交通工程专业外文翻译外文文献

合集下载

交通工程实践教学英文(3篇)

第1篇Abstract: Traffic engineering is an important field in civil engineering, which aims to improve the efficiency and safety of traffic systems. Practical teaching in traffic engineering plays a crucial role in cultivating students' practical skills and engineering literacy. This paper discusses the significance of practical teaching in traffic engineering, the methods of practical teaching, and the challenges faced in practical teaching.I. IntroductionTraffic engineering is a discipline that integrates transportation planning, design, construction, and management. With the rapid development of urbanization and motorization, the traffic engineering field has become increasingly important. In order to meet the requirements of the industry, practical teaching in traffic engineering has become an essential part of the curriculum. This paper aims to explore the significance, methods, and challenges of practical teaching in traffic engineering.II. Significance of Practical Teaching in Traffic Engineering1. Enhance students' practical skillsPractical teaching in traffic engineering enables students to gainhands-on experience in the field, which helps them understand the theoretical knowledge and apply it to practical problems. Byparticipating in practical projects, students can improve theirpractical skills, such as surveying, measurement, and design.2. Cultivate students' engineering literacyEngineering literacy is an essential quality for traffic engineers. Practical teaching provides students with the opportunity to learn about the principles and methods of traffic engineering, as well as the latest technologies and trends in the field. This helps students develop a comprehensive understanding of traffic engineering and become well-rounded professionals.3. Strengthen students' teamwork and communication skillsPractical teaching often requires students to work in groups, which helps them improve their teamwork and communication skills. By collaborating with others, students can learn how to share ideas, solve problems, and coordinate their efforts to achieve common goals.4. Promote students' interest in the fieldPractical teaching can help students gain a deeper understanding of the traffic engineering field, which may inspire them to pursue further studies or a career in this area. By experiencing the challenges and rewards of practical work, students can develop a passion for traffic engineering and contribute to the field's development.III. Methods of Practical Teaching in Traffic Engineering1. Field surveys and measurementsField surveys and measurements are essential practical activities in traffic engineering. Students learn how to use surveying instruments, such as total stations and GPS, to collect data on road conditions, traffic flow, and other relevant factors. This helps students understand the importance of accurate data collection and the impact of errors on the design and construction of traffic systems.2. Design and simulationDesign and simulation are important aspects of practical teaching in traffic engineering. Students learn how to design road networks, intersections, and traffic control systems based on specific requirements. They also use simulation software to evaluate the performance of their designs and make improvements.3. Construction managementConstruction management is a critical skill for traffic engineers. Students learn how to plan, organize, and manage construction projects, including cost estimation, scheduling, and quality control. They alsostudy the principles of contract management and the legal aspects of construction projects.4. Field visits and internshipsField visits and internships provide students with the opportunity to observe and participate in real-world traffic engineering projects. By working with professionals in the field, students can gain valuable experience and insights into the challenges and opportunities of the industry.IV. Challenges in Practical Teaching in Traffic Engineering1. Insufficient resourcesLimited resources, such as equipment, facilities, and personnel, can hinder the effectiveness of practical teaching in traffic engineering. Schools may struggle to provide students with the necessary tools and opportunities to gain hands-on experience.2. Lack of experienced teachersExperienced teachers are essential for practical teaching in traffic engineering. However, many schools may lack qualified teachers with practical experience in the field, which can impact the quality of practical teaching.3. Safety concernsSafety is a crucial aspect of practical teaching in traffic engineering. Schools must ensure that students are trained in safe work practices and equipped with the necessary protective gear to prevent accidents and injuries.4. Time constraintsPractical teaching often requires a significant amount of time and effort. Schools may face challenges in allocating sufficient time for practical activities, which can limit the depth and breadth of the practical teaching experience.V. ConclusionPractical teaching in traffic engineering is essential for cultivating students' practical skills, engineering literacy, teamwork, and interest in the field. By implementing effective practical teaching methods and addressing the challenges faced, schools can provide students with a comprehensive and valuable learning experience. As the traffic engineering field continues to evolve, practical teaching will remain a crucial component of the curriculum, preparing students for successful careers in the industry.第2篇Introduction:Traffic engineering is a crucial field that focuses on the planning, design, implementation, and operation of transportation systems. In order to cultivate qualified traffic engineering professionals,practical teaching plays a vital role in bridging the gap between theoretical knowledge and real-world applications. This article aims to discuss the importance of practical teaching in traffic engineering and explore various methods and approaches used in this field.I. Importance of Practical Teaching in Traffic Engineering1. Enhancing practical skills: Practical teaching allows students to acquire hands-on experience in traffic engineering, enabling them to develop essential skills such as field measurements, data analysis, and project management.2. Understanding the complexity of transportation systems: By engaging in practical projects, students can better understand the complexity of transportation systems, including the interactions between various components such as roads, intersections, and traffic signals.3. Fostering critical thinking and problem-solving abilities: Practical teaching encourages students to think critically and solve real-world problems in traffic engineering. This is crucial for developingprofessionals who can address the challenges faced by transportation systems effectively.4. Promoting teamwork and communication skills: Practical teaching often involves group projects, which help students develop teamwork and communication skills essential for collaborative work in the field.II. Methods and Approaches in Practical Teaching1. Field visits: Field visits provide students with the opportunity to observe and analyze real-world traffic situations. This can include visiting intersections, road construction sites, and traffic management centers. Through field visits, students can gain insights into the practical aspects of traffic engineering and understand the challenges faced by engineers in the field.2. Laboratory experiments: Laboratory experiments enable students to conduct controlled experiments to test and validate theoretical concepts in traffic engineering. These experiments can involve measuring traffic flow, analyzing signal timings, and simulating traffic scenarios using computer software.3. Project-based learning: Project-based learning involves assigningreal-world traffic engineering projects to students, allowing them to apply their knowledge and skills to solve practical problems. This approach encourages students to work collaboratively, research relevant literature, and develop innovative solutions.4. Case studies: Case studies provide students with real-life examples of traffic engineering projects. By analyzing case studies, students can learn from the successes and failures of past projects, gaining valuable insights into the decision-making process and project management aspects of traffic engineering.5. Simulation software: Simulation software allows students to simulate traffic scenarios and analyze the performance of transportation systems. This tool is particularly useful for evaluating the impact of proposed changes in traffic engineering projects, such as road widening ortraffic signal modifications.6. Internships and co-op programs: Internships and co-op programs provide students with the opportunity to work in traffic engineering firms or government agencies. This hands-on experience allows students to apply their knowledge in real-world settings, gain industry insights, and establish professional networks.III. Challenges and Solutions in Practical Teaching1. Limited resources: One of the main challenges in practical teachingis the availability of resources, such as laboratory equipment, field visit locations, and simulation software. To address this, institutions can collaborate with industry partners to provide access to resources and equipment.2. Balancing theoretical and practical aspects: Ensuring a proper balance between theoretical knowledge and practical skills can be challenging. Institutions can achieve this by incorporating practical teaching activities throughout the curriculum, rather than relyingsolely on specialized courses.3. Safety concerns: Field visits and laboratory experiments can pose safety risks. To mitigate these risks, institutions should implement comprehensive safety protocols, provide proper training, and ensure that students are aware of potential hazards.4. Industry collaboration: Establishing strong industry partnerships is crucial for practical teaching in traffic engineering. Institutions can foster such collaborations through regular interactions with industry professionals, organizing workshops, and participating in industry events.Conclusion:Practical teaching is an essential component of traffic engineering education. By incorporating various methods and approaches, institutions can effectively bridge the gap between theoretical knowledge and real-world applications. This, in turn, will help cultivate qualified professionals who can address the challenges faced by transportationsystems and contribute to the development of sustainable and efficient transportation networks.第3篇Introduction:Traffic engineering is a crucial field that plays a vital role in ensuring the safe, efficient, and sustainable movement of people and goods. As the demand for qualified traffic engineers continues to rise, practical training has become an essential part of the educational process. This article aims to provide an overview of the practice teaching of traffic engineering, including its objectives, methodologies, and significance.I. Objectives of Traffic Engineering Practice Teaching1. Enhancing theoretical knowledge: Practice teaching helps students apply their theoretical knowledge in real-world scenarios, thereby deepening their understanding of traffic engineering principles.2. Developing practical skills: Students learn to use various tools, software, and equipment in traffic engineering projects, which are essential for their future careers.3. Promoting teamwork and communication: Practice teaching encourages students to work collaboratively, fostering teamwork and effective communication skills.4. Fostering critical thinking: Students are exposed to real-world challenges and learn to analyze and solve problems creatively.5. Cultivating a sense of responsibility: Practice teaching helps students understand the importance of their work in ensuring public safety and efficiency in transportation systems.II. Methodologies of Traffic Engineering Practice Teaching1. Field visits: Students visit traffic engineering projects, construction sites, and transportation infrastructure to observe and learn from experienced professionals.2. Laboratory work: Students conduct experiments and simulations using specialized software and equipment, such as traffic simulation software, to analyze traffic patterns and design road networks.3. Case studies: Students analyze real-world traffic engineering projects, identifying strengths and weaknesses and proposing improvements.4. Design projects: Students work in groups to design traffic engineering solutions for specific scenarios, such as road widening, traffic signal optimization, or parking lot design.5. Presentations and discussions: Students present their findings and designs to the instructor and peers, fostering critical thinking and communication skills.III. Significance of Traffic Engineering Practice Teaching1. Bridge the gap between theory and practice: Practice teaching helps students understand how to apply their knowledge in real-world situations, making them more competitive in the job market.2. Improve employability: Proficiency in practical traffic engineering skills can make students more attractive to employers, increasing their chances of securing a job.3. Enhance safety and efficiency: By learning to design and implement safe and efficient transportation systems, students contribute to reducing accidents and improving traffic flow.4. Foster innovation: Practice teaching encourages students to think creatively and propose innovative solutions to traffic engineering challenges.5. Promote lifelong learning: The practical skills and knowledge acquired during practice teaching enable students to continue learning and adapting to the evolving field of traffic engineering throughout their careers.Conclusion:Traffic engineering practice teaching is a crucial component of the educational process, equipping students with the skills, knowledge, and experience needed to excel in their future careers. By combining theoretical knowledge with practical applications, students can develop a deeper understanding of traffic engineering principles and contribute to the improvement of transportation systems. Therefore, it is essential for educational institutions to invest in high-quality practice teaching programs to ensure the success of future traffic engineers.。

