时，对单个交叉口信号控制优化的同时需要考虑主路上下游各个交叉口的联动控制。
主路上的各个交叉口按照设计的信号配时方案进行运行，使车辆进入城市主干道交叉口时，不至经常遇到红灯，称为城市主干道交叉口信号协调控制，称为“绿波”信号控制。
城市单点交叉口作为城市交通网络中的重要组成部分，作为城市道路交通问题的关键点。
对城市单点交叉口，评价标准的参考指标：交叉口的通行能力、进口道的饱和度、道路交叉口进口道停车延误、交叉口进口道停车次数、进口道排队长度和汽车的油耗等。
交叉口定时信号控制配时方法在不断的改进之中，国内外大部分学者认为从不同的评价指标出发，可以采用不同的种优化算法寻求其它更合理的配时方法。
平面交叉口按交通管制方式可以分为全无控制交叉口、主路优先控制交叉口、信号灯控制交叉口、环形交叉口等几种类型。
主路优先控制交叉口，是在次路上设停车让行或减速让行标志，指令次路车辆必须停车或减速让主路车辆优先通行的一种交通管制方式。
交叉口是道路网中通行能力的“瓶颈”和交通事故的“黑点”。
国内外城市中的交通堵塞主要发上在交叉口，造成车辆中断，事故增多，延误严重。
道路与桥梁专业外文翻译、中英对照
本科毕业设计（论文）专业外文翻译专业名称:土木工程专业（道路与桥梁）年级班级:道桥08-5班学生姓名:指导教师:二○一二年五月十八日Geometric Design of Highwayse.fo.travel.I.i.mad.o.th.roadbed.th.roa.surfac e.th.bridge.th.culver.an.th.tunnel.I.addition.i.als.ha.th.crossin.o.lines.th.protectiv.proje c.an.th.traffi.engineerin.an.th.rout.facility.Th.roadbe.i.th.bas.o.roa.surface.roa.shoulder.sid.slope.sid.ditc.foundations.I.i.sto n.materia.structure.whic.i.designe.accordin.t.route'.plan.positio..Th.roadbed.a.th.bas.o. travel.mus.guarante.tha.i.ha.th.enoug.intensit.an.th.stabilit.tha.ca.preven.th.wate.an.ot he.natura.disaste.fro.corroding.ple.structur.buil.wit.mixture.Th.roa .surfac.requir.bein.smooth.havin.enoug.intensity.goo.stabilit.an.anti-slipper.function.T for.an.th.traffic.Highwa.geometr.design.t.conside.Highwa.Horizonta.Alignment.Vertica.Alignme positio.o.coordination.bu.als.pa.attentio.t.th.sm oot.flo.o.th.lin.o.sight.etc.Determin.th.roa.geometry.conside.th.topography.surfac.feat .o.th.highwa.geom bination.1.Alignment 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ightenin.th.grad.nea.th.to.o.th.ascent.Dip.i.th.profil.grad.i.whic.vehicle.ma.b.hidde.fro. vie.shoul.als.b.avoided.Maximu.grad.fo.highwa.i..percent.Standard.settin.minimu.gra de.ar.o.importanc.onl.whe.surfac.drainag.i..proble.a.whe.wate.mus.b.carrie.awa.i..gutte.o.roadsid.ditch.I.suc.instance.th.AASHT.suggest..minimu.o.0.35%.3.Sigh.DistanceFo.saf.vehicl.operation.highwa.mus.b.designe.t.giv.driver..sufficien.distanc.o.clea. versio.ahea.s.tha.the.ca.avoi.unexpecte.obstacle.an.ca.pas.slowe.vehicle.withou.danger .Sigh.distanc.i.th.lengt.o.highwa.visibl.ahea.t.th.drive.o..vehicle.Th.concep.o.saf.sigh. distanc.ha.tw.facets.“stopping.(o.“n.passing”.an.“passing”.rg.object.ma.dro.int..roadwa.an.wil.d.seriou.damag.t..moto.vehicl.tha.strn.i.th.pat.o.followin.vehicles.I.dit he.instance.prope.desig.require.tha.suc.hazard.becom.visibl.a.distance.grea.enoug.tha. driver.ca.sto.befor.hittin.them.Furthe.more.i.i.unsaf.t.assum.tha.on.oncomin.vehicl.ma. n.i.whic.i.i.traveling.fo.thi.migh.resul.i.los.o.contro.o.collisio. wit.anothe.vehicle.Stoppin.sigh.distanc.i.mad.u.o.tw.elements.Th.firs.i.th.distanc.travele.afte.th.obstr e.int.vie.bu.befor.th.drive.applie.hi.brakes.Durin.thi.perio.o.perceptio.an.rea ction.th.vehicl.travel.a.it.initia.velocity.Th.secon.distanc.i.consume.whil.th.drive.brake .th.vehicl.t..stop.Th.firs.o.thes.tw.distance.i.dependen.o.th.spee.o.th.vehicl.an.th.perce ptio.tim.an.brake-reactio.tim.o.th.operator.Th.secon.distanc.depend.o.th.spee.o.th.vehi cle.th.conditio.o.brakes.times.an.roadwa.surface.an.th.alignmen.an.grad.o.th.highway.O.two-lan.highways.opportunit.t.pas.slow-movin.vehicle.mus.b.provide.a.interval s.Otherwis.capacit.decrease.an.accident.increas.a.impatien.driver.ris.head-o.collision.b .passin.whe.i.i.unsaf.t.d.so.Th.minimu.distanc.ahea.tha.mus.b.clea.t.permi.saf.passin.i. calle.th.passin.sigh.distance.I.decidin.whethe.o.no.t.pas.anothe.vehicle.th.drive.mus.w eig.th.clea.distanc.availabl.t.hi.agains.th.distanc.require.t.carr.ou.th.sequenc.o.event.th a.mak.u.th.passin.maneuver.Amon.th.factor.tha.wil.influenc.hi.decisio.ar.th.degre.o.ca utio.tha.h.exercise.an.th.acceleratin.abilit.o.hi.vehicle.Becaus.human.diffe.markedly.p w.o.mec hanics.var.considerabl.amon.drivers.Th.geometri.desig.i.t.ensur.highwa.traffi.safet.foundation.th.highwa.constructio.p roject.aroun.th.othe.highwa.o.geometri.design.therefore.i.th.geometr.o.th.highwa.desig binatio.o.design.wil.affec.th. whol.highwa.geometri.desig.quality.an.th.safet.o.th.traffi.t.brin.advers.impact.So.o.th.geometr.o.th.highwa.desig.mus.b.focu.on.公路几何设计公路是供汽车或其他车辆行驶的一种线形带状结构体。
道路毕业设计英文翻译
道路毕业设计英文翻译Road Graduation Design: English TranslationIntroductionRoads play a crucial role in our daily lives, connecting people, places, and goods. As a civil engineering student, I had the opportunity to work on a graduation design project focused on road infrastructure. In this article, I will share the key aspects of my project and discuss the importance of road design and its impact on society.The Significance of Road DesignRoad design is a multidisciplinary field that encompasses various aspects, including engineering, urban planning, and environmental considerations. A well-designed road network ensures efficient transportation, reduces traffic congestion, and enhances road safety. Moreover, it contributes to economic growth by facilitating the movement of goods and services.Designing Sustainable RoadsSustainability is a crucial factor in road design. As our society becomes more conscious of environmental issues, it is essential to consider the environmental impact of road construction and operation. During my graduation project, I focused on incorporating sustainable practices into road design.One aspect of sustainable road design is the use of environmentally friendly materials. For example, I explored the possibility of using recycled asphalt pavement (RAP) in road construction. RAP not only reduces the demand forvirgin materials but also minimizes waste and energy consumption. Additionally, I studied the implementation of green infrastructure along roads. Green infrastructure refers to the integration of vegetation and natural elements into the road design. This approach helps mitigate the urban heat island effect, improves air quality, and enhances the aesthetic appeal of the road network. Innovative Technologies in Road DesignAdvancements in technology have revolutionized road design and construction. During my project, I explored the application of various innovative technologies that can improve road performance and durability.One such technology is the use of intelligent transportation systems (ITS). ITS utilizes sensors, cameras, and communication networks to monitor traffic conditions, manage congestion, and enhance road safety. Integrating ITS into road design helps optimize traffic flow, reduces travel time, and minimizes accidents.Another technology I investigated was the use of 3D modeling and visualization. By creating virtual models of roads, engineers can better assess the design's feasibility, identify potential challenges, and make informed decisions. This approach improves the accuracy and efficiency of the design process.The Role of Public ParticipationRoad design is not solely a technical endeavor; it also involves the community and its needs. Public participation plays a vital role in ensuring that road projects meet the expectations and requirements of the people.During my graduation project, I conducted surveys and organized public consultations to gather feedback from the community. This input helped me understand the local context, identify concerns, and incorporate them into the road design. By involving the public, we can create roads that are more user-friendly, inclusive, and responsive to the community's needs.ConclusionRoad design is a complex and multifaceted discipline with significant implications for society. By focusing on sustainability, incorporating innovative technologies, and involving the public, we can create road networks that are efficient, environmentally friendly, and meet the needs of the community. As a civil engineering student, my graduation project allowed me to gain valuable insights into the world of road design and its potential to shape our future.。
公路工程毕业设计摘要及翻译 汇总
摘要交通运输事业是国民经济的重要组成部分，是国民经济的命脉，是联系工业和农业、城市和乡村、生产和消费的纽带。
它在国家的政治、经济、军事、文化建设中具有重要作用。
一级公路是连接高速公路或是某些大城市的城乡结合部、开发区经济带及人烟稀少地区的干线公路，一级公路的建成对长春市和沈阳市这两个省会城市的政治、经济、文化的交流和发展会起到积极的作用。
