毕设必备道路桥梁专业毕业设计英文翻译(英文原文+中文翻译)

Accident Analysis and Prevention

This paper describes a project undertaken to establish a self-explaining roads (SER) design programmeon existing streets in an urban area. The methodology focussed on developing a process to identifyfunctional road categories and designs based on endemic road characteristics taken from functionalexemplars in the study area. The study area was divided into two sections, one to receive SER treatments designed to maximise visual differences between road categories, and a matched control area to remainuntreated for purposes of comparison. The SER design for local roads included increased landscaping andcommunity islands to limit forward visibility, and removal of road markings to create a visually distinctroad environment. In comparison, roads categorised as collectors received increased delineation, additionof cycle lanes, and improved amenity for pedestrians. Speed data collected 3 months after implementationshowed a significant reduction in vehicle speeds on local roads and increased homogeneity of speeds onboth local and collector roads. The objective speed data, combined with r esidents’ speed choice ratings,indicated that the project was successful in creating two discriminably different road categories.2010 Elsevier Ltd. All rights reserved.

1. Introduction

1.1. Background

Changing the visual characteristics of roads to influencedriver behaviour has come to be called the self-explaining roads(SER) approach (Theeuwes, 1998; Theeuwes and Godthelp, 1995;Rothengatter, 1999). Sometimes referred to as sustainable safety,as applied in the Netherlands, the logic behind the approach isthe use of road designs that evoke correct expectations and drivingbehaviours from road users (Wegman et al., 2005; Weller etal., 2008). The SER approach focuses on the three key principlesof functionality, homogeneity, and predictability (van Vliet andSchermers, 2000). In practice, functionality requires the creation ofa few well-defined road categories (e.g., through roads, distributorroads, and access roads) and ensuring that the use of a particularroad matches its intended function. Multifunctional roadslead to contradictory design requirements, confusion in the mindsof drivers, and incorrect expectations and inappropriate drivingbehaviour. Clearly defined road categories promote homogeneity intheir use and prevent large differences in vehicle speed, direction,and mass. Finally, predictability, or recognisability, means keepingthe road design and layout within each category as uniform as possibleand clearly differentiated from other categories so that the

function of a road is easily recognised and will elicit the correctbehaviour from road users. The SER approach has been pursued tothe largest extent in the Netherlands and the United Kingdom but ithas also been of some interest inNewZealand. In 2004, the NationalRoad Safety Committee and the Ministry of Transport articulateda new National Speed Management Initiative which stated “Theemphas is is not just on speed limit enforcement, it includes perceptualmeasures that influence the speed that a driver feels is appropriatefor the section of road upon which they are driving–in effect the ‘selfexplainingroad”’ (New Zealand Ministry of Transport, 2004).

In cognitive psychological terms, the SER approach attempts toimprove road safety via two complementary avenues. The first is toidentify and use road designs that afford desirable driver behaviour.Perceptual properties such as road markings, delineated lane width,and roadside objects can function as affordances that serve as builtininstructions and guide driver behaviour, either implicitly orexplicitly (Charlton, 2007a; Elliott et al., 2003; Weller et al., 2008).This work is more or less a direct development of work on perceptualcountermeasures, perceptual cues in the roading environmentthat imply or suggest a particular speed or lane position, eitherattentionally or perceptually (Charlton, 2004, 2007b; Godley et al.,1999).

A second aspect of the SER approach is to establish mentalschemata and scripts, memory representations that will allowroad users to easily categorise the type of road on which they are.

1.2. Localised speed management

The traditional approaches to improving speed management,traffic calming and local area traffic management (LATM) havefocussed on treating specific problem locations or “black spots”in response to crash occurrences or complaints from the public(Ewing, 1999). A potential disadvantage of these approaches is thataddressing the problem with localised treatments can lead to are-emergence of the problem at another location nearby. Further,when applied inappropriately, localised approaches may addressthe problem from only one perspective, without considering theimpact on other types of road users or residents. When traffic calmingtreatments rely on physical obstacles such as speed humpsthey can be very unpopular with both

residents and road users andcan create new problems associated with noise, maintenance, andvandalism (Martens et al., 1997).

