城市道路毕业设计中英文摘要
公路毕业论文英文版
公路毕业论文英文版Title: Road Infrastructure and Its Socioeconomic ImpactAbstract:This paper aims to explore the significance of road infrastructure in promoting socioeconomic development. The study examines the relationship between road infrastructure and economic growth, access to education and healthcare, and regional integration. By analyzing various case studies and statistical data, this research demonstrates the positive impact of road infrastructure on diverse aspects of society. Additionally, the paper highlights the challenges associated with road infrastructure development and proposes potential solutions. The findings emphasize the importance of investing in road infrastructure for sustainable development and improved quality of life.Introduction:Road infrastructure plays a crucial role in enhancing connectivity and fostering socioeconomic development. It serves as a vital lifeline for communities, enabling them to access education, healthcare, markets, and otheressential services. This paper explores the multifaceted impact of road infrastructure on economic growth, access to education and healthcare, and regional integration.Economic Growth:Road infrastructure serves as a catalyst for economic growth, facilitating the movement of goods and services. Improved road networks reduce transportation costs and enhance market accessibility, leading to increased trade activities. This, in turn, stimulates economic growth by attracting investments, generating employment opportunities, and fostering entrepreneurship. Several studies have shown a strong correlation between road infrastructure development and GDP growth.Access to Education and Healthcare:Road infrastructure plays a pivotal role in ensuring access to education and healthcare services, especially in rural and remote areas. Well-connected roads enable students to travel to schools and universities, resulting in increased enrollment rates and improved literacy levels. Similarly, accessible road networks provide communities with better access to healthcare facilities, reducing travel time for patients and enhancing healthcare outcomes. Studies have demonstrated a positive relationshipbetween road infrastructure development and educational and healthcare indicators.Regional Integration:Road infrastructure promotes regional integration by facilitating the movement of people, goods, and services between different regions. It enables the establishment of trade links, fosters cultural exchange, and strengthens social cohesion. Improved connectivity allows for the development of regional markets, leading to enhanced trade and economic cooperation. Moreover, well-connected roads encourage tourism, boosting local economies and promoting cross-cultural understanding.Challenges and Solutions:Despite the numerous benefits of road infrastructure development, several challenges persist. Limited financial resources, weak institutional frameworks, and environmental concerns often hinder the construction and maintenance of roads. To address these challenges, governments should prioritize infrastructure investment, seek private sector partnerships, and adopt sustainable practices. Furthermore, governments need to strengthen governance structures, streamline regulatory processes, and conduct thorough environmental assessments to ensure responsible road infrastructure development.Conclusion:Road infrastructure plays a vital role in promoting socioeconomic development by facilitating economic growth, enhancing access to education and healthcare, and fostering regional integration. Investing in road infrastructure has the potential to uplift communities, reduce poverty, and improve the quality of life. Governments and stakeholders must work collaboratively to overcome challenges and develop sustainable road networks that promote long-term growth and inclusivity.。
道路交通工程专业外文翻译外文文献英文文献
土木工程学院交通工程专业中英文翻译Road Design专业：交通工程英文原文The Basics of a Good RoadWe have known how to build good roads for a long time. Archaeologists have found ancient Egyptian roadsthat carried blocks to the pyramids in 4600 BCE. Later,the Romans built an extensive road system, using the same principles we use today. Some of these roads arestill in service.If you follow the basic concepts of road building, you will create a road that will last. The ten commandments of a good road are:（1）Get water away from the road（2）Build on a firm foundation（3）Use the best materials（4）Compact all layers properly（5）Design for traffic loads and volumes（6）Design for maintenance（7）Pave only when ready（8）Build from the bottom up（9）Protect your investment（10）Keep good records1．Get water away from the roadWe can’t overemphasize the importance of good drainage.Engineers estimate that at least 90% of a road’s problems can be related to excess water or to poor waterdrainage. Too much water in any laye r of a road’sstructure can weaken that layer, leading to failure.In the surface layer, water can cause cracks and potholes. In lower layers it undermines support, causing cracks and potholes. A common sign of water in an asphalt road surface is alligator cracking — an interconnected pattern of cracks forming small irregular shaped pieces that look like alligator skin. Edge cracking, frost heaves, and spring breakup of pavements also point to moisture problems.To prevent these problems remember that water:• flows downhill• needs to flow someplace• is a problem if it is not flowingEffective drainage systems divert, drain and dispose of water. To do this they use interceptor ditches and slopes,road crowns, and ditch and culvert systems.Divert —Interceptor ditches, located between the road and higher ground along the road, keep the water from reaching the roadway. These ditches must slope so they carry water away from the road.Drain —Creating a crown in the road so it is higher along the centerline than at the edges encourages water to flow off the road. Typically a paved crown should