交通工程专业外文翻译外文文献英文文献

土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads are still in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any layer of a road’sstructure can weaken that la yer, leading to failure.In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moistureproblems.To prevent these problems remember that water:• flows downhill• needs to flow somepla ce• is a problem if it is not flowingEffective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.Divert —Interceptor ditches, located between the road and higher ground along the road, keep the water from reaching the roadway. These ditches must slope so they carry water away from the road.Drain —Creating a crown in the road so it is higher along the centerline than at the edges encourages water to flow off the road. Typically a paved crown should be 1⁄4" higher than the shoulder for each foot of width from the centerline to the edge. For gravel surfaces the crown should be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relatively water tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed for the conditions, obtained from established firms, and tested to ensure it meets specifications.4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road will carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs or reconstruction. In designing a road, use traffic counts that project numbers and sizes of vehicles 20 years into the future. These are only projections, at best, but they will allow you to plan for traffic loadings through a road’s life.6．Design for maintenanceWithout maintenance a road will rapidly deteriorate and fail. Design your roads so they can be easily maintained. This means:• adequate ditches that can be cleaned regularly• culverts that are marked for easy locating in the spring• enough space for snow after it is plowed off the road• proper cross slopes for safet y, maintenance and to avoid snow drifts• roadsides that are planted or treated to prevent erosion• roadsides that can be mowed safelyA rule of thumb for adequate road width is to make it wide enough for a snowplow to pass another vehicle without leaving the travelled way.Mark culverts with a post so they can be located easily.7．Pave only when readyIt is not necessary to pave all your roads immediately. There is nothing wrong with a well-built and wellmaintained gravel road if traffic loads and volume do not require a paved surface. Three hundred vehicles per day is the recommended minimum to justify paving.Don’t assume that laying down asphalt will fix a gravel road that is failing. Before you pave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protect your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presents the Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASER Manual (32 pp). These booklets contain extensive photos and descriptions of road surfacesto help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement condition information. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to provide five-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles on roadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpful articles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。