对东北地区来说，公路的建设意义深远，选择交通作为合作的突破口，无疑是注重实效的选择。
实现交通的多面化，既是行业协调发展，为社会提供优良交通环境的需要，也是振兴东北老工业基地，全面实现小康社会目标的需要，是实现经济一体化，促进区域经济共同协调发展的需要。
**一级公路全长2350m，主要设计的有横断面设计,平面线形设计,纵断面设计,路面结构设计等。
平面设计的主要内容是线形设计，同时要考虑行车视距问题。
纵断面设计主要是纵坡及坡长设计。
路面为沥青混凝土路面结构类型，**一级公路的建成将对于两个省会城市区域间的发展和建设具有重要意义。
关键词：一级公路；路线设计；路面ABSTRACTTransport industry is an important part of the national economy，the lifeline of national economy，and. It is associated industry and agriculture, urban and rural areas, production and consumption of a link. It plays an important role in the country's political, economic, military,and culture.A highway is to connect some of the urban cities, economic development zones and sparsely populated areas with the main highway，Northeast region, the construction of roads far-reaching, select traffic as a breakthrough, and no doubt a pragmatic choice，To achieve transport of multi-faceted, coordinated development of both industries, and provide good traffic environment needs, but also the revitalization of northeast old industrial base, the full realization of the objectives of a well-off society needs to achieve economic integration, promoting regional economic co-coordinated development.The length of Shen Chang-arterial road is 2350m. The main design elements are cross-sectional design, the design of horizontal alignment, vertical section design, pavement structure design.The main elements of graphic design is the linear design, at the same time horizon to consider the issue of traffic.Profile Design is the design of longitudinal and slope length. Asphalt concrete pavement is the type of pavement structure It is great significance of Shen Chang-arterial road-building for regional development and building .Keywords: Arterial road ; Route design ; Pavement design摘要本设计是平原微丘区一级公路的方案设计。
道路工程毕业设计外文翻译---高速公路设计与施工
原文Highway Design and Construction: The Innovation Challenge Author: Robert E. Skinner Jr.Innovations and advances in research are changing the way highways are built in America.The Egyptians were pouring concrete in 2500 BC, and the Romans used it to construct the Pantheon and the Colosseum. By the mid-1800s, Europeans were building bridges with concrete, and the first “modern” concrete highway pavements appear ed in the latter part of the 19th century. Naturally occurring asphalts, which have been used for waterproofing for thousands of years, came into common use in road construction in the 1800s. The first iron bridge was constructed in 1774, but by the end of the 19th century steel had largely replaced iron in bridge construction. These materials—concrete, asphalt, and steel—are now the mainstays of highway and bridge construction throughout the world, as well as of most types of public works infrastructure. Concrete and steel, the most versatile of these materials, are used for bridges and other highway structures; concrete and asphalt are used for roadway pavements.Everyone is familiar with concrete, asphalt, and steel, and some of us have worked with them, perhaps on home improvement projects. This familiarity, coupled with the long history of their many uses, has led many otherwise technically savvy people to believe that these materials are well understood, that their performance can be easily and reliably predicted, and that the technical challenges in using them for highways were overcome long ago. However, such notions are largely incorrect and misleading.For example, consider concrete, which is a mixture of portland cement, sand, aggregate (gravel or crushed stone), and water. Its performance characteristics are determined by the proportions and characteristics of the components, as well as by how it is mixed and formed. The underlying chemical reactions of concrete are surprisingly complex, not completely understood, and vary with the type of stone. Steel may be added for tensile strength (reinforced concrete), and a variety of additives have been identified to improve the workabilityand performance of concrete in particular applications and conditions. Damage and deterioration to concrete can result from excessive loadings and environmental conditions, such as freeze-thaw cycles and chemical reactions with salts used for deicing._________________________Many factors contribute to theurgent need for innovation inhighway construction._________________________Concrete is the most heavily used substance in the world after water (Sedgwick, 1991). Worldwide, concrete construction annually consumes about 1.6 billion tons of cement, 10 billion tons of sand and crushed stone, and 1 billion tons of water (M.S. Kahn, 2007). Given transportation costs, there is a huge financial incentive to using local sources of stone, even if the properties of that stone are less than ideal. Thus concrete is not a homogenous material. In truth, an unlimited number of combinations and permutations are possible.Much the same can be said of asphalt—technically, asphaltic concrete—which is also a mixture of aggregate (gravel or crushed stone), sand, and cement (asphalt binder); economics promote the use of locally available materials; and the underlying chemistry is not well understood. The characteristics of asphalt binder, for instance, vary depending on the source of crude oil from which it is derived.The metallurgy of steel is probably better understood than the chemistry of either asphalt or concrete, but it too is a mixture with virtually limitless combinations. Strength, toughness, corrosion resistance, and weldability are some of the performance characteristics that vary with the type of steel alloy used and the intended applications.As uses evolve and economic conditions change, we have a continuing need for a more sophisticated understanding of these common materials. Even though they are “mature” products, there is still room for significant incremental improvements in their performance. Because fundamental knowledge is still wanting, there is also considerable potential for breakthroughs in their performance.Factors That Affect Highway ConstructionAll other things being equal, stronger, longer lasting, less costly highway materials are desirable and, given the quantities involved, there are plenty of incentives for innovation. In highway transportation, however, all other things are not equal. A number of other factors contribute to the urgent and continuing need for innovation.First, traffic volume and loadings continue to increase. Every day the U.S. highway network carries more traffic, including heavy trucks that were unimagined when the system wasoriginally conceived and constructed. The 47,000-mile interstate highway system today carries more traffic than the entire U.S. highway system carried in 1956 when the interstates were laid out. The U.S. Department of Transportation (DOT) estimates that in metropolitan areas the annual cost of traffic congestion for businesses and citizens is nearly $170 billion (PB Consult, Inc., 2007).On rural interstates, overall traffic more than doubled between 1970 and 2005; at the same time, the loadings on those highways increased six-fold, mainly due to the increase in the number of trucks and the number of miles they travel. (Truck traffic increased from about 5.7 percent of all vehicle-miles traveled on U.S. highways in 1965 to 7.5 percent in 2000 [FHWA, 2005]).Second, traffic disruptions must be kept to a minimum during construction. Our overstressed highway system is not very resilient. Thus disruptions of any sort, such as lane and roadway closings, especially in major metropolitan areas and on key Interstate routes, can cause massive traffic snarls. This means that repair and reconstruction operations must often be done at night, which introduces a variety of additional complexities and safety issues. Occasionally, heroic measures must be taken to keep traffic moving during construction. For example, during construction of the “Big Dig” in Boston, the elevated Central Artery was in continuous service