be 1⁄4" higher than the shoulder for each foot of width from the centerline to the edge. For gravel surfaces the crownshould be 1⁄2" higher per foot of width. For this flow path to work, the road surface must be relatively water tight. Road shoulders also must be sloped away from the road to continue carrying the flow away. Superelevations (banking) at the outside of curves will also help drainthe road surface.Dispose —A ditch and culvert system carries water away from the road structure. Ditches should be at least one foot lower than the bottom of the gravel road layer that drains the roadway. They must be kept clean and must be sloped to move water into natural drainage. If water stays in the ditches it can seep back into the road structure and undermine its strength. Ditches should also be protected from erosion by planting grass, or installing rock and other erosion control measures. Erosion can damage shoulders and ditches, clog culverts, undermine roadbeds, and contaminate nearby streams and lakes. Evaluate your ditch and culvert system twice a year to ensure that it works. In the fall, clean out leaves and branches that can block flow. In spring, check for and remove silts from plowing and any dead plant material left from the fall.2．Build on a firm foundationA road is only as good as its foundation. A highway wears out from the top down but falls apart from the bottom. The road base must carry the entire structure and the traffic that uses it.To make a firm foundation you may need to stabilize the roadbed with chemical stabilizers, large stone called breaker run, or geotextile fabric. When you run into conditions where you suspect that the native soil is unstable, work with an engineer to investigate the situation and design an appropriate solution.3．Use the best materialsWith all road materials you “pay now or pay later.” Inferior materials may require extensive maintenance throughout the road’s life. They may also force you to replace the road prematurely.Crushed aggregate is the best material for the base course. The sharp angles of thecrushed material interlock when they are compacted. This supports the pavement and traffic by transmitting the load from particle to particle. By contrast, rounded particles act like ballbearings, moving under loads.Angular particles are more stable than rounded particles.Asphalt and concrete pavement materials must be of the highest quality, designed forthe conditions, obtained from established firms, and tested to ensure it meets specifications.4．Compact all layersIn general, the more densely a material is compacted, the stronger it is. Compaction also shrinks or eliminates open spaces (voids) between particles. This means that less water can enter the structure. Water in soil can weaken the structure or lead to frost heaves. This is especially important for unsurfaced (gravel) roads. Use gravel which has a mix of sizes (well-graded aggregate) so smaller particles can fill the voids between larger ones. Goodcompaction of asphalt pavement lengthens its life.5．Design for traffic loads and volumesDesign for the highest anticipated load the road will carry. A road that has been designed only for cars will not stand up to trucks. One truck with 9 tons on a single rear axle does as much damage to a road as nearly 10,000 cars.Rural roads may carry log trucks, milk trucks, fire department pumper trucks, or construction equipment. If you don’t know what specific loads the road w ill carry, a good rule of thumb is to design for the largest piece of highway maintenance equipment that will be used on the road.A well-constructed and maintained asphalt road should last 20 years without major repairs or reconstruction. In designing a road, use traffic counts that project numbers and sizes of vehicles 20 years into the future. These are only projections, at best, but they will allow you to plan for traffic loadings through a road’s life.6．Design for maintenanceWithout maintenance a road will rapidly deteriorate and fail. Design your roads so they can be easily maintained. This means:• adequate ditches that can be cleaned regularly• culverts that are marked for easy locating in the spring• enough space for snow after it is plowed off the road• proper cross slopes for safety, maintenance and to avoid snow drifts• roadsi des that are planted or treated to prevent erosion• roadsides that can be mowed safelyA rule of thumb for adequate road width is to make it wide enough for a snowplow to pass another vehicle without leaving the travelled way.Mark culverts with a post so they can be located easily.7．Pave only when readyIt is not necessary to pave all your roads immediately. There is nothing wrong with a well-built and wellmaintained gravel road if traffic loads and volume do not require a paved surface. Three hundred vehicles per day is the recommended minimum to justify paving.Don’t assume that laying down asphalt will fix a gravel road that is failing. Before youpave, make sure you have an adequate crushed stone base that drains well and is properly compacted. The recommended minimum depth of crushed stone base is 10" depending on subgrade soils. A road paved only when it is ready will far outperform one that is constructed too quickly.8．Ê Build from the bottom upThis commandment may seem obvious, but it means that you shouldn’t top dress or resurface a road if the problem is in an underlying layer. Before you do any road improvement, locate the cause of any surface problems. Choose an improvement technique that will address the problem. This may mean recycling or removing all road materials down to the native soil and rebuilding everything. Doing any work that doesn’t solve the problem is a waste of money and effort.9．