道路与桥梁工程中英文对照外文翻译文献

中英文对照外文翻译(文档含英文原文和中文翻译)Bridge research in EuropeA brief outline is given of the development of the European Union, together with the research platform in Europe. The special case of post-tensioned bridges in the UK is discussed. In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio: relating to the identification of voids in post-tensioned concrete bridges using digital impulse radar.IntroductionThe challenge in any research arena is to harness the findings of different research groups to identify a coherent mass of data, which enables research and practice to be better focused. A particular challenge exists with respect to Europe where language barriers are inevitably very significant. The European Community was formed in the 1960s based upon a political will within continental Europe to avoid the European civil wars, which developed into World War 2 from 1939 to 1945. The strong political motivation formed the original community of which Britain was not a member. Many of the continental countries saw Britain’s interest as being purelyeconomic. The 1970s saw Britain joining what was then the European Economic Community (EEC) and the 1990s has seen the widening of the community to a European Union, EU, with certain political goals together with the objective of a common European currency.Notwithstanding these financial and political developments, civil engineering and bridge engineering in particular have found great difficulty in forming any kind of common thread. Indeed the educational systems for University training are quite different between Britain and the European continental countries. The formation of the EU funding schemes —e.g. Socrates, Brite Euram and other programs have helped significantly. The Socrates scheme is based upon the exchange of students between Universities in different member states. The Brite Euram scheme has involved technical research grants given to consortia of academics and industrial partners within a number of the states— a Brite Euram bid would normally be led by an industrialist.In terms of dissemination of knowledge, two quite different strands appear to have emerged. The UK and the USA have concentrated primarily upon disseminating basic research in refereed journal publications: ASCE, ICE and other journals. Whereas the continental Europeans have frequently disseminated basic research at conferences where the circulation of the proceedings is restricted.Additionally, language barriers have proved to be very difficult to break down. In countries where English is a strong second language there has been enthusiastic participation in international conferences based within continental Europe —e.g. Germany, Italy, Belgium, The Netherlands and Switzerland. However, countries where English is not a strong second language have been hesitant participants }—e.g. France.European researchExamples of research relating to bridges in Europe can be divided into three types of structure:Masonry arch bridgesBritain has the largest stock of masonry arch bridges. In certain regions of the UK up to 60% of the road bridges are historic stone masonry arch bridges originally constructed for horse drawn traffic. This is less common in other parts of Europe as many of these bridges were destroyed during World War 2.Concrete bridgesA large stock of concrete bridges was constructed during the 1950s, 1960s and 1970s. At the time, these structures were seen as maintenance free. Europe also has a large number of post-tensioned concrete bridges with steel tendon ducts preventing radar inspection. This is a particular problem in France and the UK.Steel bridgesSteel bridges went out of fashion in the UK due to their need for maintenance as perceived in the 1960s and 1970s. However, they have been used for long span and rail bridges, and they are now returning to fashion for motorway widening schemes in the UK.Research activity in EuropeIt gives an indication certain areas of expertise and work being undertaken in Europe, but is by no means exhaustive.In order to illustrate the type of European research being undertaken, an example is given from the University of Edinburgh portfolio. The example relates to the identification of voids in post-tensioned concrete bridges, using digital impulse radar.Post-tensioned concrete rail bridge analysisOve Arup and Partners carried out an inspection and assessment of the superstructure of a 160 m long post-tensioned, segmental railway bridge in Manchester to determine its load-carrying capacity prior to a transfer of ownership, for use in the Metrolink light rail system..Particular attention was paid to the integrity of its post-tensioned steel elements. Physical inspection, non-destructive radar testing and other exploratory methods were used to investigate for possible weaknesses in the bridge.Since the sudden collapse of Ynys-y-Gwas Bridge in Wales, UK in 1985, there has been concern about the long-term integrity of segmental, post-tensioned concrete bridges which may b e prone to ‘brittle’ failure without warning. The corrosion protection of the post-tensioned steel cables, where they pass through joints between the segments, has been identified as a major factor affecting the long-term durability and consequent strength of this type of bridge. The identification of voids in grouted tendon ducts at vulnerable positions is recognized as an important step in the detection of such corrosion.Description of bridgeGeneral arrangementBesses o’ th’ Barn Bridge is a 160 m long, three span, segmental, post-tensionedconcrete railway bridge built in 1969. The main span of 90 m crosses over both the M62 motorway and A665 Bury to Prestwick Road. Minimum headroom is 5.18 m from the A665 and the M62 is cleared by approx 12.5 m.The superstructure consists of a central hollow trapezoidal concrete box section 6.7 m high and 4 m wide. The majority of the south and central spans are constructed using 1.27 m long pre-cast concrete trapezoidal box units, post-tensioned together. This box section supports the in site concrete transverse cantilever slabs at bottom flange level, which carry the rail tracks and ballast.The center and south span sections are of post-tensioned construction. These post-tensioned sections have five types of pre-stressing:1. Longitudinal tendons in grouted ducts within the top and bottom flanges.2. Longitudinal internal draped tendons located alongside the webs. These are deflected at internal diaphragm positions and are encased in in site concrete.3. Longitudinal macalloy bars in the transverse cantilever slabs in the central span .4. Vertical macalloy bars in the 229 mm wide webs to enhance shear capacity.5. Transverse macalloy bars through the bottom flange to support the transverse cantilever slabs.Segmental constructionThe pre-cast segmental system of construction used for the south and center span sections was an alternative method proposed by the contractor. Current thinking suggests that such a form of construction can lead to ‘brittle’ failure of the ent ire structure without warning due to corrosion of tendons across a construction joint，The original design concept had been for in site concrete construction.Inspection and assessmentInspectionInspection work was undertaken in a number of phases and was linked with the testing required for the structure. The initial inspections recorded a number of visible problems including:Defective waterproofing on the exposed surface of the top flange.Water trapped in the internal space of the hollow box with depths up to 300 mm.Various drainage problems at joints and abutments.Longitudinal cracking of the exposed soffit of the central span.Longitudinal cracking on sides of the top flange of the pre-stressed sections.Widespread sapling on some in site concrete surfaces with exposed rusting reinforcement.AssessmentThe subject of an earlier paper, the objectives of the assessment were:Estimate the present load-carrying capacity.Identify any structural deficiencies in the original design.Determine reasons for existing problems identified by the inspection.Conclusion to the inspection and assessmentFollowing the inspection and the analytical assessment one major element of doubt still existed. This concerned the condition of the embedded pre-stressing wires, strands, cables or bars. For the purpose of structural analysis these elements、had been assumed to be sound. However, due to the very high forces involved,、a risk to the structure, caused by corrosion to these primary elements, was identified.The initial recommendations which completed the first phase of the assessment were:1. Carry out detailed material testing to determine the condition of hidden structural elements, in particularthe grouted post-tensioned steel cables.2. Conduct concrete durability tests.3. Undertake repairs to defective waterproofing and surface defects in concrete.Testing proceduresNon-destructi v e radar testingDuring the first phase investigation at a joint between pre-cast deck segments the observation of a void in a post-tensioned cable duct gave rise to serious concern about corrosion and the integrity of the pre-stress. However, the extent of this problem was extremely difficult to determine. The bridge contains 93 joints with an average of 24 cables passing through each joint, i.e. there were approx. 2200 positions where investigations could be carried out. A typical section through such a joint is that the 24 draped tendons within the spine did not give rise to concern because these were protected by in site concrete poured without joints after the cables had been stressed.As it was clearly impractical to consider physically exposing all tendon/joint intersections, radar was used to investigate a large numbers of tendons and hence locate duct voids within a modest timescale. It was fortunate that the corrugated steel ducts around the tendons were discontinuous through the joints which allowed theradar to detect the tendons and voids. The problem, however, was still highly complex due to the high density of other steel elements which could interfere with the radar signals and the fact that the area of interest was at most 102 mm wide and embedded between 150 mm and 800 mm deep in thick concrete slabs.Trial radar investigations.Three companies were invited to visit the bridge and conduct a trial investigation. One company decided not to proceed. The remaining two were given 2 weeks to mobilize, test and report. Their results were then compared with physical explorations.To make the comparisons, observation holes were drilled vertically downwards into the ducts at a selection of 10 locations which included several where voids were predicted and several where the ducts were predicted to be fully grouted. A 25-mm diameter hole was required in order to facilitate use of the chosen horoscope. The results from the University of Edinburgh yielded an accuracy of around 60%.Main radar sur v ey, horoscope verification of v oids.Having completed a radar survey of the total structure, a baroscopic was then used to investigate all predicted voids and in more than 60% of cases this gave a clear confirmation of the radar findings. In several other cases some evidence of honeycombing in the in site stitch concrete above the duct was found.When viewing voids through the baroscopic, however, it proved impossible to determine their actual size or how far they extended along the tendon ducts although they only appeared to occupy less than the top 25% of the duct diameter. Most of these voids, in fact, were smaller than the diameter of the flexible baroscopic being used (approximately 9 mm) and were seen between the horizontal top surface of the grout and the curved upper limit of the duct. In a very few cases the tops of the pre-stressing strands were visible above the grout but no sign of any trapped water was seen. It was not possible, using the baroscopic, to see whether those cables were corroded.Digital radar testingThe test method involved exciting the joints using radio frequency radar antenna: 1 GHz, 900 MHz and 500 MHz. The highest frequency gives the highest resolution but has shallow depth penetration in the concrete. The lowest frequency gives the greatest depth penetration but yields lower resolution.The data collected on the radar sweeps were recorded on a GSSI SIR System 10.This system involves radar pulsing and recording. The data from the antenna is transformed from an analogue signal to a digital signal using a 16-bit analogue digital converter giving a very high resolution for subsequent data processing. The data is displayed on site on a high-resolution color monitor. Following visual inspection it is then stored digitally on a 2.3-gigabyte tape for subsequent analysis and signal processing. The tape first of all records a ‘header’ noting the digital radar settings together with the trace number prior to recording the actual data. When the data is played back, one is able to clearly identify all the relevant settings —making for accurate and reliable data reproduction.At particular locations along the traces, the trace was marked using a marker switch on the recording unit or the antenna.All the digital records were subsequently downloaded at the University’s NDT laboratory on to a micro-computer.（The raw data prior to processing consumed 35 megabytes of digital data.）Post-processing was undertaken using sophisticated signal processing software. Techniques available for the analysis include changing the color transform and changing the scales from linear to a skewed distribution in order to highlight、突出certain features. Also, the color transforms could be changed to highlight phase changes. In addition to these color transform facilities, sophisticated horizontal and vertical filtering procedures are available. Using a large screen monitor it is possible to display in split screens the raw data and the transformed processed data. Thus one is able to get an accurate indication of the processing which has taken place. The computer screen displays the time domain calibrations of the reflected signals on the vertical axis.A further facility of the software was the ability to display the individual radar pulses as time domain wiggle plots. This was a particularly valuable feature when looking at individual records in the vicinity of the tendons.Interpretation of findingsA full analysis of findings is given elsewhere, Essentially the digitized radar plots were transformed to color line scans and where double phase shifts were identified in the joints, then voiding was diagnosed.Conclusions1. An outline of the bridge research platform in Europe is given.2. The use of impulse radar has contributed considerably to the level of confidence in the assessment of the Besses o’ th’ Barn Rail Bridge.3. The radar investigations revealed extensive voiding within the post-tensioned cable ducts. However, no sign of corrosion on the stressing wires had been found except for the very first investigation.欧洲桥梁研究欧洲联盟共同的研究平台诞生于欧洲联盟。

交通工程学参考文献

以下是一些关于交通工程学的常用参考文献，供您参考：1. "Traffic Engineering" by Roger P. Roess, Elena S. Prassas, and William R. McShane- 本书是一本广泛使用的交通工程学教材，涵盖了交通工程学的基本原理、设计和操作等方面。

2. "Transportation Engineering: An Introduction" by C. Jotin Khisty and B. Kent Lall- 这本书介绍了交通工程学的理论和实践，包括交通规划、交通流量理论、交通信号控制等内容。

3. "Highway Engineering" by Martin Rogers- 该书涵盖了公路工程的各个方面，包括公路规划、设计、建设和维护等内容。

4. "Principles of Transportation Engineering" by Partha Chakroborty and Animesh Das- 这本书介绍了交通工程学的基本原理和概念，包括交通流理论、道路设计、交通规划等内容。

5. "Traffic Engineering Handbook" by Institute ofTransportation Engineers (ITE)- 这本手册是一个全面的交通工程参考资料，包括交通规划、交通流理论、交通信号控制、交通安全等方面的信息。

6. "Transportation Planning Handbook" by Institute of Transportation Engineers (ITE)- 这本手册涵盖了交通规划的各个方面，包括需求预测、交通模型、交通政策等内容。

以上仅是一些常用的参考文献，还有许多其他书籍和论文可供参考。

道路路桥工程中英文对照外文翻译文献

道路路桥工程中英文对照外文翻译文献Asphalt Mixtures: ns。

Theory。

and Principles1.nsXXX industry。

XXX。

The most common n of asphalt is in the n of XXX "flexible" XXX them from those made with Portland cement。