From an SER perspective, treatments that are highly localizedor idiosyncratic may do more harm than good by adding to themultiplicity of road categories and driver uncertainty, rather thanbuilding driver expectations around a few uniform road types.Instead of considering a single location in isolation, SER roaddesigns are considered within a hierarchy of road functions; e.g.,access roads, collector roads, and arterial roads. Although SERschemes may employ physical design elements used in trafficcalming schemes (e.g., road narrowing with chicanes and accesscontrols) they also employ a range of more visually oriented featuressuch as median and edge line treatments, road markings,pavement surfaces, and roadside furniture. For an effective SERscheme it is important to select the combination of features that will afford the desired driver speeds and to ensure their consistentuse to form distinct categories of road types (van der Horst andKaptein, 1998; Wegman et al., 2005).road category that would meet the three SER principles of functional use, homogeneous use, and predictable use. Herrstedt (2006)reported on the use of a standardised catalogue of treatments compiledfrom researcher and practitioner advice. Goldenbeld and vanSchagen (2007) used a survey technique to determine road characteristicsthat minimise the difference between drivers’ ratingsof preferred speed and perceived safe speed and select road featuresthat make posted speeds “credible”. Aarts and Davidse (2007)used a driving simulator to verify whether the “essential recognisabilitycharacteristics” of different road classes conformed to theexpectations of road users. Weller et al. (2008) employed a range of statistical techniques, including factor analysis and categoricalclustering to establish the road characteristics that drivers use tocategorise different road types.The practical difficulties of implementing an SER system thusbecome a matter of finding answers to a series of questions. Howdoes one create a discriminable road hierarchy for an existingroad network? What road characteristics should be manipulatedto establish category-defining road features? How can SER roadfeatures and selection methods be made relevant and appropriatefor a local context? (Road

designs appropriate for The Netherlandswould not be suitable in New Zealand, in spite of its name.) A surveyof national and international expert opinion in order establishcategory-defining road features for New Zealand roads revealedthat the regional character and local topography of roads oftenundercut the usefulness of any standardised catalogue of designcharacteristics (Charlton and Baas, 2006).

1.4. Goals of the present project

The project described in this paper sought to develop anddemonstrate an SER process based on retrofitting existing roadsto establish a clear multi-level road hierarchy with appropriatedesign speeds, ensuring that each level in the hierarchy possesseda different “look and feel”. Rather than transferring SER designs already in use internationally, the project attempted to develop amethod that would build on the features of roads in the local area;extending road characteristics with desirable affordances to otherroads lacking them and creating discriminable road categories inthe process. Of interest was whether such a process could producecost-effective designs and whether those designs would be effectivein creating different road user expectations and distinct speedprofiles for roads of different categories.

2. Methods

The research methodology/SER design process developed forthis project progressed through a series of five stages: (1) selectionof study area; (2) identification of the road hierarchy; (3) analysisof the road features; (4) development of a design template; and (5)implementation and evaluation of the SER treatments. Each of thestages is described in the sections that follow.

2.1. Selection of study area

crashes, almost twicethe number。2. MethodsThe research methodology/SER design process developed forthis project progressed through a series of five stages: (1) selectionof study area; (2) identification of the road hierarchy; (3) analysis of the road features; (4) development of a design template; and (5)implementation and evaluation of the SER treatments. Each of thestages is described in the sections that follow.

2.1. Selection of study area

The study area for this project (Pt England/Glen Innes in Auckland)was selected in consultation with a project steering groupcomprised of representatives from the Ministry of Transport, NewZealand Transport Agency, New Zealand Police, and other localtransport and urban agencies. The study area was an establishedneighbourhood contained amix of private residences, small shops,schools, and churches, and was selected, in part, because of its historyof cyclist, pedestrian and loss of control crashes, almost twicethe number any other part of the city. The study area was dividedinto two equivalent sections, one to receive SER treatments and the other to serve as a control section. Each of these sections comprisedan area of approximately 1.3km2 and contained approximately14km of public roads. The number of vehicle movements per dayon these roads ranged from an average of 146 vehicles per day tonearly 20,000 vehicles per day.

2.2. Identification of road hierarchy

Examination of archival data (maps, planning documents, roadmaintenance documents, etc.) revealed several divergent classificationsof the various roads in the study area. Some roads designatedas collectors by one source were designated as local roads byanother. Similarly, some roads designated as regional arterials inone document were shown as collector roads in another. In order toresolve these discrepancies a wide range of data on road use in thetrial areas was collected from speed surveys, measurement of trafficvolumes, crash reports, and a road and travel survey completedby 230 local area residents. The survey requested information on routes and modes of travel to different destinations throughout theday and was distributed to residents via area schools, communitygroups, and at local shops.