Ê Protec t your investmentThe road system can be your municipality’s biggest investment. Just as a home needs painting or a new roof, a road must be maintained. Wisconsin’s severe climate requires more road maintenance than in milder places. Do these important maintenance activities: Surface —grade, shape, patch, seal cracks, control dust, remove snow and iceDrainage —clean and repair ditches and culverts; remove all excess materialRoadside —cut brush, trim trees and roadside plantings, control erosionTraffic service —clean and repair or replace signsDesign roads with adequate ditches so they can be maintained with a motor grader. Clean and grade ditches to maintain proper pitch and peak efficiency. After grading, remove all excess material from the shoulder.10．Keep good recordsYour maintenance will be more efficient with good records. Knowing the road’s construction, life, and repair history makes it much easier to plan and budget its future repairs. Records can also help you evaluate the effectiveness of the repair methods and materials you used.Good record keeping starts with an inventory of the system. It should include the history and surface condition of the roadway, identify and evaluate culverts and bridges, note ditch conditions, shoulders, signs, and such structures as retaining walls and guardrails.Update your inventory each year or when you repair or change a road section. A formal pavement management system can help use these records and plan and budget road improvements.ResourcesThe Basics of a Good Road#17649, UW-Madison, 15 min. videotape. Presentsthe Ten Commandments of a Good Road. Videotapes are loaned free through County Extension offices.Asphalt PASER Manual(39 pp), Concrete PASER Manual (48 pp), Gravel PASERManual (32 pp). These booklets contain extensive photos and descriptions of road surfaces to help you understand types of distress conditions and their causes. A simple procedure for rating the condition helps you manage your pavements and plan repairs.Roadware, a computer program which stores and reports pavement conditioninformation. Developed by the Transportation Information Center and enhanced by the Wisconsin Department of Transportation, it uses the PASER rating system to providefive-year cost budgets and roadway repair/reconstruction priority lists.Wisconsin Transportation Bulletin factsheets, available from the Transportation Information Center (T.I.C.).Road Drainage, No. 4. Describes drainage for roadways, shoulders, ditches, and culverts.Gravel Roads, No. 5. Discusses the characteristics of a gravel road and how to maintain one.Using Salt and Sand for Winter Road Maintenance,No. 6. Basic information and practical tips on how to use de-icing chemicals and sand.Culverts—Proper Use and Installation, No. 15. Selecting and sizing culverts, designing, installing and maintaining them.Geotextiles in Road Construction/Maintenance andErosion Control, No. 16. Definitions and common applications of geotextiles onroadways and for erosion control.T.I.C. workshops are offered at locations around the state.Crossroads,an 8-page quarterly newsletter published by the T.I.C. carries helpfularticles, workshop information, and resource lists. For more information on any of these materials, contact the T.I.C. at 800/442-4615.中文译文一个良好的公路的基础长久以来我们已经掌握了如何铺设好一条道路的方法，考古学家发现在4600年古埃及使用建造金字塔的石块铺设道路，后来，罗马人使用同样的方法建立了一个庞大的道路系统，这种方法一直沿用到今天。
交通毕业设计外文及翻译（最终五篇）
交通毕业设计外文及翻译（最终五篇）第一篇：交通毕业设计外文及翻译Synchro在交通控制与设计中的应用在城市的较小的区域内，可以对区域内的所有交叉口进行控制;在城市较大的区域，可以对区域进行分区分级控制。
分区的结果往往使面控制成为一个由几条线控制组成的分级集中控制系统，这时，可认为各线控制是面控制中的一个单元；有时分区的结果是成为一个点，线，面控制的综合性分级控制系统。
现在对城市道路进行区域协调控制就是将其划分为多级多个信号控制子区，对信号子区进行协调控制，优化管理控制信号子区，然后对整个道路进行区域协调控制，达到整个城市道路优化的目的。
把城市道路划分为多个信号控制子区，也就是进行城市道路干线交叉口交通信号协调控制，把城市划分为多个主路控制，再把主路上各个交叉口进行联动控制，同时，对单个交叉口信号控制优化的同时需要考虑主路上下游各个交叉口的联动控制。
主路上的各个交叉口按照设计的信号配时方案进行运行，使车辆进入城市主干道交叉口时，不至经常遇到红灯，称为城市主干道交叉口信号协调控制，称为“绿波”信号控制。
城市单点交叉口作为城市交通网络中的重要组成部分，作为城市道路交通问题的关键点。
对城市单点交叉口，评价标准的参考指标：交叉口的通行能力、进口道的饱和度、道路交叉口进口道停车延误、交叉口进口道停车次数、进口道排队长度和汽车的油耗等。
交叉口定时信号控制配时方法在不断的改进之中，国内外大部分学者认为从不同的评价指标出发，可以采用不同的种优化算法寻求其它更合理的配时方法。
平面交叉口按交通管制方式可以分为全无控制交叉口、主路优先控制交叉口、信号灯控制交叉口、环形交叉口等几种类型。
主路优先控制交叉口，是在次路上设停车让行或减速让行标志，指令次路车辆必须停车或减速让主路车辆优先通行的一种交通管制方式。
交叉口是道路网中通行能力的“瓶颈”和交通事故的“黑点”。
国内外城市中的交通堵塞主要发上在交叉口，造成车辆中断，事故增多，延误严重。
道路与桥梁专业外文翻译、中英对照
本科毕业设计（论文）专业外文翻译专业名称:土木工程专业（道路与桥梁）年级班级:道桥08-5班学生姓名:指导教师:二○一二年五月十八日Geometric Design of Highwayse.fo.travel.I.i.mad.o.th.roadbed.th.roa.surfac e.th.bridge.th.culver.an.th.tunnel.I.addition.i.als.ha.th.crossin.o.lines.th.protectiv.proje c.an.th.traffi.engineerin.an.th.rout.facility.Th.roadbe.i.th.bas.o.roa.surface.roa.shoulder.sid.slope.sid.ditc.foundations.I.i.sto n.materia.structure.whic.i.designe.accordin.t.route'.plan.positio..Th.roadbed.a.th.bas.o. travel.mus.guarante.tha.i.ha.th.enoug.intensit.an.th.stabilit.tha.ca.preven.th.wate.an.ot he.natura.disaste.fro.corroding.ple.structur.buil.wit.mixture.Th.roa .surfac.requir.bein.smooth.havin.enoug.intensity.goo.stabilit.an.anti-slipper.function.T for.an.th.traffic.Highwa.geometr.design.t.conside.Highwa.Horizonta.Alignment.Vertica.Alignme positio.o.coordination.bu.als.pa.attentio.t.th.sm oot.flo.o.th.lin.o.sight.etc.Determin.th.roa.geometry.conside.th.topography.surfac.feat .o.th.highwa.geom bination.1.Alignment 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ightenin.th.grad.nea.th.to.o.th.ascent.Dip.i.th.profil.grad.i.whic.vehicle.ma.b.hidde.fro. vie.shoul.als.b.avoided.Maximu.grad.fo.highwa.i..percent.Standard.settin.minimu.gra de.ar.o.importanc.onl.whe.surfac.drainag.i..proble.a.whe.wate.mus.b.carrie.awa.i..gutte.o.roadsid.ditch.I.suc.instance.th.AASHT.suggest..minimu.o.0.35%.3.Sigh.DistanceFo.saf.vehicl.operation.highwa.mus.b.designe.t.giv.driver..sufficien.distanc.o.clea. versio.ahea.s.tha.the.ca.avoi.unexpecte.obstacle.an.ca.pas.slowe.vehicle.withou.danger .Sigh.distanc.i.th.lengt.o.highwa.visibl.ahea.t.th.drive.o..vehicle.Th.concep.o.saf.sigh. distanc.ha.tw.facets.“stopping.(o.“n.passing”.an.