XXX2.XXXXXX the use of aggregates。

XXX。

sand。

or gravel。

and a binder。

XXX for the pavement。

XXX。

The quality of the asphalt XXX to the performance of the pavement。

as it must be able to XXX。

3.PrinciplesXXX。

with each layer XXX layers typically include a subgrade。

a sub-base。

a base course。

and a surface course。

The subgrade is the natural soil or rock upon which the pavement is built。

while the sub-base and base courses provide nal support for the pavement。

The surface course is the layer that comes into direct contact with traffic and is XXX。

In n。

the use of XXX.The n of flexible pavement can be subdivided into high and low types。

交通安全外文翻译文献中英文

外文文献翻译(含：英文原文及中文译文)英文原文POSSIBILITIES AND LIMITA TIONS OF ACCIDENT ANALYSISS.OppeAbstraetAccident statistics, especially collected at a national level are particularly useful for the description, monitoring and prognosis of accident developments, the detection of positive and negative safety developments, the definition of safety targets and the (product) evaluation of long term and large scale safety measures. The application of accident analysis is strongly limited for problem analysis, prospective and retrospective safety analysis on newly developed traffic systems or safety measures, as well as for (process) evaluation of special short term and small scale safety measures. There is an urgent need for the analysis of accidents in real time, in combination with background behavioural research. Automatic incident detection, combined with video recording of accidents may soon result in financially acceptable research. This type of research may eventually lead to a better understanding of the concept of risk in traffic and to well-established theories.Keyword: Consequences; purposes; describe; Limitations; concerned; Accident Analysis; possibilities1. Introduction.This paper is primarily based on personal experience concerning traffic safety, safety research and the role of accidents analysis in this research. These experiences resulted in rather philosophical opinions as well as more practical viewpoints on research methodology and statistical analysis. A number of these findings are published already elsewhere.From this lack of direct observation of accidents, a number of methodological problems arise, leading to continuous discussions about the interpretation of findings that cannot be tested directly. For a fruitful discussion of these methodological problems it is very informative to look at a real accident on video. It then turns out that most of the relevant information used to explain the accident will be missing in the accident record. In-depth studies also cannot recollect all the data that is necessary in order to test hypotheses about the occurrence of the accident. For a particular car-car accident, that was recorded on video at an urban intersection in the Netherlands, between a car coming from a minor road, colliding with a car on the major road, the following questions could be asked: Why did the driver of the car coming from the minor road, suddenly accelerate after coming almost to a stop and hit the side of the car from the left at the main road? Why was the approaching car not noticed? Was it because the driver was preoccupied with the two cars coming from the right and the gap before them that offered him thepossibility to cross? Did he look left before, but was his view possibly blocked by the green van parked at the corner? Certainly the traffic situation was not complicated. At the moment of the accident there were no bicyclists or pedestrians present to distract his attention at the regularly overcrowded intersection. The parked green van disappeared within five minutes, the two other cars that may have been important left without a trace. It is hardly possible to observe traffic behavior under the most relevant condition of an accident occurring, because accidents are very rare events, given the large number of trips. Given the new video equipment and the recent developments in automatic incident and accident detection, it becomes more and more realistic to collect such data at not too high costs. Additional to this type of data that is most essential for a good understanding of the risk increasing factors in traffic, it also important to look at normal traffic behavior as a reference base. The question about the possibilities and limitations of accident analysis is not lightly answered. We cannot speak unambiguously about accident analysis. Accident analysis covers a whole range of activities, each originating from a different background and based on different sources of information: national data banks, additional information from other sources, especially collected accident data, behavioral background data etc. To answer the question about the possibilities and limitations, we first have to look at the cycle of activities in the area of traffic safety. Some ofthese activities are mainly concerned with the safety management of the traffic system; some others are primarily research activities.The following steps should be distinguished:- detection of new or remaining safety problems;- description of the problem and its main characteristics;- the analysis of the problem, its causes and suggestions for improvement;- selection and implementation of safety measures;- evaluation of measures taken.Although this cycle can be carried out by the same person or group of persons, the problem has a different (political/managerial or scientific) background at each stage. We will describe the phases in which accident analysis is used. It is important to make this distinction. Many fruitless discussions about the method of analysis result from ignoring this distinction. Politicians, or road managers are not primarily interested in individual accidents. From their perspective accidents are often treated equally, because the total outcome is much more important than the whole chain of events leading to each individual accident. Therefore, each accident counts as one and they add up all together to a final safety result.Researchers are much more interested in the chain of events leading to an individual accident. They want to get detailed information abouteach accident, to detect its causes and the relevant conditions. The politician wants only those details that direct his actions. At the highest level this is the decrease in the total number of accidents. The main source of information is the national database and its statistical treatment. For him, accident analysis is looking at (subgroups of) accident numbers and their statistical fluctuations. This is the main stream of accident analysis as applied in the area of traffic safety. Therefore, we will first describe these aspects of accidents.2. The nature of accidents and their statistical characteristics.The basic notion is that accidents, whatever there cause, appear according to a chance process. Two simple assumptions are usually made to describe this process for (traffic) accidents:- the probability of an accident to occur is independent from the occurrence of previous accidents;-the occurrence of accidents is homogeneous in time.If these two assumptions hold, then accidents are Poisson distributed. The first assumption does not meet much criticism. Accidents are rare events and therefore not easily influenced by previous accidents. In some cases where there is a direct causal chain (e.g. , when a number of cars run into each other) the series of accidents may be regarded as one complicated accident with many cars involved.The assumption does not apply to casualties. Casualties are often related to the same accident andtherefore the independency assumption does not hold. The second assumption seems less obvious at first sight. The occurrence of accidents through time or on different locations are not equally likely. However, the assumption need not hold over long time periods. It is a rather theoretical assumption in its nature. If it holds for short periods of time, then it also holds for long periods, because the sum of Poisson distributed variables, even if their Poisson rates are different, is also Poisson distributed. The Poisson rate for the sum of these periods is then equal to the sum of the Poisson rates for these parts.The assumption that really counts for a comparison of (composite) situations, is whether two outcomes from an aggregation of situations in time and/or space, have a comparable mix of basic situations. E.g. , the comparison of the number of accidents on one particular day of the year, as compared to another day (the next day, or the same day of the next week etc.). If the conditions are assumed to be the same (same duration, same mix of traffic and situations, same weather conditions etc.) then the resulting numbers of accidents are the outcomes of the same Poisson process. This assumption can be tested by estimating the rate parameter on the basis of the two observed values (the estimate being the average of the two values). Probability theory can be used to compute the likelihood of the equality assumption, given the two observations and their mean.This statistical procedure is rather powerful. The Poisson assumptionis investigated many times and turns out to be supported by a vast body of empirical evidence. It has been applied in numerous situations to find out whether differences in observed numbers of accidents suggest real differences in safety. The main purpose of this procedure is to detect differences in safety. This may be a difference over time, or between different places or between different conditions. Such differences may guide the process of improvement. Because the main concern is to reduce the number of accidents, such an analysis may lead to the most promising areas for treatment. A necessary condition for the application of such a test is, that the numbers of accidents to be compared are large enough to show existing differences. In many local cases an application is not possible. Accident black-spot analysis is often hindered by this limitation, e.g., if such a test is applied to find out whether the number of accidents at a particular location is higher than average. The procedure described can also be used if the accidents are classified according to a number of characteristics to find promising safety targets. Not only with aggregation, but also with disaggregation the Poisson assumption holds, and the accident numbers can be tested against each other on the basis of the Poisson assumptions. Such a test is rather cumbersome, because for each particular case, i.e. for each different Poisson parameter, the probabilities for all possible outcomes must be computed to apply the test. In practice, this is not necessary when the numbers are large. Then the Poissondistribution can be approximated by a Normal distribution, with mean and variance equal to the Poisson parameter. Once the mean value and the variance of a Normal distribution are given, all tests can be rephrased in terms of the standard Normal distribution with zero mean and variance one. No computations are necessary any more, but test statistics can be drawn from tables.3. The use of accident statistics for traffic safety policy.The testing procedure described has its merits for those types of analysis that are based on the assumptions mentioned. The best example of such an application is the monitoring of safety for a country or region over a year, using the total number of accidents (eventually of a particular type, such as fatal accidents), in order to compare this number with the outcome of the year before. If sequences of accidents are given over several years, then trends in the developments can be detected and accident numbers predicted for following years. Once such a trend is established, then the value for the next year or years can be predicted, together with its error bounds. Deviations from a given trend can also be tested afterwards, and new actions planned. The most famous one is carried out by Smeed 1949. We will discuss this type of accident analysis in more detail later.(1). The application of the Chi-square test for interaction is generalised to higher order classifications. Foldvary and Lane (1974), inmeasuring the effect of compulsory wearing of seat belts, were among the first who applied the partitioning of the total Chi-square in values for the higher order interactions of four-way tables.(2). Tests are not restricted to overall effects, but Chi-square values can be decomposed regarding sub-hypotheses within the model. Also in the two-way table, the total Chisquare can be decomposed into interaction effects of part tables. The advantage of 1. and 2. over previous situations is, that large numbers of Chi-square tests on many interrelated (sub)tables and corresponding Chi-squares were replaced by one analysis with an exact portioning of one Chi-square.(3). More attention is put to parameter estimation. E.g., the partitioning of the Chi-square made it possible to test for linear or quadratic restraints on the row-parameters or for discontinuities in trends.(4). The unit of analysis is generalised from counts to weighted counts. This is especially advantageous for road safety analyses, where corrections for period of time, number of road users, number of locations or number of vehicle kilometres is often necessary. The last option is not found in many statistical packages. Andersen 1977 gives an example for road safety analysis in a two-way table. A computer programme WPM, developed for this type of analysis of multi-way tables, is available at SWOV (see: De Leeuw and Oppe 1976). The accident analysis at this level is not explanatory. It tries to detect safety problems that need specialattention. The basic information needed consists of accident numbers, to describe the total amount of unsafety, and exposure data to calculate risks and to find situations or (groups of) road users with a high level of risk. 4. Accident analysis for research purposes.Traffic safety research is concerned with the occurrence of accidents and their consequences. Therefore, one might say that the object of research is the accident. The researcher’s interest however is less focused at this final outcome itself, but much more at the process that results (or does not result) in accidents. Therefore, it is better to regard the critical event in traffic as his object of study. One of the major problems in the study of the traffic process that results in accidents is, that the actual occurrence is hardly ever observed by the researcher.Investigating a traffic accident, he will try to reconstruct the event from indirect sources such as the information given by the road users involved, or by eye-witnesses, about the circumstances, the characteristics of the vehicles, the road and the drivers. As such this is not unique in science, there are more examples of an indirect study of the object of research. However, a second difficulty is, that the object of research cannot be evoked. Systematic research by means of controlled experiments is only possible for aspects of the problem, not for the problem itself. The combination of indirect observation and lack of systematic control make it very difficult for the investigator to detectwhich factors, under what circumstances cause an accident. Although the researcher is primarily interested in the process leading to accidents, he has almost exclusively information about the consequences, the product of it, the accident. Furthermore, the context of accidents is complicated. Generally speaking, the following aspects can be distinguished: - Given the state of the traffic system, traffic volume and composition, the manoeuvres of the road users, their speeds, the weather conditions, the condition of the road, the vehicles, the road users and their interactions, accidents can or cannot be prevented.- Given an accident, also depending on a large number of factors, such as the speed and mass of vehicles, the collision angle, the protection of road users and their vulnerability, the location of impact etc., injuries are more or less severe or the material damage is more or less substantial. Although these aspects cannot be studied independently, from a theoretical point of view it has advantages to distinguish the number of situations in traffic that are potentially dangerous, from the probability of having an accident given such a potentially dangerous situation and also from the resulting outcome, given a particular accident.This conceptual framework is the general basis for the formulation of risk regarding the decisions of individual road users as well as the decisions of controllers at higher levels. In the mathematical formulation of risk we need an explicit description of our probability space, consistingof the elementary events (the situations) that may result in accidents, the probability for each type of event to end up in an accident, and finally the particular outcome, the loss, given that type of accident.A different approach is to look at combinations of accident characteristics, to find critical factors. This type of analysis may be carried out at the total group of accidents or at subgroups. The accident itself may be the unit of research, but also a road, a road location, a road design (e.g. a roundabout) etc.中文译文交通事故分析的可能性和局限性S.Oppe摘要交通事故的统计数字, 尤其国家一级的数据对监控和预测事故的发展, 积极或消极检测事故的发展, 以及对定义安全目标和评估工业安全特别有益。