while cut-cover tunnels were constructed directly below it.Third, environmental, community, and safety requirements have become more stringent. For many good reasons, expectations of what a highway should be, how it should operate, and how it should interact with the environment and adjacent communities are constantly evolving. Designs to promote safety, measures to mitigate a growing list of environmental impacts, and attention to aesthetics have fundamentally changed the scope of major highway projects in the United States. For example, on Maryland’s $2.4 billion Intercounty Connector project in suburban Washington, D.C., which is now under construction, environmental mitigation accounts for 15 percent of project costs, or about $15 million per mile (AASHTO, 2008). Fourth, costs continue to rise. Building and maintaining highways cost effectively is an ever-present goal of good engineering. But cost increases in highway construction have been extraordinary due in part to the expanded scope of highway projects and construction in demanding settings. In addition, the costs of the mainstay materials—portland cement, asphalt binder, and steel—have risen dramatically as the world, particularly China, has gone on a construction binge. The Federal Highway Administration’s cost indices for portland cement concrete pavement, asphalt pavement, and structural steel increased by 51 percent, 58 percent, and 70 percent respectively between 1995 and 2005 (FHWA, 2006).Fortunately, research and innovation in construction have never stopped, although they are not always sufficiently funded and they seem to fly beneath the radar of many scientists and engineers. Nevertheless, there have been great successes, which are cumulatively changing how highways are built in America.The Superpave Design SystemIn response to widespread concerns about premature failures of hot-mix asphalt pavements in the early 1980s, a well funded, congressionally mandated, crash research program was conducted to improve our understanding of asphalt pavements and their performance. The seven-year Strategic Highway Research Program (SHRP), which was managed by the National Research Council, developed a new system of standard specifications, test methods, andengineering practices for the selection of materials and the mix proportions for hot-mix asphalt pavement.The new system has improved matches between combinations of asphalt binder and crushed stone and the climatic and traffic conditions on specific highways. State departments of transportation (DOTs) spend more than $10 billion annually on these pavements, so even modest improvements in pavement durability and useful life can lead to substantial cost savings for agencies and time savings for motorists (TRB, 2001).SHRP rolled out the Superpave system in 1993, but it took years for individual states and their paving contractors to switch to the new system, which represents a significant departure, not only in design, but also in the procedures and equipment used for testing. Each state DOT had to be convinced that the benefits would outweigh the modest additional costs of Superpave mixes, as well as the time and effort to train its staff and acquire necessary equipment.A survey in 2005 showed that 50 state DOTs (including the District of Columbia and Puerto Rico) were using Superpave (Figure 1). The remaining two states indicated that they would be doing so by the end of 2006. Throughout the implementation period, researchers continued to refine the system (e.g., using recycled asphalt pavements in the mix design [TRB, 2005]).It may be years before the cost benefits of Superpave can be quantified. A 1997 study by the Te xas Transportation Institute projected that, when fully implemented, Superpave’s annualized net savings over 20 years would approach $1.8 billion annually—approximately $500 million in direct savings to the public and $1.3 billion to highway users (Little et al., 1997).Moreover, analyses by individual states and cities have found that Superpave has dramatically improved performance with little or no increase in cost. Superpave is not only an example of a successful research program. It also demonstrates that a vigorous, sustained technology-transfer effort is often required for innovation in a decentralized sector, such as highway transportation.Prefabricated ComponentsThe offsite manufacturing of steel and other components of reinforced concrete for bridges and tunnels is nothing new. But the need for reconstructing or replacing heavily used highway facilities has increased the use of prefabricated components in startling ways. In some cases components are manufactured thousands of miles from the job site; in others, they are manufactured immediately adjacent to the site. Either way, we are rethinking how design and construction can be integrated.When the Texas Department of Transportation needed to replace 113 bridge spans on an elevated interstate highway in Houston, it found that the existing columns were reusable, but the bent caps (the horizontal connections between columns) had to be replaced. As an alternative to the conventional, time-consuming, cast-in-place approach, researchers at the University of Texas devised new methods of installing precast concrete bents. In this project, the precast bents cut construction time from 18 months to slightly more than 3 months (TRB, 2001).As part of a massive project to replace the San Francisco-Oakland Bay Bridge, the California Department of Transportation and the Bay Area Toll Authority had to replace a 350-foot, 10-lane section of a viaduct on Yerba Buena Island. In this case, the contractor, C.C. Myers, prefabricated the section immediately adjacent to the existing viaduct. The entire bridge was then shut down for the 2007 Labor Day weekend, while the existing viaduct was demolished and the new 6,500-ton segment was “rolled” into place (Figure 2). The entire operation was accomplished 11 hours ahead of schedule (B. Kahn, 2007).Probably the most extensive and stunning collection of prefabricated applications on a single project was on the Central Artery/Tunnel Project (“Big Dig”) in Boston. For the Ted Williams Tunnel, a dozen 325-foot-long steel tunnel sections were constructed in Baltimore, shipped to Boston, floated into place, and then submerged. However, for the section of the tunnel that runs beneath the Four Points Channel, which is part of the I-90 extension, bridge restrictions made this approach infeasible. Instead, a huge casting basin was constructed adjacent to the channel where 30- to 50-ton concrete tunnel sections were manufactured The basin was flooded and the sections winched into position with cables and then submerged.An even more complicated process was used to build the extension tunnel under existing railroad tracks, which had poor underlying soil conditions. Concrete and steel boxes were built at one end of the tunnel, then gradually pushed into place through soil that had been frozen using a network of brine-filled pipes (Vanderwarker, 2001).Specialty Portland Cement ConcretesNew generations of specialty concretes have improved one or more aspects of performance and allow for greater flexibility in highway design and construction. High-performance concrete typically has compressive strengths of at least 10,000 psi. Today, ultra-high-performance concretes with formulations that include silica fume, quartz flour, water reducers, and steel or organic fibers have even greater durability and compressive strengths up to 30,000 psi. These new concretes can enable construction with thinner sections and longer spans (M.S. Kahn, 2007).Latex-modified concrete overlays have been used for many years to extend the life of existing, deteriorating concrete bridge decks by the Virginia DOT, which pioneered the use of very early strength latex-modified concretes for this application. In high-traffic situations, the added costs of the concrete have