“passing”.rg.object.ma.dro.int..roadwa.an.wil.d.seriou.damag.t..moto.vehicl.tha.strn.i.th.pat.o.followin.vehicles.I.dit he.instance.prope.desig.require.tha.suc.hazard.becom.visibl.a.distance.grea.enoug.tha. driver.ca.sto.befor.hittin.them.Furthe.more.i.i.unsaf.t.assum.tha.on.oncomin.vehicl.ma. n.i.whic.i.i.traveling.fo.thi.migh.resul.i.los.o.contro.o.collisio. wit.anothe.vehicle.Stoppin.sigh.distanc.i.mad.u.o.tw.elements.Th.firs.i.th.distanc.travele.afte.th.obstr e.int.vie.bu.befor.th.drive.applie.hi.brakes.Durin.thi.perio.o.perceptio.an.rea ction.th.vehicl.travel.a.it.initia.velocity.Th.secon.distanc.i.consume.whil.th.drive.brake .th.vehicl.t..stop.Th.firs.o.thes.tw.distance.i.dependen.o.th.spee.o.th.vehicl.an.th.perce ptio.tim.an.brake-reactio.tim.o.th.operator.Th.secon.distanc.depend.o.th.spee.o.th.vehi cle.th.conditio.o.brakes.times.an.roadwa.surface.an.th.alignmen.an.grad.o.th.highway.O.two-lan.highways.opportunit.t.pas.slow-movin.vehicle.mus.b.provide.a.interval s.Otherwis.capacit.decrease.an.accident.increas.a.impatien.driver.ris.head-o.collision.b .passin.whe.i.i.unsaf.t.d.so.Th.minimu.distanc.ahea.tha.mus.b.clea.t.permi.saf.passin.i. calle.th.passin.sigh.distance.I.decidin.whethe.o.no.t.pas.anothe.vehicle.th.drive.mus.w eig.th.clea.distanc.availabl.t.hi.agains.th.distanc.require.t.carr.ou.th.sequenc.o.event.th a.mak.u.th.passin.maneuver.Amon.th.factor.tha.wil.influenc.hi.decisio.ar.th.degre.o.ca utio.tha.h.exercise.an.th.acceleratin.abilit.o.hi.vehicle.Becaus.human.diffe.markedly.p w.o.mec hanics.var.considerabl.amon.drivers.Th.geometri.desig.i.t.ensur.highwa.traffi.safet.foundation.th.highwa.constructio.p roject.aroun.th.othe.highwa.o.geometri.design.therefore.i.th.geometr.o.th.highwa.desig binatio.o.design.wil.affec.th. whol.highwa.geometri.desig.quality.an.th.safet.o.th.traffi.t.brin.advers.impact.So.o.th.geometr.o.th.highwa.desig.mus.b.focu.on.公路几何设计公路是供汽车或其他车辆行驶的一种线形带状结构体。
道路毕业设计英文翻译
道路毕业设计英文翻译Road Graduation Design: English TranslationIntroductionRoads play a crucial role in our daily lives, connecting people, places, and goods. As a civil engineering student, I had the opportunity to work on a graduation design project focused on road infrastructure. In this article, I will share the key aspects of my project and discuss the importance of road design and its impact on society.The Significance of Road DesignRoad design is a multidisciplinary field that encompasses various aspects, including engineering, urban planning, and environmental considerations. A well-designed road network ensures efficient transportation, reduces traffic congestion, and enhances road safety. Moreover, it contributes to economic growth by facilitating the movement of goods and services.Designing Sustainable RoadsSustainability is a crucial factor in road design. As our society becomes more conscious of environmental issues, it is essential to consider the environmental impact of road construction and operation. During my graduation project, I focused on incorporating sustainable practices into road design.One aspect of sustainable road design is the use of environmentally friendly materials. For example, I explored the possibility of using recycled asphalt pavement (RAP) in road construction. RAP not only reduces the demand forvirgin materials but also minimizes waste and energy consumption. Additionally, I studied the implementation of green infrastructure along roads. Green infrastructure refers to the integration of vegetation and natural elements into the road design. This approach helps mitigate the urban heat island effect, improves air quality, and enhances the aesthetic appeal of the road network. Innovative Technologies in Road DesignAdvancements in technology have revolutionized road design and construction. During my project, I explored the application of various innovative technologies that can improve road performance and durability.One such technology is the use of intelligent transportation systems (ITS). ITS utilizes sensors, cameras, and communication networks to monitor traffic conditions, manage congestion, and enhance road safety. Integrating ITS into road design helps optimize traffic flow, reduces travel time, and minimizes accidents.Another technology I investigated was the use of 3D modeling and visualization. By creating virtual models of roads, engineers can better assess the design's feasibility, identify potential challenges, and make informed decisions. This approach improves the accuracy and efficiency of the design process.The Role of Public ParticipationRoad design is not solely a technical endeavor; it also involves the community and its needs. Public participation plays a vital role in ensuring that road projects meet the expectations and requirements of the people.During my graduation project, I conducted surveys and organized public consultations to gather feedback from the community. This input helped me understand the local context, identify concerns, and incorporate them into the road design. By involving the public, we can create roads that are more user-friendly, inclusive, and responsive to the community's needs.ConclusionRoad design is a complex and multifaceted discipline with significant implications for society. By focusing on sustainability, incorporating innovative technologies, and involving the public, we can create road networks that are efficient, environmentally friendly, and meet the needs of the community. As a civil engineering student, my graduation project allowed me to gain valuable insights into the world of road design and its potential to shape our future.。
公路工程毕业设计摘要及翻译 汇总
摘要交通运输事业是国民经济的重要组成部分，是国民经济的命脉，是联系工业和农业、城市和乡村、生产和消费的纽带。
它在国家的政治、经济、军事、文化建设中具有重要作用。
一级公路是连接高速公路或是某些大城市的城乡结合部、开发区经济带及人烟稀少地区的干线公路，一级公路的建成对长春市和沈阳市这两个省会城市的政治、经济、文化的交流和发展会起到积极的作用。
对东北地区来说，公路的建设意义深远，选择交通作为合作的突破口，无疑是注重实效的选择。
实现交通的多面化，既是行业协调发展，为社会提供优良交通环境的需要，也是振兴东北老工业基地，全面实现小康社会目标的需要，是实现经济一体化，促进区域经济共同协调发展的需要。
**一级公路全长2350m，主要设计的有横断面设计,平面线形设计,纵断面设计,路面结构设计等。
平面设计的主要内容是线形设计，同时要考虑行车视距问题。
纵断面设计主要是纵坡及坡长设计。
路面为沥青混凝土路面结构类型，**一级公路的建成将对于两个省会城市区域间的发展和建设具有重要意义。