交通工程外文文献

2. VEHICLE MODEL The 2 degrees of freedom (DOF) bicycle model is considered here shown in Eq. (1).
& +& − G β = PY U GW & O −& O ,
Ã!%ÃDA68
Keywords: Integrated control, DYC, Active steering, LMI, QP
1. INTRODUCTION Motivated by the ever increasing demand for safety against car accidents, diverse researches on active safety systems for ground vehicles are having been up to recent years. Such systems include active steering and independent brake intervention. Active safety systems are developed based on the so called “bywire” technologies to drive the devices independently of the driver’s operation. Such by-wire driven steering and braking systems which are dealt with in this article are produced in large quantities lately (Rieth and Schwarz, 2004). Here, the vehicle is assumed to be equipped with by-wire driven active four wheel steering and active braking system. This article proposes the optimal integration of these systems to improve vehicle handling and stability.

交通工程专业英语英译汉

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

轨道交通工程英文和中文参考文献

轨道交通工程论文参考文献参考文献[1]Xiuping Li, Tao Yang, Quan Shi.Applicative Suburban Line Pattern of Urban Rail Transit in China[J].Procedia - Social and Behavioral Sciences,2013: 2260–2266.[2]James S.Sagner and Robert L.Barringer.Toward Criteri a in the Development of Urban Transportation Systems [J]. Transportation,1978,7(1):87-96.[3]E.H.Holmes.The State-Of-The-Art in Urban Transportation Planning or how we got here. [J]. Transportation. 1973, 1 (4):379-401.[4]Tomoki Noguchi.Japan's urban transportation system in the major transport spheres[J]. Transportation, 1976, 6 (2):171-189.[5]Martin Wachs.Learning from Los Angeles: transport, urban form, and air quality[J]. Transportation, 1993, 20 (4): 329-354.[6] ] Guo Chun’an, Yao Zhisheng.Developments in Rail Transit History and Fut ure of Rail Transportation in Beijing[J]. China City Planning Review,2009, 18(3):64-71.[7] 施仲衡.城市轨道交通技术发展战略探讨[J]. 都市快轨交通, 2004,7(4):4-8.[8] 朱军.我国城市轨道交通发展现状与对策建议[J].城市轨道交通研究,2005,(6):11-14.[9] 叶霞飞. 日本城市轨道交通建设融资模式与成功经验剖析[J].中国铁道科学,2022,23(4): 126-131.[10] 顾岷. 我国城市轨道交通发展现状与展望[J].中国铁路,2011:53-56.[11] 薛华培.轨道交通与我国大城市的空间结构优化[J].城市交通,2005,3(4):39-43.[12] 赵红军. 浅析我国城市轨道交通现状及发展趋势[J].内江科技, 2011(8):45-46.[13] 董焰/单连龙.中国城市轨道交通未来十年发展趋势及政策导向[J].城市轨道交通研究,2004:6-9.[14] 朱军.中国城市轨道交通发展的态势[J]. 交通运输系统工程与信息, 2006,6(1):22-27.[15] 秦国栋.期城市轨道交通发展的思考[J].城市交通,2006,4(2):1-5.[16] 陈蓓.国外城市轨道交通发展规模研究[D].北京交通大学,2010.[17] 谢仁德. 城市轨道交通系统型式选择研究[D]. 北京交通大学,2009.[18] 陶林芳.国向外城市快速孰道麦通的现状与发展趋势[J].上海建设科技,2005,(5):10-14.。

交通运输交通系统中英文对照外文翻译文献

中英文对照外文翻译文献(文档含英文原文和中文翻译)译文：交通系统交通运输一直是土木工程最重要的一个方面。

古罗马工程师的巨大成就之一就是公路系统，它使罗马与帝国的各个省之间的快速交通成为可能。

在工程方面的第一所培训学校就是桥梁和公路学校，它于1747年创建于法国。

而在英国，一位道路建筑家，托马斯·泰尔福特于1820年担任了土木工程学会的第一任主席。

现代公路仍然根据18世纪及19世纪初法国人皮埃尔·特埃萨凯，英国人泰尔福特，以及苏格兰人约翰·L·马克当所制定的原则进行建造。

这些人设计出了最初的现代道路，这种道路具有坚实的垫层，基础就建在垫层的上面。

他们设计的道路还具有排水良好而且不渗水的磨耗层，即直接承受车辆交通磨耗的表层。

特埃萨凯和泰尔福特均采用较厚的石头基础，在其上面铺筑由较小碎石组成的基层和由更小的石头组成的磨耗层。

他们的道路还微微隆起成曲线，形成路拱和反拱以便使雨水流走。

马克当认识到当土壤被夯实或压紧之后，只要保证干燥，其本身就可承受道路的重量，因而他能够通过在压实的垫层上铺碎石基层来省掉建造石头基础所需要的昂贵费用。

当时车辆的铁质车轮把表层石头碾压成连续的，较为平整的，更加不透水的表面。

早19世纪，货车和客车都采用铁或钢制车轮，这种道路是适用的。

当汽车在20世纪初出现之后，其橡胶轮胎毁坏了这种平整的路面。

因此，就采用焦油或沥青掺拌碎石，使路面表层更坚固的黏合一起。

现在，遍布全世界的数百万公里的道路采用这种路面。

在20世纪，道路建设基本上仅在两方面进行了改进。

第一种改进是采用混凝土作为磨耗层。

另一种改进则是交通工程，即设计高速的大交通量的、造价经济并且对于车辆和旅客都安全的公路。

交通工程已建成了现代高速公路，这种公路具有限定的入口和最安全的管理。

老式道路常用的拐角形交叉已不使用，而采用互通式立体交叉或其他更为复杂的设计。

现代高速公路通常设有专门的车道，在那里当车辆要驶出公路时可减速驶入时可加速。

交通工程专业外文翻译外文文献英文文献

Some of these roads arestill in service.If you follow the basic concepts of road building，youwill create a road that will last。