been more than offset by savings in traffic-control costs and fewer delays for drivers (Sprinkel, 2006).When the air temperature dips below 40， costly insulation techniques must be used when pouring concrete for highway projects. By using commercially available admixtures that depress the freezing point of water, the U.S. Cold-Weather Research and Engineering Laboratory has developed new concrete formulations that retain their strength and durability at temperatures as low as 23?F. Compared to insulation techniques, this innovation has significantly decreased construction costs and extended the construction season in cold weather regions (Korhonen, 2004).As useful as these and other specialty concretes are, nanotechnology and nanoengineering techniques, which are still in their infancy, have the potential to make even more dramatic improvements in theperformance and cost of concrete.Waste and Recycled MaterialsHighway construction has a long history of using industrial waste and by-product materials. The motivations of the construction industry were simple—to help dispose of materials that are otherwise difficult to manage and to reduce the initial costs of highway construction. The challenge has been to use these materials in ways that do not compromise critical performance properties and that do not introduce substances that are potenti-ally harmful to people or the environment. At the same time, as concerns about sustainability have become more prominent in public thinking, the incentives to use by-product materials have increased. In addition, because the reconstruction and resurfacing of highways create their own waste, recycling these construction materials makes economic and environmental sense.Research and demonstration projects have generated many successful uses of by-product and recycled materials in ways that simultaneously meet performance, environmental, and economic objectives. For example, “crumb rubber” from old tires is increasingly being used as an additive in certain hot-mix asphalt pavement designs, and a number of patents have been issued related to the production and design of crumb rubber or asphalt rubber pavements (CDOT, 2003; Epps, 1994).Several states, notably California and Arizona, use asphalt rubber hot mix as an overlay for distressed flexible and rigid pavements and as a means of reducing highway noise. Materials derived from discarded tires have also been successfully used as lightweight fill for highway embankments and backfill for retaining walls, as well as for asphalt-based sealers and membranes (Epps, 1994; TRB, 2001).Fly ash, a residue from coal-burning power plants, and silica fume, a residue from metal-producing furnaces, are increasingly being used as additives to portland cement concrete. Fly-ash concretes can reduce alkali-silica reactions that lead to the premature deterioration of concrete (Lane, 2001), and silica fume is a component of the ultra-high-performance concrete described above.After many years of experimentation and trials, reclaimed asphalt pavement (RAP) is now routinely used in virtually all 50 states as a substitute for aggregate and a portion of the asphalt binder in hot-mix asphalt, including Superpave mixes. The reclaimed material typically constitutes 25 to 50 percent of the “new” mix (TFHRC, 1998). The National Asphalt Pavement Association estimates that 90 percent of the asphalt pavement removed each year is recycled and that approximately 125 millions tons of RAP are produced, with an annual savings of $300 million (North Central Superpave Center, 2004).Visualization, Global Positioning Systems, and Other New Tools For more than 20 years, highway engineers have used two-dimensional, computer-aided drafting and design (CADD) systems to accelerate the design process and reduce costs. The benefits of CADD systems have derived essentially from automating the conventional design process, with engineers doing more or less what they had done before, although much faster and with greater flexibility.New generations of three- and four-dimensional systems are introducing new ways of designing roads, as well as building them (Figure 4). For example, three-dimensional visualization techniques are clearly useful for engineers. But, perhaps more importantly, they have improved the communication of potential designs to affected communities and public officials; in fact, they represent an entirely new design paradigm. Four-dimensional systems help engineers and contractors analyze the constructability of proposed designs well in advance of actual constructionGlobal positioning systems are being used in surveying/layout, in automated guidance systems for earth-moving equipment, and for monitoring quantities. Other innovations include in situ temperature sensors coupled with data storage, transmission, and processing devices that provide onsite information about the maturity and strength of concrete as it cures (Hannon, 2007; Hixson, 2006).ConclusionThe examples described above suggest the wide range of exciting innovations in the design and construction of highways. These innovations address materials, roadway and bridge designs, design and construction methods, road safety, and a variety of environmental, community, and aesthetic concerns. Looking to the future, however, challenges to the U.S. highway system will be even more daunting—accommodating more traffic and higher loadings; reducing traffic disruptions during construction; meeting more stringent environmental, community, and safety requirements; and continuing pressure to reduce costs. Addressing these challenges will require a commitment to innovation and the research that supports innovation.中文翻译高速公路设计与施工：创新的挑战作者：小罗伯特·E·斯金纳研究方式的创新和进步正在改变着美国公路建设的方式。
道路交通安全毕业论文中英文资料外文翻
Vision Zero –Implementing a policy for traffic safetyRoger JohanssonRoad Safety Division Swedish Road Administration Roda Vagen 1 78187 BorlangeSwedenKeywords：Vision Zero Road Safety ImplementationAbstractThe scope of this paper is to outline in a general way the safety philosophy inherentin present road—and street design trace the he present road design philosophy are the main cause of the global road safetycrisis clearly indicating in Vision Zero。
They include a newbasic mechanism for creating error—tolerance in the road system and new designprinciples for road—and street design。
The tradition of “blaming the victim" is hereby questioned and focus is put on theneed for professionals to act based on these new standards。
During the last 10 yearsthe fatalities in Sweden have dropped from approximately 550/year to 450/year。
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。
毕业设计论文外文翻译(中英文).doc
译文交通拥堵和城市交通系统的可持续发展摘要：城市化和机动化的快速增长，通常有助于城市交通系统的发展，是经济性，环境性和社会可持续性的体现，但其结果是交通量无情增加，导致交通拥挤。
道路拥挤定价已经提出了很多次，作为一个经济措施缓解城市交通拥挤，但还没有见过在实践中广泛使用，因为道路收费的一些潜在的影响仍然不明。
本文首先回顾可持续运输系统的概念，它应该满足集体经济发展，环境保护和社会正义的目标。
然后，根据可持续交通系统的特点，使拥挤收费能够促进经济增长，环境保护和社会正义。
研究结果表明，交通拥堵收费是一个切实有效的方式，可以促进城市交通系统的可持续发展。
一、介绍城市交通是一个在世界各地的大城市迫切关注的话题。
随着中国的城市化和机动化的快速发展，交通拥堵已成为一个越来越严重的问题，造成较大的时间延迟，增加能源消耗和空气污染，减少了道路网络的可靠性。
在许多城市，交通挤塞情况被看作是经济发展的障碍。
我们可以使用多种方法来解决交通挤塞，包括新的基础设施建设，改善基础设施的维护和操作，并利用现有的基础设施，通过需求管理策略，包括定价机制，更有效地减少运输密度。
交通拥堵收费在很久以前就已提出，作为一种有效的措施，来缓解的交通挤塞情况。
交通拥堵收费的原则与目标是通过对选择在高峰拥挤时段的设施的使用实施附加收费，以纾缓拥堵情况。
转移非高峰期一些出行路线，远离拥挤的设施或高占用车辆，或完全阻止一些出行，交通拥堵收费计划将在节省时间和降低经营成本的基础上，改善空气中的质量，减少能源消耗和改善过境生产力。
此计划在世界很多国家和地方都有成功的应用。
继在20世纪70年代初和80年代中期挪威与新加坡实行收费环，在2003年2月伦敦金融城推出了面积收费;直至现在，它都是已经开始实施拥挤收费的大都市圈中一个最知名的例子。
然而，交通拥堵收费由于理论和政治的原因未能在实践中广泛使用。
道路收费的一些潜在的影响尚不清楚，和城市发展的拥塞定价可持续性，需要进一步研究。
二级公路设计优秀毕业设计中英文摘要
青岛理工大学毕业设计(论文)摘要本设计根据给定的资料;通过对原始数据的分析;根据该路段的地形、地质、地物、水文等自然条件;根据《公路工程技术标准》、《公路路线设计规范》等交通部颁发的相关技术指标，在老师的指导和同学的帮助下完成的。
设计内业详细资料有:路线设计，包括纸上定线、绘制路线平面图、路线纵断面设计;路基设计，完成五公里横断面和路基土石方的计算及路基排水设计;路面设计，沥青混凝土路面设计;小桥涵设计;设计概预算编制，完成全线设计路段的初步设计概算;施工组织设计;应用计算机绘制工程图，按老师的指导和要求完成。
整个设计计算了平、纵、横要素，设计了路基、路面、小桥涵等内容，通过这次设计了解了公路设计流程。
由此圆满完成了菏泽至定陶二级公路的设计。
本设计为微丘区二级公路，设计车速为 80,,,,。
设计全长5250m，双向两车道，采用二级公路整体式断面标准，设计年限为12年。
该工程计划于2012年4月1日起施工到2012年7月26日完成竣工验收，历时117天。