关键词：一级公路；路线设计；路面ABSTRACTTransport industry is an important part of the national economy，the lifeline of national economy，and. It is associated industry and agriculture, urban and rural areas, production and consumption of a link. It plays an important role in the country's political, economic, military,and culture.A highway is to connect some of the urban cities, economic development zones and sparsely populated areas with the main highway，Northeast region, the construction of roads far-reaching, select traffic as a breakthrough, and no doubt a pragmatic choice，To achieve transport of multi-faceted, coordinated development of both industries, and provide good traffic environment needs, but also the revitalization of northeast old industrial base, the full realization of the objectives of a well-off society needs to achieve economic integration, promoting regional economic co-coordinated development.The length of Shen Chang-arterial road is 2350m. The main design elements are cross-sectional design, the design of horizontal alignment, vertical section design, pavement structure design.The main elements of graphic design is the linear design, at the same time horizon to consider the issue of traffic.Profile Design is the design of longitudinal and slope length. Asphalt concrete pavement is the type of pavement structure It is great significance of Shen Chang-arterial road-building for regional development and building .Keywords: Arterial road ; Route design ; Pavement design摘要本设计是平原微丘区一级公路的方案设计。
道路工程毕业设计外文翻译---高速公路设计与施工
原文Highway Design and Construction: The Innovation Challenge Author: Robert E. Skinner Jr.Innovations and advances in research are changing the way highways are built in America.The Egyptians were pouring concrete in 2500 BC, and the Romans used it to construct the Pantheon and the Colosseum. By the mid-1800s, Europeans were building bridges with concrete, and the first “modern” concrete highway pavements appear ed in the latter part of the 19th century. Naturally occurring asphalts, which have been used for waterproofing for thousands of years, came into common use in road construction in the 1800s. The first iron bridge was constructed in 1774, but by the end of the 19th century steel had largely replaced iron in bridge construction. These materials—concrete, asphalt, and steel—are now the mainstays of highway and bridge construction throughout the world, as well as of most types of public works infrastructure. Concrete and steel, the most versatile of these materials, are used for bridges and other highway structures; concrete and asphalt are used for roadway pavements.Everyone is familiar with concrete, asphalt, and steel, and some of us have worked with them, perhaps on home improvement projects. This familiarity, coupled with the long history of their many uses, has led many otherwise technically savvy people to believe that these materials are well understood, that their performance can be easily and reliably predicted, and that the technical challenges in using them for highways were overcome long ago. However, such notions are largely incorrect and misleading.For example, consider concrete, which is a mixture of portland cement, sand, aggregate (gravel or crushed stone), and water. Its performance characteristics are determined by the proportions and characteristics of the components, as well as by how it is mixed and formed. The underlying chemical reactions of concrete are surprisingly complex, not completely understood, and vary with the type of stone. Steel may be added for tensile strength (reinforced concrete), and a variety of additives have been identified to improve the workabilityand performance of concrete in particular applications and conditions. Damage and deterioration to concrete can result from excessive loadings and environmental conditions, such as freeze-thaw cycles and chemical reactions with salts used for deicing._________________________Many factors contribute to theurgent need for innovation inhighway construction._________________________Concrete is the most heavily used substance in the world after water (Sedgwick, 1991). Worldwide, concrete construction annually consumes about 1.6 billion tons of cement, 10 billion tons of sand and crushed stone, and 1 billion tons of water (M.S. Kahn, 2007). Given transportation costs, there is a huge financial incentive to using local sources of stone, even if the properties of that stone are less than ideal. Thus concrete is not a homogenous material. In truth, an unlimited number of combinations and permutations are possible.Much the same can be said of asphalt—technically, asphaltic concrete—which is also a mixture of aggregate (gravel or crushed stone), sand, and cement (asphalt binder); economics promote the use of locally available materials; and the underlying chemistry is not well understood. The characteristics of asphalt binder, for instance, vary depending on the source of crude oil from which it is derived.The metallurgy of steel is probably better understood than the chemistry of either asphalt or concrete, but it too is a mixture with virtually limitless combinations. Strength, toughness, corrosion resistance, and weldability are some of the performance characteristics that vary with the type of steel alloy used and the intended applications.As uses evolve and economic conditions change, we have a continuing need for a more sophisticated understanding of these common materials. Even though they are “mature” products, there is still room for significant incremental improvements in their performance. Because fundamental knowledge is still wanting, there is also considerable potential for breakthroughs in their performance.Factors That Affect Highway ConstructionAll other things being equal, stronger, longer lasting, less costly highway materials are desirable and, given the quantities involved, there are plenty of incentives for innovation. In highway transportation, however, all other things are not equal. A number of other factors contribute to the urgent and continuing need for innovation.First, traffic volume and loadings continue to increase. Every day the