The ten commandmentsof 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 road35324 89FC 觼30582 7776 睶21205 52D5 動/34600 8728 蜨6sWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of aroad'sproblems can be related to excess water or to poor waterdrainage. Too much water in any layer of aroad’sstructure can weaken that layer, leading to failure。

对交通工程施工组织设计管理研究外文文献

对交通工程施工组织设计管理研究外文文
献
引言
本文旨在对交通工程施工组织设计管理的相关外文文献进行研
究和分析，以便更好地了解该领域的最新发展和实践经验。

文献1：《交通工程施工组织设计的影响因素研究》
该文献研究了交通工程施工组织设计中的影响因素。

研究认为，施工组织设计的效果受到多种因素的影响，包括工期、质量、安全、环境等方面。

文章提出了一种基于综合评价方法的影响因素分析模型，并通过案例研究验证了该模型的有效性。

文献2：《施工组织设计管理的优化策略研究》
该文献探讨了交通工程施工组织设计管理的优化策略。

研究指出，在施工组织设计阶段，应充分考虑各种因素，如工程特点、资
源配置、时间计划等，以实现施工过程的高效和优质。

文章还提出
了一种基于模糊综合评价方法的优化策略，并通过实例验证了该策
略的实用性和效果。

文献3：《基于信息技术的交通工程施工组织设计管理研究》
该文献研究了利用信息技术来改进交通工程施工组织设计管理的方法和应用。

研究认为，信息技术的应用可以提高施工组织设计的效率和质量，减少资源浪费和施工风险。

文章介绍了一种基于信息技术的施工组织设计管理系统，并通过案例研究验证了系统的可行性和效果。

结论
通过对以上三篇外文文献的研究，我们可以了解到交通工程施工组织设计管理的影响因素、优化策略和信息技术应用等方面的最新研究进展。

这些研究对于提高施工组织设计的效果和管理水平具有重要的指导意义。

在今后的实践中，可以结合这些研究成果，开展更加科学和有效的交通工程施工组织设计管理工作。

交通工程外文文献

INLAND SHIPPING TRAFFIC PLANNINGBASED ON REAL TIME MODELLING.1Luk Knapen∗Bart De Munck∗Frank Gevaerts∗∗fks BVBA Stationstraat108,3570ALKEN(Belgium)Abstract:Inland shipping traﬃc on a canal segmented by locks and crossed bydrawbridges is controlled using real time traﬃc modelling.Ship position calculationis based on passage point notiﬁcation.Operated locks and bridges have beenmodelled by using hierarchical parallelﬁnite state machines.Actual traﬃc stateis continuously monitored as a basis for traﬃc state forecast which is calculatedas a resource allocation problem.Keywords:Traﬃc Control,Traﬃc Modelling,Discrete Event Systems,Estimation1.INTRODUCTIONTraﬃc on the Brussels-Scheldt canal consists ofseagoing and inland vessels.The canal has twolocks and is crossed by eight drawbridges/liftbridges.Most of the bridges serve regular road transportand can be opened on demand by the ships traﬃc;two of them are operated by the NMBS(belgianrailway company)based on time tables.The downstream end of the canal consists of theWintam lock and gives access to the tidal riverScheldt.Therefor,seagoing ships can leave thecanal only within speciﬁc timeslots.The respon-sible authority W&Z(Waterwegen en Zeekanaal)operates the VSZ software to manage traﬃc ontheir network(including the BS-canal).The VSZtraﬃc(forecast)model is presented in this article.2.GOALS AND CONSTRAINTSShort term forecast main goals are:(1)to minimize traﬃc jam,to minimize thetravel time and to optimize energy consump-tion by guiding the traﬃc•As soon as a skipper requests access to the fairway,a traﬃc schedule(VaarSchema)is deﬁned using the speciﬁc ship or convoy char-acteristics,the speciﬁed route,the ETD and traﬃc model.The traﬃc schedule mentions travel distances,times and ETA values for passage points(mainly located near bridges and locks).•The monitored area(network of canals)is subdivided in a set of zones corresponding to mariphone coverage areas.Each of the zones is managed by a single operator in the control room.An operator keeps in touch with the skippers in her/his allocated zone and is responsible for conveying information about travel schedule changes to the ship.•Operators register alerts with speciﬁc mo-ments in time relative to the ETA for speciﬁc locations in a travel schedule.VSZ issues notiﬁcation messages to the appropriate op-erator when the relevant event occurs.•Whenever a new travel schedule is entered in the system,the entire model gets recal-culated to produce a new forecast.This can induce changes in forecasts for previously calculated travel schedules due to bottle neck situations at locks,bridges and fairway segments where ships cannot overtake each other nor pass traﬃc from the opposite di-rection.If the diﬀerence between the current and previously communicated travel schedule exceeds a predeﬁned limit,the operator is asked to communicate the new situation to the monitored ships.Statistics based forecast•Long term forecasts are based on statistics because insuﬃcient data about the actual traﬃc are available which makes forecast results unrealistic.•The user selects the route and speciﬁes values for some statistical dimensions(parameters for stochastics):ship category/class,type of day time of day(ETD),load,...•ETA for relevant locations on the route are calculated using stochastics based on statisti-cal data gathered while monitoring the actual traﬃc state.4.MODELS4.1Fairway Network ModelThe fairway is modelled as a general graph.•Every edge in the graph has constant nautical characteristics(cross section):edge lengths rougly are in the range50...1000[m].•The possibility for ships to fare and to pass and overtake each other,is calculated us-ing the CEMT Ship Size classiﬁcation based rules taking into account the vessel’s draught. Locks and drawbridges(liftbridges)have been modelled as Hierarchical Parallel Finite State Ma-chines(HP-Fsm).•Each one of the HP-Fsm has an associated object describing speciﬁc physical parameters (height,width,transition cost,...).•Each associated object has a speciﬁc set of (boolean)availability indicators that directly map to the user’s application domain(ex.Lock door unavailable due to service).The set of availability indicators deﬁnes a set of operating modes.Operating modes determine the actual HP-Fsm behaviour by making some states or transitions infeasible.•Deﬁnitions for HP-Fsm,associated object parameters and operating modes have been speciﬁed in XML documents which makes VSZ highly conﬁgurable.Resources have been subdivided in S-Resources and T-Resources:•S-Resources or State Resources:in order for ships to pass,the resource needs to be in a speciﬁc state during the entire passage period.Vessels are not allowed to pass under moving constructions.•T-Resources or Transition Resources:in or-der for ships to pass,they need to participate in a sequence of state transitions(i.e.a lock is transiting from the lower to the upper state).4.2Traﬃc Models and Travel SchedulesVSZ keeps track of several versions of the traﬃc model:•Actual Traﬃc Model:contains a travel sched-ule for each vessel/convoy in the system.This schedule is updated for each passage notiﬁcation and thus holds the most recent information about the travel schedules.•Planned Traﬃc Model:whenever a RIS-operator starts a planning session,the Actual Traﬃc Model is cloned.The RIS operator can force vessels to move in groups,allocate vessels to lock and bridge operations andﬁx operations to a speciﬁc moment in time.The RIS-operator thus has her/his private model to inﬂuence and simulate the traﬃc for the near future(typically4...8hours).During the interactive planning operations, this model is not updated by external event notiﬁcations(because that would interfere with the planner’s work).The RIS-operator however can,at any moment in time,expose the model to the queued external events soFig.1.Hierarchical Parallel FSM for the Zemst3-doorset lockthat the Planned Traﬃc Model gets compat-ible with the real world.The RIS-operator then can push the updated planning to the Actual State Model in order to make it available to the traﬃc coordina-tors who are monitoring the vessels in their zones.The most important tool for the RIS-operator is the Traﬃc Diagram showing the vessels dis-placement against time in the upper part and the bridge/lock operations schedule in the lower part. Each vessel or convoy has following associated travel schedules(1)Actual:the schedule that is part of theActual Traﬃc Model;this one is kept up to date by adding new schedules and by accepting passage notiﬁcations(2)Planned:the schedule that is part of thePlanned Traﬃc Model;this one is manipu-lated by the RIS-operator and updated by passage notiﬁcations(only on explicit opera-tor demand)(3)Communicated:the schedule that has beenfrozen by a traﬃc coordinator when the in-formation has been conveyed to the skipper.This one is used as a reference to decide whether or not the diﬀerence with the Actual schedule is worth to be communicated to the monitored vessel.5.MODEL CALCULATIONThe models are evaluated as resource allocation problems:bridges,locks and fairway network components are considered to be scarce resources and need to be allocated to vessels/convoys in order to allow them to perform their schedule.The model is subject to a set of constraints:(1)Vessel priority:according to the Scheep-vaartReglement(rules governing the traﬃc on the canal)vessels get assigned a pri-ority that depends on the vessel type and the travel direction(upstream,downstream).Fig.3.System Structure Overview showing diﬀer-entiators causing operator alarm notiﬁcations The VSZ algorithms extend the oﬃcial pri-ority to construct a total order over the set of traﬃc schedules.Traﬃc schedules are added to the model being calculated in priority order and a lower priority schedule cannot inﬂuence a higher one(this is a basic algo-rithmic requirement to guaranteeﬁnite cal-culation times).