关键词: 二级公路线形设计路面路基沥青施工组织设计工程造价第69 页青岛理工大学毕业设计(论文)AbstractThis design according to the given information,through the analysis on the original data,according to the sections of the terrain, geology, terrain, hydrology and other natural conditions;According to" technical standard of Highway Engineering"," code for design of highway route", issued by the Ministry of transportation related technical indicators, the guidance of the teacher and students with the help .Design interiordetails : route design, including paper location, drawing the route plan, route vertical section design;The roadbed design, to complete the five km cross sectional and Subgrade Earthwork Calculation and drainage design; design of pavement, asphalt concrete pavement design;Smallbridge culvert design; design budget, complete all sections of theinitial design budgetary estimate of design; construction organization design; application of computer drawing, according to the teacher's guidance and requirements.The design and calculation of the horizontal, longitudinal,transverse elements, design of roadbed, road, bridge and culvert, etc., through this design about highway design process. The successful completion of the Heze to Dingtao two highway design.The design for the hilly area two highway, the design speed of80km / h. Design of full-length5250m, two-way two driveway, using two stage highway integral standard section, design life of 12 years.This project plans in April 1, 2012August 26, 2012 to complete the construction completion and acceptance, which lasted 117 days.Key words: Two stage highway alignment design road surface roadbed Asphalt construction organization planning project cost第70 页。
毕设必备道路桥梁专业毕业设计英文翻译(英文原文+中文翻译)
Accident Analysis and PreventionThis paper describes a project undertaken to establish a self-explaining roads (SER) design programmeon existing streets in an urban area. The methodology focussed on developing a process to identifyfunctional road categories and designs based on endemic road characteristics taken from functionalexemplars in the study area. The study area was divided into two sections, one to receive SER treatments designed to maximise visual differences between road categories, and a matched control area to remainuntreated for purposes of comparison. The SER design for local roads included increased landscaping andcommunity islands to limit forward visibility, and removal of road markings to create a visually distinctroad environment. In comparison, roads categorised as collectors received increased delineation, additionof cycle lanes, and improved amenity for pedestrians. Speed data collected 3 months after implementationshowed a significant reduction in vehicle speeds on local roads and increased homogeneity of speeds onboth local and collector roads. The objective speed data, combined with r esidents’ speed choice ratings,indicated that the project was successful in creating two discriminably different road categories.2010 Elsevier Ltd. All rights reserved.1. Introduction1.1. BackgroundChanging the visual characteristics of roads to influencedriver behaviour has come to be called the self-explaining roads(SER) approach (Theeuwes, 1998; Theeuwes and Godthelp, 1995;Rothengatter, 1999). Sometimes referred to as sustainable safety,as applied in the Netherlands, the logic behind the approach isthe use of road designs that evoke correct expectations and drivingbehaviours from road users (Wegman et al., 2005; Weller etal., 2008). The SER approach focuses on the three key principlesof functionality, homogeneity, and predictability (van Vliet andSchermers, 2000). In practice, functionality requires the creation ofa few well-defined road categories (e.g., through roads, distributorroads, and access roads) and ensuring that the use of a particularroad matches its intended function. Multifunctional roadslead to contradictory design requirements, confusion in the mindsof drivers, and incorrect expectations and inappropriate drivingbehaviour. Clearly defined road categories promote homogeneity intheir use and prevent large differences in vehicle speed, direction,and mass. Finally, predictability, or recognisability, means keepingthe road design and layout within each category as uniform as possibleand clearly differentiated from other categories so that thefunction of a road is easily recognised and will elicit the correctbehaviour from road users. The SER approach has been pursued tothe largest extent in the Netherlands and the United Kingdom but ithas also been of some interest inNewZealand. In 2004, the NationalRoad Safety Committee and the Ministry of Transport articulateda new National Speed Management Initiative which stated “Theemphas is is not just on speed limit enforcement, it includes perceptualmeasures that influence the speed that a driver feels is appropriatefor the section of road upon which they are driving–in effect the ‘selfexplainingroad”’ (New Zealand Ministry of Transport, 2004).In cognitive psychological terms, the SER approach attempts toimprove road safety via two complementary avenues. The first is toidentify and use road designs that afford desirable driver behaviour.Perceptual properties such as road markings, delineated lane width,and roadside objects can function as affordances that serve as builtininstructions and guide driver behaviour, either implicitly orexplicitly (Charlton, 2007a; Elliott et al., 2003; Weller et al., 2008).This work is more or less a direct development of work on perceptualcountermeasures, perceptual cues in the roading environmentthat imply or suggest a particular speed or lane position, eitherattentionally or perceptually (Charlton, 2004, 2007b; Godley et al.,1999).A second aspect of the SER approach is to establish mentalschemata and scripts, memory representations that will allowroad users to easily categorise the type of road on which they are.1.2. Localised speed managementThe traditional approaches to improving speed management,traffic calming and local area traffic management (LATM) havefocussed on treating specific problem locations or “black spots”in response to crash occurrences or complaints from the public(Ewing, 1999). A potential disadvantage of these approaches is thataddressing the problem with localised treatments can lead to are-emergence of the problem at another location nearby. Further,when applied inappropriately, localised approaches may addressthe problem from only one perspective, without considering theimpact on other types of road users or residents. When traffic calmingtreatments rely on physical obstacles such as speed humpsthey can be very unpopular with bothresidents and road users andcan create new problems associated with noise, maintenance, andvandalism (Martens et al., 1997).From an SER perspective, treatments that are highly localizedor idiosyncratic may do more harm than good by adding to themultiplicity of road categories and driver uncertainty, rather thanbuilding driver expectations around a few uniform road types.Instead of considering a single location in isolation, SER roaddesigns are considered within a hierarchy of road functions; e.g.,access roads, collector roads, and arterial roads. Although SERschemes may employ physical design elements used in trafficcalming schemes (e.g., road narrowing with chicanes and accesscontrols) they also employ a range of more visually oriented featuressuch as median and edge line treatments, road markings,pavement surfaces, and roadside furniture. For an effective SERscheme it is important to select the combination of features that will afford the desired driver speeds and to ensure their consistentuse to form distinct categories of road types (van der Horst andKaptein, 1998; Wegman et al., 2005).road category that would meet the three SER principles of functional use, homogeneous use, and predictable use. Herrstedt (2006)reported on the use of a standardised catalogue of treatments