U.S. highway network carries more traffic, including heavy trucks that were unimagined when the system wasoriginally conceived and constructed. The 47,000-mile interstate highway system today carries more traffic than the entire U.S. highway system carried in 1956 when the interstates were laid out. The U.S. Department of Transportation (DOT) estimates that in metropolitan areas the annual cost of traffic congestion for businesses and citizens is nearly $170 billion (PB Consult, Inc., 2007).On rural interstates, overall traffic more than doubled between 1970 and 2005; at the same time, the loadings on those highways increased six-fold, mainly due to the increase in the number of trucks and the number of miles they travel. (Truck traffic increased from about 5.7 percent of all vehicle-miles traveled on U.S. highways in 1965 to 7.5 percent in 2000 [FHWA, 2005]).Second, traffic disruptions must be kept to a minimum during construction. Our overstressed highway system is not very resilient. Thus disruptions of any sort, such as lane and roadway closings, especially in major metropolitan areas and on key Interstate routes, can cause massive traffic snarls. This means that repair and reconstruction operations must often be done at night, which introduces a variety of additional complexities and safety issues. Occasionally, heroic measures must be taken to keep traffic moving during construction. For example, during construction of the “Big Dig” in Boston, the elevated Central Artery was in continuous service while cut-cover tunnels were constructed directly below it.Third, environmental, community, and safety requirements have become more stringent. For many good reasons, expectations of what a highway should be, how it should operate, and how it should interact with the environment and adjacent communities are constantly evolving. Designs to promote safety, measures to mitigate a growing list of environmental impacts, and attention to aesthetics have fundamentally changed the scope of major highway projects in the United States. For example, on Maryland’s $2.4 billion Intercounty Connector project in suburban Washington, D.C., which is now under construction, environmental mitigation accounts for 15 percent of project costs, or about $15 million per mile (AASHTO, 2008). Fourth, costs continue to rise. Building and maintaining highways cost effectively is an ever-present goal of good engineering. But cost increases in highway construction have been extraordinary due in part to the expanded scope of highway projects and construction in demanding settings. In addition, the costs of the mainstay materials—portland cement, asphalt binder, and steel—have risen dramatically as the world, particularly China, has gone on a construction binge. The Federal Highway Administration’s cost indices for portland cement concrete pavement, asphalt pavement, and structural steel increased by 51 percent, 58 percent, and 70 percent respectively between 1995 and 2005 (FHWA, 2006).Fortunately, research and innovation in construction have never stopped, although they are not always sufficiently funded and they seem to fly beneath the radar of many scientists and engineers. Nevertheless, there have been great successes, which are cumulatively changing how highways are built in America.The Superpave Design SystemIn response to widespread concerns about premature failures of hot-mix asphalt pavements in the early 1980s, a well funded, congressionally mandated, crash research program was conducted to improve our understanding of asphalt pavements and their performance. The seven-year Strategic Highway Research Program (SHRP), which was managed by the National Research Council, developed a new system of standard specifications, test methods, andengineering practices for the selection of materials and the mix proportions for hot-mix asphalt pavement.The new system has improved matches between combinations of asphalt binder and crushed stone and the climatic and traffic conditions on specific highways. State departments of transportation (DOTs) spend more than $10 billion annually on these pavements, so even modest improvements in pavement durability and useful life can lead to substantial cost savings for agencies and time savings for motorists (TRB, 2001).SHRP rolled out the Superpave system in 1993, but it took years for individual states and their paving contractors to switch to the new system, which represents a significant departure, not only in design, but also in the procedures and equipment used for testing. Each state DOT had to be convinced that the benefits would outweigh the modest additional costs of Superpave mixes, as well as the time and effort to train its staff and acquire necessary equipment.A survey in 2005 showed that 50 state DOTs (including the District of Columbia and Puerto Rico) were using Superpave (Figure 1). The remaining two states indicated that they would be doing so by the end of 2006. Throughout the implementation period, researchers continued to refine the system (e.g., using recycled asphalt pavements in the mix design [TRB, 2005]).It may be years before the cost benefits of Superpave can be quantified. A 1997 study by the Te xas Transportation Institute projected that, when fully implemented, Superpave’s annualized net savings over 20 years would approach $1.8 billion annually—approximately $500 million in direct savings to the public and $1.3 billion to highway users (Little et al., 1997).Moreover, analyses by individual states and cities have found that Superpave has dramatically improved performance with little or no increase in cost. Superpave is not only an example of a successful research program. It also demonstrates that a vigorous, sustained technology-transfer effort is often required for innovation in a decentralized sector, such as highway transportation.Prefabricated ComponentsThe offsite manufacturing of steel and other components of reinforced concrete for bridges