(2)Speed and acceleration limits:each ves-sel/convoy has its minimum and maximum speed and acceleration speciﬁed(3)Railway bridges:the schedules for thosebridges are externally speciﬁed constraints (4)Tidal wave:the tidal wave on the riverScheldt allows seagoing vessels to leave the Wintam lock only within speciﬁc time slots relative to the tidal wave top(5)Maximal bridge open time:bridges servingcar transport crossing the canal can remain open(unavailable for the crossing transport)Fig.2.Traﬃc diagram showing distance against time(upper part)and operations schedule(lower part)only during a speciﬁed maximum period of time(6)Delay required for bridge and lock operations(7)Lock capacity:Locks have a maximal capac-ity determined by their dimensions.A lock ﬁlling optimizer is used to get as much ves-sels as possible participating in any speciﬁc operation(8)Network Components(NWC)have aﬁnitecapacity determined by their cross section characteristics(determining the ability to overtake and to cross traﬃc in the opposite direction)Each traﬃc schedule is calculated as follows: (1)the sequence of required NWC is determined(from the planned route)(2)the entry time at theﬁrst NWC is the userspeciﬁed ETD(3)the earliest exit time for a ship on an NWC iscalculated taking into account all constraints mentioned above(4)when the exit time for an NWC N0is nota suitable entry time for N0’s successor andN0is a regular fairway NWC,a new attempt is made at a lower speed(within the speciﬁed constraints)(5)the algorithm is a recursive one;eventually,the ETD may need to be modiﬁed toﬁnd asolution(in traﬃc saturation conditions) Crossing a fairway NWC is computed as follows: (1)Ship speed is piecewise linear over everyspeciﬁc NWC,thus distance is piecewisequadratic.This characteristic is not limit-ing for the applicability of the model sincethe essential characteristics are the average,entry and exit speed not the actual speeddistribution.(2)The original NWC are subdivided in40[m]long parts in order to simplify the model.This way,the algorithm can assume that aship either occupies the entire NWC or doesnot occupy it at all.This has a signiﬁcant ef-fect on the complexity of crossing/overtakingcalculations.Non-fairway SResources operated on demand(bridges), the cheapest state that fulﬁls all conditionsfor the vessels/convoys to pass is selected. (2)The optimal path in the state transitiondiagram for the corresponding FSM,start-ing in the state that holds before the ves-sels/convoys arrive to the selected state,isFig.4.Result of a simulation run with 50ships/convoys.determined.The state transition is scheduled at the latest moment that allows the transi-tion to complete on time.(3)The selected state is kept only for the timerequired;ﬁnally the SResource NWC handling :(1)Tstate where it is ableto accept the selected set of vessels/convoys.Then a suitable ﬁnal state is determined.(4)The optimal path through the state tran-sition network needs to contain the initial ,via and ﬁnal states.Finding the optimal path in a parallel state machine involves ex-tremely large search spaces.Since the con-stituting HP-FSM’s inﬂuence each other,no wave front algorithm was found to solve the problem.It is possible to write down the state transition matrix but that is very large (but sparse)too.The problem was solved by determining the conditional sensitivity for the HP-Fsm :that is the set of triggers that have any eﬀect in a particular state.The search space then is traversed by con-secutively applying each trigger in the con-ditional sensitivity set for each state.This is done in a recursive process so that eventually each feasible sequence of triggers is applied.As soon as a feasible path is found,an upper limit for the cost is known and the search space can be cut (to limit its size).Although several similar techniques have been applied to speed up calculations,this algorithm takes tens of seconds to complete,which is too much in practical situations.A (persistent)solution caching facility has been introduced to solve this problem.(5)The required state transition sequence isscheduled at the latest moment that allows the initial-via subsequence to complete on time so that the lock is in a suitable state when the vessels/convoys arrive.6.DATA USEDThe project reuses existing data as far as possible in order to integrate it eﬃciently in the NVZ business operations.(1)Network topology,geometry and nautical char-acteristics are taken from the GIS database deployed at NVZ.(2)Train schedules are acquired from NMBS (ina ﬁrst phase,printed on paper).(3)Tidal tables are acquired from the DienstMaritieme Toegang as MsExcel sheets.(4)The REMARCC hull database is used as themaster source of information but data are cached in local databases in order to survive network breakdowns.7.RESEARCH PERFORMEDThe VSZ model calculates the estimated position for each vessel for the set of passage points on the route.Physical and legal upper and lower bound speed limits and acceleration/decelerations limits are taken into account.The problem solution on a single fairway segment without any boundary conditions is a trivial one.Research in the VSZ concentrated on issues ofﬁnding solutions fullﬁll-ing all nautical boundary conditions induced by drawbridges and lock schedules and actual traﬃc. The problem solution starts as an initial condition problem where vessel position and velocity at future times have to be determined(in order to approximate the skipper’s actual behaviour).The route is subdivided in segments having constant nautical characteristics:this subdivision changes with time due to drawbridge and lock schedules and since the mere vessel presence changes the nautical characteristics of fairway segments.The algorithm toﬁnd the speed distribution along the route is a recursive one that considers each subproblem to be solved as an initial boundary condition problem.In order to guarantee conver-gence,the algorithm is organised to deliver partial solution trials thatﬁnish after any previously tried solution(total ordering in time domain).The convergence of the speed distribution algo-rithm and the performance of the HP-FSM opti-mal pathﬁnder have been major components of research.8.RELATED WORK8.1WABISThe VSZ project tries to realize objectives sim-ilar to those addressed by the WABIS system (Matheja et al.,2001).Main diﬀerences areVSZ has to operate without a real time ship position notiﬁcation system like the GPS/GPRS based system in WABIS but is required to rely on passage notiﬁcations only to keep track of actual ship positions.VSZ does not provide a ship based workstation for ECDIS based visualisationVSZ uses a fairway model that is similar to the WABIS one but models locks and drawbridges by means of Hierarchical Parallel FSM.An optimal path from source to target state is searched for. Estimated operation times are deduced from de-lays associated with state transitions.Each passage notiﬁcation causes recalculation of the entire model.Each calculation involvesﬁnding state transition sequences(paths)in the HP-FSM either opti-mised for minimal duration or for minimal water consumption.In contrast to WABIS,VSZ uses a single model instead of separate models for macro (ETA predictions)and micro scales(advise con-cerning passing,navigation in narrow and one-way sections,lock optimisation).8.2Train Traﬃc Control ResearchBengt Sandblad et al.studied the user inter-face problem from a cognitive point of view. (Andersson et al.,1997)lists the problem condi-tions(goal,model,observability,controllability) but does not provide or suggest any solution. (Sandblad et al.,2002)shows that the problems faced in railway control are similar to the one addressed by VSZ.The authors propose a con-tinuous re-planning system based on information exchanded over telephone and radio communica-tion.The proposed GUI is equivalent to the traﬃc diagram used in VSZ and has been evaluated in laboratory.However,VSZ already implements the continous re-planning paradigm for the traﬃc model too.Furthermore,the inland shipping case diﬀers from the railway one because skippers are independent parties not subject to a predeﬁned schedule and because lock and(most)drawbridge operations are performed on demand(not subject to a given schedule).REFERENCESAndersson,Arne W.,Ingemar Frej,Anders Gideon,Peter Hellstrm and Bengt Sand-blad(1997).A systems analysis approach to modelling train traﬃc control.Proceedings of the WCRR,16-19November1997,Florence, Italy.C,673–679.Matheja, A., C.Zimmermann,rnould, M.Bernard and M.Miska(2001).Wabis-an information an operating system for inland waterways.Proceedings of Second European Inland Waterway Navigation Conference,Bu-dapest.Sandblad,Bengt,Arne W Andersson,Jan Bystrm and Arvid Kauppi(2002).New control strate-gies and user interfaces for train traﬃc con-trol.Proceedings of Comprail2002,Limnos, Grekland,juni2002.。