compiledfrom researcher and practitioner advice. Goldenbeld and vanSchagen (2007) used a survey technique to determine road characteristicsthat minimise the difference between drivers’ ratingsof preferred speed and perceived safe speed and select road featuresthat make posted speeds “credible”. Aarts and Davidse (2007)used a driving simulator to verify whether the “essential recognisabilitycharacteristics” of different road classes conformed to theexpectations of road users. Weller et al. (2008) employed a range of statistical techniques, including factor analysis and categoricalclustering to establish the road characteristics that drivers use tocategorise different road types.The practical difficulties of implementing an SER system thusbecome a matter of finding answers to a series of questions. Howdoes one create a discriminable road hierarchy for an existingroad network? What road characteristics should be manipulatedto establish category-defining road features? How can SER roadfeatures and selection methods be made relevant and appropriatefor a local context? (Roaddesigns appropriate for The Netherlandswould not be suitable in New Zealand, in spite of its name.) A surveyof national and international expert opinion in order establishcategory-defining road features for New Zealand roads revealedthat the regional character and local topography of roads oftenundercut the usefulness of any standardised catalogue of designcharacteristics (Charlton and Baas, 2006).1.4. Goals of the present projectThe project described in this paper sought to develop anddemonstrate an SER process based on retrofitting existing roadsto establish a clear multi-level road hierarchy with appropriatedesign speeds, ensuring that each level in the hierarchy possesseda different “look and feel”. Rather than transferring SER designs already in use internationally, the project attempted to develop amethod that would build on the features of roads in the local area;extending road characteristics with desirable affordances to otherroads lacking them and creating discriminable road categories inthe process. Of interest was whether such a process could producecost-effective designs and whether those designs would be effectivein creating different road user expectations and distinct speedprofiles for roads of different categories.2. MethodsThe research methodology/SER design process developed forthis project progressed through a series of five stages: (1) selectionof study area; (2) identification of the road hierarchy; (3) analysisof the road features; (4) development of a design template; and (5)implementation and evaluation of the SER treatments. Each of thestages is described in the sections that follow.2.1. Selection of study areaThe study area for this project (Pt England/Glen Innes in Auckland)was selected in consultation with a project steering groupcomprised of representatives from the Ministry of Transport, NewZealand Transport Agency, New Zealand Police, and other localtransport and urban agencies. The study area was an establishedneighbourhood contained amix of private residences, small shops,schools, and churches, and was selected, in part, because of its historyof cyclist, pedestrian and loss of controlcrashes, almost twicethe number。
道路工程(路桥)毕业设计外文文献翻译
外文文献翻译原文：Asphalt Mixtures-Applications, Theory and Principles1 . ApplicationsAsphalt materials find wide usage in the construction industry. The use of asphalt as a cementing agent in pavements is the most common of its applications, however, and the one that will be consid ered here.Asphalt products are used to produce flexibl e pavements for highways and airports. The term “fl exible” is used to distinguish these pavements from those made with Portland cement, which are classified as rigid pavements, that is, having beam strength. This distinction is important because it provid es they key to the design approach which must be used for successful flexibl e pavement structures.The flexibl e pavement classification may be further broken d own into high and l ow types, the type usually depending on whether a solid or liquid asphalt product is used. The l ow types of pavement are mad e with the cutback, or emulsion, liquid products and are very widely used throughout this country. Descriptive terminology has been devel oped in various sections of the country to the extent that one pavement type may have several names. However, the general process foll owed in construction is similar for most l ow-type pavements and can be described as one in which the aggregate and the asphalt product are usually applied to the roadbed separately and there mixed or all owed to mix, forming the pavement.The high type of asphalt pavements is made with asphalt cements of some sel ected penetration grad e.Fig. ·1 A modern asphalt concrete highway. Should er striping is used as a safely feature.Fig. ·2 Asphalt concrete at the San Francisco International Airport.They are used when high wheel l oads and high volumes of traffic occur and are, therefore, often designed for a particular installation.2 . Theory of asphalt concrete mix designHigh types of flexible pavement are constructed by combining an asphalt cement, often in the penetration grad e of 85 to 100, with aggregates that are usually divided into three groups, based on size. The three groups are coarse aggregates, fine aggregates, and mineral filler. These will be discussed in d etail in later chapter.Each of the constituent parts mentioned has a particular function in the asphalt mixture, and mix proportioning or d esign is the process of ensuring that no function is negl ected. Before these individual functions are examined, however, the criteria for pavement success and failure should be consid ered so that d esign objectives can be established.A successful fl exible pavement must have several particular properties. First, it must be stable, that is to resistant to permanent displacement under l oad. Deformation of an asphalt pavement can occur in three ways, two unsatisfactory and one desirable. Plastic d eformationof a pavement failure and which is to be avoid ed if possible. Compressive deformation of the pavement results in a dimensional change in the pavement, and with this change come a l oss of resiliency and usually a d egree of roughness. This deformation is less serious than the one just described, but it, too, leads to pavement failure. The desirabl e type of deformation is an elastic one, which actually is beneficial to flexibl e pavements and is necessary to their long life.The pavement should be durable and should offer protection to the subgrade. Asphalt cement is not impervious to the effects of weathering, and so the design must minimize weather susceptibility. A durable pavement that does not crack or ravel will probably also protect the roadbed. It must be remembered that fl exible pavements transmit l oads to the subgrad e without significant bridging action, and so a dry firm base is absolutely essential.Rapidly moving vehicl es d epend on the tire-pavement friction factor for control and safety. The texture of the pavement surfaces must be such that an adequate skid resistance is developed or unsafe conditions result. The design procedure should be used to sel ect the asphalt material and aggregates combination which provid es a skid resistant roadway.Design procedures which yield paving mixtures embodying all these properties are not available. Sound pavements are constructed where materials and methods are selected by using time-tested tests and specifications and engineering judgments al ong with a so-call ed design method.The final requirement for any pavement is one of economy. Economy, again, cannot be measured directly, since true economy only begins with construction cost and is not fully determinable until the full useful life of the pavement has been record ed. If, however, the requirements for a stable, durable, and safe pavement are