and tunnels is nothing new. But the need for reconstructing or replacing heavily used highway facilities has increased the use of prefabricated components in startling ways. In some cases components are manufactured thousands of miles from the job site; in others, they are manufactured immediately adjacent to the site. Either way, we are rethinking how design and construction can be integrated.When the Texas Department of Transportation needed to replace 113 bridge spans on an elevated interstate highway in Houston, it found that the existing columns were reusable, but the bent caps (the horizontal connections between columns) had to be replaced. As an alternative to the conventional, time-consuming, cast-in-place approach, researchers at the University of Texas devised new methods of installing precast concrete bents. In this project, the precast bents cut construction time from 18 months to slightly more than 3 months (TRB, 2001).As part of a massive project to replace the San Francisco-Oakland Bay Bridge, the California Department of Transportation and the Bay Area Toll Authority had to replace a 350-foot, 10-lane section of a viaduct on Yerba Buena Island. In this case, the contractor, C.C. Myers, prefabricated the section immediately adjacent to the existing viaduct. The entire bridge was then shut down for the 2007 Labor Day weekend, while the existing viaduct was demolished and the new 6,500-ton segment was “rolled” into place (Figure 2). The entire operation was accomplished 11 hours ahead of schedule (B. Kahn, 2007).Probably the most extensive and stunning collection of prefabricated applications on a single project was on the Central Artery/Tunnel Project (“Big Dig”) in Boston. For the Ted Williams Tunnel, a dozen 325-foot-long steel tunnel sections were constructed in Baltimore, shipped to Boston, floated into place, and then submerged. However, for the section of the tunnel that runs beneath the Four Points Channel, which is part of the I-90 extension, bridge restrictions made this approach infeasible. Instead, a huge casting basin was constructed adjacent to the channel where 30- to 50-ton concrete tunnel sections were manufactured The basin was flooded and the sections winched into position with cables and then submerged.An even more complicated process was used to build the extension tunnel under existing railroad tracks, which had poor underlying soil conditions. Concrete and steel boxes were built at one end of the tunnel, then gradually pushed into place through soil that had been frozen using a network of brine-filled pipes (Vanderwarker, 2001).Specialty Portland Cement ConcretesNew generations of specialty concretes have improved one or more aspects of performance and allow for greater flexibility in highway design and construction. High-performance concrete typically has compressive strengths of at least 10,000 psi. Today, ultra-high-performance concretes with formulations that include silica fume, quartz flour, water reducers, and steel or organic fibers have even greater durability and compressive strengths up to 30,000 psi. These new concretes can enable construction with thinner sections and longer spans (M.S. Kahn, 2007).Latex-modified concrete overlays have been used for many years to extend the life of existing, deteriorating concrete bridge decks by the Virginia DOT, which pioneered the use of very early strength latex-modified concretes for this application. In high-traffic situations, the added costs of the concrete have been more than offset by savings in traffic-control costs and fewer delays for drivers (Sprinkel, 2006).When the air temperature dips below 40， costly insulation techniques must be used when pouring concrete for highway projects. By using commercially available admixtures that depress the freezing point of water, the U.S. Cold-Weather Research and Engineering Laboratory has developed new concrete formulations that retain their strength and durability at temperatures as low as 23?F. Compared to insulation techniques, this innovation has significantly decreased construction costs and extended the construction season in cold weather regions (Korhonen, 2004).As useful as these and other specialty concretes are, nanotechnology and nanoengineering techniques, which are still in their infancy, have the potential to make even more dramatic improvements in theperformance and cost of concrete.Waste and Recycled MaterialsHighway construction has a long history of using industrial waste and by-product materials. The motivations of the construction industry were simple—to help dispose of materials that are otherwise difficult to manage and to reduce the initial costs of highway construction. The challenge has been to use these materials in ways that do not compromise critical performance properties and that do not introduce substances that are potenti-ally harmful to people or the environment. At the same time, as concerns about sustainability have become more prominent in public thinking, the incentives to use by-product materials have increased. In addition, because the reconstruction and resurfacing of highways create their own waste, recycling these construction materials makes economic and environmental sense.Research and demonstration projects have generated many successful uses of by-product and recycled materials in ways that simultaneously meet performance, environmental, and economic objectives. For example, “crumb rubber” from old tires is increasingly being used as an additive in certain hot-mix asphalt pavement designs, and a number of patents have been issued related to the production and design of crumb rubber or asphalt rubber pavements (CDOT, 2003; Epps, 1994).Several states, notably California and Arizona, use asphalt rubber hot mix as an overlay for distressed flexible and rigid pavements and as a means of reducing highway noise. Materials derived from discarded tires have also been successfully used as lightweight fill for