《交通工程专业英语》——浅谈城市轨道交通(英文版)

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

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

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

交通工程学英文版第一章

总结：交通工程学是以人（驾驶员和行人等）为主体、以交通流为中心、以道路为基础，将这三方面有关的内容统一在道路交通系统中进行研究，综合处理道路交通中人、车、路、环境之间的时间与空间关系的科学。它寻求的是道路通行能力最大、交通事故最少、能源机件损耗与公害程度最低、运输效率最高而费用最省的科学措施，从而达到安全、迅速、经济、舒适和低公害的目的。根据交通工程学涉及的内容，有人将交通工程学称之为包括执法（Enforcement）、教育（Education）、工程（Engineering）、和环境（Environment）的“4E”科学。后又加能源（Energy）。
phase of transportation engineering that deals with the planning, geometric design and traffic operations of roads, streets and highways, their networks, terminals, abutting lands, and relationships with other modes of transportation.
交通工程学是运输工程学的一个分支，它涉及到规划、几何设计、道路街道及高速公路等方面的交通管理、道路网、终点站、毗连用地以及与其他运输方式的关系。
英国学者这样定义交通工程学：道路工程学中研究交通运营与控制、交通规划、线形设计的那一部分叫交通工程学。（强调内容）澳大利亚著名的交通工程学教授布伦敦给交通工程学下的定义是：交通工程学是关于交通和旅行的量测科学，是研究交通流和交通发生基本规律的科学。为了使人和物安全有效移动，把这些科学知识应用于交通系统的规划、设计和运营。（学科的内涵）前苏联交通工程学专家将交通工程学定义为：交通工程学是研究交通过程的规律和交通对道路结构、人工构造物的影响的科学。（学科的内涵）日本渡边新三、佐佐木纲等学者认为：交通工程学研究的是结合客、货运输的安全、方便与经济，探讨公路、城市道路及其相连接的整体用地规划、几何线形设计和运营管理等问题。

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。

交通工程专业英语翻译The_Evolution_of_Transport

The Evolution of Transport 交通运输业的发展The evolution of transport has been closely linked to the development of humankind throughout the earth’s history．交通运输的发展一直与的人类发展的整个地球的历史密切联系在一起。

Transport’s early function was to meet the basic need of hauling food supplies and building materials．运输的早期功能是为了满足食物供给和搬运建筑材料的基本需求。

But with the formation of tribes，then peoples，and finally nations，the societal and economic functions of transport became more and more complex. 但是随着部落的产生甚至最后国家的形成，运输在社会和经济起到的功能越来越复杂。

At first there was mobility required for individuals，clans，households，and animals to protect them against，and to escape from，the dangers of natural disasters and tribal aggressions，and in the search for the best places to settle．起初有需要调动个人，家族，家庭和动物以保护他们来反抗并逃避自然灾害和部族侵略的危险，从而寻找最好的地方定居。

As tribal groups formed and gradually established their geographical identity，transport was increasingly needed to open up regions for development，to provide access to natural resources，to promote intercommunal trade，and to mobilize territorial defense．随着种族部落的形成和地理界线的逐步确定，开发新区域、开采新资源、发展社区间的贸易以及捍卫领地，这些都日益需要交通的发展。

交通建设项目工程专业外文翻译外文文献英文文献.doc

土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads are still in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any 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 crown should be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relativelywater tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed for the conditions, obtained from established firms, and tested to ensure it meets specifications. 4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road will carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs orreconstruction. 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 you pave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protect your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presents the Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASER Manual (32 pp). These booklets contain extensive photos and descriptions of road surfacesto help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement condition information. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to provide five-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles on roadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpful articles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。

1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。

Automotive safety systems and technology research and analysis Abstract: auto parts of good and bad will directly affect the safety of the carare directly related to the peoples life safety and security in wealth. This articlemainly from the cars active safety technology and passive safety technology twoaspects elaborated the importance of car parts and how to improve the safety ofthe car. Key words: automobile active safety technology passive safety technology As traffic tools of the modernization and absolute number increase sharplytraffic accidents are also increasing. Car accident has become severe global socialissues. Undoubtedly advanced auto safety facilities are the driving safetyindispensable safeguard. So we should start from technology to research anddevelopment of high performance high safety car also want to strengthen theregular inspection in cars so timely maintenance investigation make cars often ingood technical status so as to improve the safety performance of the car. Here we introduced active safety technology and automobile car passivesafety technology. Auto safety is according to the traffic accident happened beforeand after the classified. One is in a traffic accident take safety measures especiallybefore immediately will produce risk condition drivers manipulate the steeringwheel avoid or emergency brake to avoid traffic accidents. In the car drive inusually to ensure the basic manipulation stability drivers on the surroundingenvironment and to ensure the visual recognition sex drive the car itself developedthe basic performance ant-lock braking system ABS prevent slippery drivesystem ASR active suspension power steering and four-wheel drive 4WDfour-wheel steering 4WS lighting system wiper the rearview mirror preventfrom rear-end collision car alarm system and laser radar etc. These securitydevices and technology called active safety system can also be called preventive 河北工程大学毕业设计security system. On the other hand in order to reduce traffic nel directly suffer degree ensure company take staff andpedestrian safety says the security for passive safety can also be called conflictsafety. When after the accident in order to prevent disasters including prevent theexpansion of fire and make crew from traffic accident can extricate the securitydevices and systems called prevent disaster expand security system.One．Automobile active security technology 1. ABS braking system Ant-lock Braking System Braking System lock do by ABS computers asABS hydraulic device the wheel speed sensors brake hydraulic pipeline andelectrical wiring etc. Their structures are shown below. ABS tasseled for the car in various driving conditions braking performanceand brake safety particularly important especially is emergency braking can makefull use of the peak between tire and road surface adhesion properties improveperformance and reduce automobile fight sideslip braking distance give full playto the braking performance but also increase the automobile braking processcontrol. So as to reduce the possibility of car accidents. No installation ABS car if the driving force trample brake pedal wheel willrapidly lower speed and finally wheels stop turning but body because of inertiaremains forward sliding. This phenomenon was at the wheel and pavement occurbetween larger quotslipquot appear this kind of situation the car tires of automobilelateral spreads almost disappear so poor force will appear the followingphenomena: 1 Steering stability fall: the steering wheel is ineffective vehicle tailmanipulation of curl serious when vehicle circles or appear folding phenomenon 2 Handling fall: manipulate the steering wheel and short of steeringrequirements 3 Braking distance extended: more than general braking distance. So we can imagine to have installed ABS system of the car safety is veryimportant. 1 河北工程大学毕业设计 2．the ASR drive torque control system ABS are used to prevent car braking process wheel lock will wheel slidingrate control in ideal range so as to shorten the braking distance improveautomobile braking direction stability and steering control so as to improve thesafety of the car. Along with the increase of vehicle performance requirements notonly in braking process required to prevent wheel lock and asked the driver toprevent drive roller skating turn in the process making cars in the directionstability driving process steering

交通工程专业外文翻译 外文文献

交通工程实践教学英文(3篇)

交通工程专业外文翻译外文文献英文文献

道路与桥梁工程中英文对照外文翻译文献

交通工程学参考文献

道路路桥工程中英文对照外文翻译文献

交通安全外文翻译文献中英文

交通工程外文文献

交通工程专业英语英译汉

轨道交通工程英文和中文参考文献

交通运输交通系统中英文对照外文翻译文献

交通工程专业外文翻译外文文献英文文献

对交通工程施工组织设计管理研究外文文献

交通工程外文文献

《交通工程专业英语》——浅谈城市轨道交通(英文版)

交通工程学英文版第一章

道路工程(路桥)毕业设计外文文献翻译

交通工程专业英语翻译The_Evolution_of_Transport

交通建设项目工程专业外文翻译外文文献英文文献.doc

交通工程专业外文翻译外文文献