met with a reasonable safety factor, then the best interests of economy have probably been served as well.With these requirements in mind, the functions of the constituent parts can be examined with consideration give to how each part contributes to now-established objectives or requirements. The functions of the aggregates is to carry the l oad imposed on the pavement, and this is accomplished by frictional resistance and interl ocking between the individual pieces of aggregates. The carrying capacity of the asphalt pavement is, then, related to the surface texture (particularly that of the fine aggregate) and the density, or “compactness,”, of the aggregates. Surface texture varies with different aggregates, and while a rough surfacetexture is desired, this may not be available in some l ocalities. Dense mixtures are obtained by using aggregates that are either naturally or artificially “well grad ed”. This means that the fine aggregate serves to fill the voids in the coarser aggregates. In addition to affecting density and therefore strength characteristics, the grading also influences workability. When an excess of coarse aggregate is used, the mix becomes harsh and hard to work. When an excess of mineral filler is used, the mixes become gummy and difficult to manage.The asphalt cement in the fl exibl e pavement is used to bind the aggregate particl es together and to waterproof the pavements. Obtaining the proper asphalt content is extremely important and bears a significant influence on all the items marking a successful pavement. A chief objective of all the design methods which have been devel oped is to arrive at the best asphalt content for a particular combination of aggregates.3 . Mix design principl esCertain fundamental principles underlie the design procedures that have been developed. Before these procedures can be properly studied or applied, some consid eration of these principles is necessary.Asphalt pavements are composed of aggregates, asphalt cement, and voids. Consid ering the aggregate alone, all the space between particles is void space. The volume of aggregate voids depends on grading and can vary widely. When the asphalt cement is ad ded, a portion of these aggregate voids is fill ed and a final air-void volume is retained. The retention of thisair-void volume is very important to the characteristics of the mixture. The term air-void volume is used, since these voids are weightless and are usually expressed as a percentage of the total volume of the compacted mixture.An asphalt pavement carries the applied load by particl e friction and interlock. If the particl es are pushed apart for any reason , then the pavement stability is d estroyed. This factor indicates that certainly no more asphalt shoul d be ad ded than the aggregate voids can readily hold. However ,asphalt cement is susceptible to volume change and the pavement is subject to further compaction under use. If the pavement has no air voids when placed, or if it loses them under traffic, then the expanding asphalt will overfl ow in a condition known as bleeding. The l oss of asphalt cement through bl eeding weakens the pavement and also reduces surface friction, making the roadway hazard ous.Fig. ·3 Cross section of an asphalt concrete pavement showing the aggregate framework bound together by asphalt cement.The need for a minimum air-void volume (usually 2 or 3 per cent ) has been established. In addition, a maximum air-void volume of 5 to 7 per cent shoul d not be exceed. An excess of air voids promotes raveling of the pavement and also permits water to enter and speed up the deteriorating processes. Also, in the presence of excess air the asphalt cement hard ens and ages with an accompanying loss of durability and resiliency.The air-void volume of the mix is determined by the d egree of compaction as well as by the asphalt content. For a given asphalt content, a lightly compacted mix will have a large voids volume and a l ower d ensity and a greater strength will result. In the laboratory, the compaction is controlled by using a specified hammer and regulating the number of bl ows and the energy per blow. In the fiel d, the compaction and the air voids are more difficult to control and tests must be made no specimens taken from the compacted pavement to cheek on the d egree of compaction being obtained. Traffic further compact the pavement, andall owance must be mad e for this in the design. A systematic checking of the pavement over an extend ed period is needed to given factual information for a particular mix. A change in density of several per cent is not unusual, however.Asphalt content has been discussed in connection with various facets of the ix design problem. It is a very important factor in the mix design and has a bearing an all the characteristics ld a successful pavement: stability, skid resistance, durability, and economy. As has been mentioned, the various design procedures are intended to provid e a means for selecting the asphalt content . These tests will be consid ered in detail in a future chapter ,butthe relationship between asphalt content and the measurable properties of stability, unit weight, and air voids will be discussed here.Fig.4 Variations in stability, unit weight, and air-void content with asphalt cement content.If the gradation and type of aggregate, the degree of compaction, and the type of asphalt cement are controll ed, then the strength varies in a predictable manner. The strength will increase up to some optimum asphalt content and then decrease with further additions. The pattern of strength variation will be different when the other mix factors are changed, and so only a typical pattern can be predicted prior to actual testing.Unit weight varies in the same manner as strength when all other variabl e are controll ed. It will reach some peak value at an asphalt content near that determined from the strength curve and then fall off with further additions.As already mentioned, the air-void volume will vary with asphalt content. However, the manner of variation is different in that increased asphalt content will d ecrease air-void volume to some minimum value which is approached asymptotically. With still greater additions of asphalt material the particles of aggregate are only pushed apart and no change occurs in air-void volume.In summary, certain principles involving aggregate gradation, air-void volume, asphalt content, and compaction mist be understood before proceeding to actual mix d esign. The proper design based on these principl es will result in sound pavements. If these principles are overl ooked, the pavement may fail by one or more of the recognized modes of failure: shoving, rutting, corrugating, becoming slick when the max is too ‘rich’; raveling, cracking, having low durability whe n the mix is too ‘l ean’.It should be again emphasized that the strength of flexible is, more accurately, a stabilityand d oes not indicate any ability to bridge weak points in the subgrade by beam strength. No asphalt mixture can be successful unless it rests on top of a properly designed and constructed base structure. This fact, that the surface is no better than the base, must be continually in the minds of those concerned with any aspect of fl exible pavement work.译文：沥青混合料的应用、理论和原则1、应用沥青材料如今在建筑行业广泛使用。
城市街道建设英语作文
城市街道建设英语作文
Urban Street Construction
Urban street construction plays a pivotal role in the development of any city. It not only enhances the aesthetic value of the city but also improves the quality of life for its residents. Well-designed streets provide convenient access to various facilities, promote social interaction, and ensure the safety of pedestrians. Moreover, sustainable street construction practices contribute to environmental protection and reduce carbon emissions. In conclusion, investing in urban street construction is crucial for creating livable, sustainable, and vibrant cities.