highway embankments and backfill for retaining walls, as well as for asphalt-based sealers and membranes (Epps, 1994; TRB, 2001).Fly ash, a residue from coal-burning power plants, and silica fume, a residue from metal-producing furnaces, are increasingly being used as additives to portland cement concrete. Fly-ash concretes can reduce alkali-silica reactions that lead to the premature deterioration of concrete (Lane, 2001), and silica fume is a component of the ultra-high-performance concrete described above.After many years of experimentation and trials, reclaimed asphalt pavement (RAP) is now routinely used in virtually all 50 states as a substitute for aggregate and a portion of the asphalt binder in hot-mix asphalt, including Superpave mixes. The reclaimed material typically constitutes 25 to 50 percent of the “new” mix (TFHRC, 1998). The National Asphalt Pavement Association estimates that 90 percent of the asphalt pavement removed each year is recycled and that approximately 125 millions tons of RAP are produced, with an annual savings of $300 million (North Central Superpave Center, 2004).Visualization, Global Positioning Systems, and Other New Tools For more than 20 years, highway engineers have used two-dimensional, computer-aided drafting and design (CADD) systems to accelerate the design process and reduce costs. The benefits of CADD systems have derived essentially from automating the conventional design process, with engineers doing more or less what they had done before, although much faster and with greater flexibility.New generations of three- and four-dimensional systems are introducing new ways of designing roads, as well as building them (Figure 4). For example, three-dimensional visualization techniques are clearly useful for engineers. But, perhaps more importantly, they have improved the communication of potential designs to affected communities and public officials; in fact, they represent an entirely new design paradigm. Four-dimensional systems help engineers and contractors analyze the constructability of proposed designs well in advance of actual constructionGlobal positioning systems are being used in surveying/layout, in automated guidance systems for earth-moving equipment, and for monitoring quantities. Other innovations include in situ temperature sensors coupled with data storage, transmission, and processing devices that provide onsite information about the maturity and strength of concrete as it cures (Hannon, 2007; Hixson, 2006).ConclusionThe examples described above suggest the wide range of exciting innovations in the design and construction of highways. These innovations address materials, roadway and bridge designs, design and construction methods, road safety, and a variety of environmental, community, and aesthetic concerns. Looking to the future, however, challenges to the U.S. highway system will be even more daunting—accommodating more traffic and higher loadings; reducing traffic disruptions during construction; meeting more stringent environmental, community, and safety requirements; and continuing pressure to reduce costs. Addressing these challenges will require a commitment to innovation and the research that supports innovation.中文翻译高速公路设计与施工：创新的挑战作者：小罗伯特·E·斯金纳研究方式的创新和进步正在改变着美国公路建设的方式。
道路交通安全毕业论文中英文资料外文翻
Vision Zero –Implementing a policy for traffic safetyRoger JohanssonRoad Safety Division Swedish Road Administration Roda Vagen 1 78187 BorlangeSwedenKeywords：Vision Zero Road Safety ImplementationAbstractThe scope of this paper is to outline in a general way the safety philosophy inherentin present road—and street design trace the he present road design philosophy are the main cause of the global road safetycrisis clearly indicating in Vision Zero。
They include a newbasic mechanism for creating error—tolerance in the road system and new designprinciples for road—and street design。
The tradition of “blaming the victim" is hereby questioned and focus is put on theneed for professionals to act based on these new standards。
During the last 10 yearsthe fatalities in Sweden have dropped from approximately 550/year to 450/year。
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摘要
本设计为河源市甲六路道路工程设计，起点为K0+000，终点为K1+730，全长1730。
设计时速60km/h，城市主干道。
本次设计包括横断面、平面、纵断面设计、沥青路面设计、道路排水设计、平面交叉口竖向设计、工程土方量计算等。
本设计为一条直线，起点为K0+000，终点为K1+730。
纵断面设计共设5个变坡点。
最大纵坡为3.2%，最小纵坡为1.4%；竖曲线半径分别有5000m、3000m、2000m。
路基宽度为50m，两侧绿化带均为3m,非机动车道为8.5米，人行道总共6m，行车道横坡设为1.5%，人行道横坡设为2.0%。
路面结构：4cm细粒式沥青混凝土，6cm中粒式沥青混凝土，8cm粗粒式沥青混凝土，23cm水泥稳定碎石，25cm石灰粉煤灰土。
排水方面：甲六路雨水管在非机动车道上，距路中线15m，最大管径为700mm，最小管径为500mm。
关键词
城市道路、横断面、平曲线、竖曲线、沥青路面设计、排水设计、交叉口设计。
Abstract
The road engineering design of Jia Liu road in HeYuan city at the point of K0+000 finishes at K1+730. The total length is 1730m. The design speed is 60km / h .It belongs to main road of a city. The design includes cross-sectional design, horizontal and vertical section design, asphalt pavement design, road drainage design, intersection design, earthwork calculation of engineering.
There are five horizontal curve in my design,it’s start at K1+000 and end at k1+730。
The largest longitudinal grade is 3.2%.The smallest longitudinal grade is 1.4% . There are three styes of the radius of vertical curve ,they are 3000m ,5000m,2000m . Roadbed width is 50m. Roadbed width to 50 m, two side green belts are 6 m, non maneuvering lanes of 8.5 m, the pavement on each side for 3 m, carriageway cross-sectional slope set to 1.5%, the pavement cross-sectional slope set to 2.0%. Pavement structure: 4 cm fine grain type, 6 cm of asphalt concrete grain type asphalt concrete, 8 cm thick bead type asphalt concrete, 23 cm of the cement stable macadam, 25 cm lime fly-ash soil. About the dewatering ，the downspout of the road JiaLiu have 15m to the road central line. The biggest caliber is 700mm.The minimum caliber is 500mm.
Keywords
urban road, cross-section, horizontal curve，vertical curve, asphalt pavement design, drainage design, design of intersection。