城市街道建设
城市街道建设在城市发展中起着至关重要的作用。
它不仅提高了城市的审美价值，还改善了居民的生活质量。
设计精良的街道为人们提供了方便的设施通道，促进了社交互动，并确保了行人的安全。
此外，可持续的街道建设做法有助于环境保护，减少碳排放。
总之，对城市街道建设的投资对于创造宜居、可持续和充满活力的城市至关重要。
路面材料英文摘要作文
路面材料英文摘要作文下载温馨提示:该文档是我店铺精心编制而成，希望大家下载以后，能够帮助大家解决实际的问题。
文档下载后可定制随意修改，请根据实际需要进行相应的调整和使用，谢谢!并且，本店铺为大家提供各种各样类型的实用资料，如教育随笔、日记赏析、句子摘抄、古诗大全、经典美文、话题作文、工作总结、词语解析、文案摘录、其他资料等等，如想了解不同资料格式和写法，敬请关注!Download tips: This document is carefully compiled by theeditor. I hope that after you download them,they can help yousolve practical problems. The document can be customized andmodified after downloading,please adjust and use it according toactual needs, thank you!In addition, our shop provides you with various types ofpractical materials,such as educational essays, diaryappreciation,sentence excerpts,ancient poems,classic articles,topic composition,work summary,word parsing,copyexcerpts,other materials and so on,want to know different data formats andwriting methods,please pay attention!The road surface is an essential component of any transportation system. It plays a crucial role in ensuring the safety, comfort, and efficiency of road users. There are various types of road surface materials used in different parts of the world, each with its unique characteristics and benefits.One commonly used road surface material is asphalt. Asphalt is a mixture of aggregates, binder, and filler. It is known for its durability and flexibility, which allows it to withstand heavy traffic and temperature changes. Asphalt roads are relatively quiet and provide a smooth driving experience. However, they require regular maintenance and can be prone to cracking and potholes.Another popular road surface material is concrete. Concrete roads are known for their strength and longevity. They can withstand heavy loads and are less susceptible to damage from weather conditions. Concrete roads also requireless maintenance compared to asphalt roads. However, they can be noisy and less comfortable to drive on due to their rigid nature.In some areas, gravel is used as a road surface material. Gravel roads are cost-effective and easy to construct. They are commonly found in rural areas and are suitable for low-traffic roads. However, gravel roads can be dusty, prone to erosion, and may require frequent grading to maintain their condition.In recent years, there has been a growing interest in using alternative road surface materials. For example, recycled materials such as rubberized asphalt and recycled concrete are being used to reduce waste and environmental impact. These materials offer similar performance to traditional road surface materials while providing additional benefits such as noise reduction and improved sustainability.In conclusion, the choice of road surface material depends on various factors such as traffic volume, climate,and budget. Each material has its advantages and disadvantages, and it is important to consider these factors when selecting the most suitable material for a particular road. With advancements in technology and increasing environmental concerns, it is likely that we will see more innovative road surface materials being developed in the future.。
中英文摘要(路基宽度为33.0m,双向6车道高速公路路基路面的综合设计)
摘要设计者：XX 指导老师：XX老师本设计为湖南省境内的某高速公路部分路段，起于K6400+000,止于K6600+000，全长2000米，路基宽度为33米，双向6车道，设计车速为100km/h，本设计路段湿润多雨，沿线以粘质土为主，且有丰富的砂石材料。
根据给定的地形图，参考相关设计规范及资料，进行公路路线选线，纵、横断面设计、路基、路面及其排水设计、涵洞、桥梁设计以及主要工程项目施工工艺说明。
在设计过程中，路面设计利用了路面辅助设计软件HPDS2003A，道路部分采用公路综合辅助设计软件Hard2006，桥梁部分采用桥梁通，而概预算施工组织部分采用同望wcost7.30软件。
不仅提高了设计效率，而且保证了设计的准确率。
关键词：高速公路设计计算机辅助设计施工工艺概预算AbstractDesigner:XX Advisor:XXThe highway is a part of road in Hunan Province,which begins at the point of K6400+000 and ends at the point of K6600+000,with a whole length of 2000m.The width of roadbed is 30.0m.The road has four vehicle lines with a designed speed of 100km/h. The part features wetness and much rain, along which is mainly clay soil and is abundant in sand and stone material. According to the given plane figure and referring to correlated standards and datas,the designer has designed the vertical section and the transection,the drainage system of road surface and road bed, culvet, passage, and the explanation of major projects’ constructing workmanship.During the process of designing , theroad surface designing makes good use of the HPDS CAD software , the road-line designing adopts the Hard 2006CAD software. The bridge designing adopts Profient Of Bridge. The budgetary adopts WCOST7.3. The aided-design not only improves efficiency ,but also ensures the correctness of the design.At the same time, by means of referring correlated date and adopting analysis of linchpin,the design of watering Reinforced Breast Wall,which is the difficulty of this part , ha s been overcome.Key words: highway CAD workmanship budgetary。
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摘要
本设计为河源市甲六路道路工程设计，起点为K0+000，终点为K1+730，全长1730。
设计时速60km/h，城市主干道。
本次设计包括横断面、平面、纵断面设计、沥青路面设计、道路排水设计、平面交叉口竖向设计、工程土方量计算等。
本设计为一条直线，起点为K0+000，终点为K1+730。
纵断面设计共设5个变坡点。
最大纵坡为3.2%，最小纵坡为1.4%；竖曲线半径分别有5000m、3000m、2000m。
路基宽度为50m，两侧绿化带均为3m,非机动车道为8.5米，人行道总共6m，行车道横坡设为1.5%，人行道横坡设为2.0%。
路面结构：4cm细粒式沥青混凝土，6cm中粒式沥青混凝土，8cm粗粒式沥青混凝土，23cm水泥稳定碎石，25cm石灰粉煤灰土。
排水方面：甲六路雨水管在非机动车道上，距路中线15m，最大管径为700mm，最小管径为500mm。
关键词
城市道路、横断面、平曲线、竖曲线、沥青路面设计、排水设计、交叉口设计。
Abstract
The road engineering design of Jia Liu road in HeYuan city at the point of K0+000 finishes at K1+730. The total length is 1730m. The design speed is 60km / h .It belongs to main road of a city. The design includes cross-sectional design, horizontal and vertical section design, asphalt pavement design, road drainage design, intersection design, earthwork calculation of engineering.
There are five horizontal curve in my design,it’s start at K1+000 and end at k1+730。
The largest longitudinal grade is 3.2%.The smallest longitudinal grade is 1.4% . There are three styes of the radius of vertical curve ,they are 3000m ,5000m,2000m . Roadbed width is 50m. Roadbed width to 50 m, two side green belts are 6 m, non maneuvering lanes of 8.5 m, the pavement on each side for 3 m, carriageway cross-sectional slope set to 1.5%, the pavement cross-sectional slope set to 2.0%. Pavement structure: 4 cm fine grain type, 6 cm of asphalt concrete grain type asphalt concrete, 8 cm thick bead type asphalt concrete, 23 cm of the cement stable macadam, 25 cm lime fly-ash soil. About the dewatering ，the downspout of the road JiaLiu have 15m to the road central line. The biggest caliber is 700mm.The minimum caliber is 500mm.
Keywords
urban road, cross-section, horizontal curve，vertical curve, asphalt pavement design, drainage design, design of intersection。