Across this range of data, the informationfrom the residents’ travel survey and the volumetric data providedthe greatest degree of convergence and thus was used to delineatea three-level road hierarchy in the study area. The traffic volumes inthe study area fell into three readily identifiable clusters: regionalarterials (that ranged from 13,500 to 19,750 vehicles per day); collectorroads (5000–8000 vehicles per day), and local (access) roads(that ranged from 100 to 2000 vehicles per day).The resulting three-level road hierarchy provided a reasonablematch to a proposed national road hierarchy independentlyderived from traffic volumes and road asset management documents(Macbeth, 2007). Although posted speed limits were thesame for all roads in the study area (50 km/h), average speeds, 85th percentile speeds, and crash rates varied widely across roads withinand across each level in the hierarchy. The resulting road hierarchywas then refined to form a design-to road hierarchy or functionmap in consultation with the project steering committee and localcouncil transport staff. This situation may have contributed to high

speeds and crashes on some of the local roads. Throughout the earlystages of the project, baseline data on traffic movements and residen ts’attitudes were collected. Vehicle speeds and volumes werecollected by means of tube counters placed across a sample of theroads in the study area. Residents’ ratings of the roads’ appearance,safety, ease of walking and cycling, and traffic were collected with a short series of 10 questions as part of the road and travel surveymentioned previously (the rating scale was a seven-point scaleanchored with “very bad” at

1 and “excellent” at 7).

2.3. Analysis

自助道路方法的另一方面是建立心理图式和脚本，记忆所呈现的内容允许道路使用者更容易的区分道路的类型，使他们的行驶和行为相对应。早先研究表明，司机对公路网的熟悉程度可能对他们使用的道路有重要影响(例如：路线选择)。随着反复曝光，图式和脚本允许个人去预测可能发生的事件，并产生很少或根本没有认知效果的适当反应。当在一个等级的道路类型内持续地使用道路视觉特点，司机将会发展为允许他们正确归类道路类型并自动唤起所需的期望和驾驶行为的模式；实际上，开发新的功能，需要通过

道路等级的确定。因此，自助道路方法都主张道路设计的使用建立在现有已使用道路的的

功能上; 并且始终保持使用道路设计来协助司机，通过形成各种道路类别的适当图解(包括期望速度)，推广成功的类型，结果得到在此道路上行驶的正确行为。

1.2地方化的速度管理

对于改进速度管理的传统方法，交通提醒物和当地区域的交通运输管理(LATM)集中对待具体问题地点或“交通事故多发地段”以回应坠毁事件或市民投诉。这些方法的一个潜在的缺点是，用局部诊治去解决问题可导致在附近另一地点重新出现问题。此外，如果应用不当，局部的方法可能只能解决一个方面的问题，而不考虑对其他类型的道路使用者或居民的影响。当交通减速的处理依靠物理障碍像减速带，他们非常不受当地居民和道路使用者的欢迎，并且还会制造新的与噪声、维护和故意破坏相关的问题。

从自助道路的角度来看，高度本地化或有特性的处理可能在增加道路类别的多样性和驾驶者的不确定性方面是弊大于利，而不是建立驾驶员期望的几个统一的道路类型。不考虑一个单一地点隔离，自助道路设计被认为是在一个道路功能等级之内；例如，通道、集散道路和干线公路。虽然自助道路计划可能会使用用于交通减速方案的物理设计元素（例如有急转弯的狭窄道路)，他们也采用一系列更加直观的特点，例如中点和边缘线处理，路标，路面表面和路旁设施。对于一份有效的自助道路计划，选择满足司机的期望速度并确保其在不同类别的道路类型上同样适用的组合特征是重要的。

1.3自助道路的应用问题

使用形成不同类别的道路类型虽然SER的根本原则明显地是明确表达，实施SER的实际性是有些较不清楚。特别是，怎么做一条精选的适当的路设计为在每个水平的使用在SER 阶层？目标是清楚的，关于行为相关的路类别的创作通过类别定义的路特点的选择在路的每个水平的阶层。然而，相当宽选择方法的范围和标准被使用了或提议迄今。kaptein和Claessens (1998)展示了用途图片排序任务的选择会的路特征导致区别路之间的最大视觉辨别力类别。Wegman (2005)等主张了使用正式确定将遇见三项SER原则功能用途、同类的用途和可预测的用途的每个路类别的设计的功能必要条件分析。Herrstedt (2006) 报告关于使用编写的治疗规范化的编目从研究员和实习者忠告。Goldenbeld和搬运车Schagen (2007)使用一个勘测技术确定路特征那使司机的规定值之间的区别减到最小首选的速度和被察觉的安全速度和选择路特点做张贴了“可信”的速度。Aarts和Davidse (2007) 是否使用一台驾驶的模拟器核实“根本recognisability特征”的不同的路类依照道路使用者的期望。 Weller (2008)等使用了范围统计技术，包括要素分析和绝对建立司机使用的路特征的成群分类不同的路类型。

因而实施SER系统实用困难成为发现答复问题对一系列的问题。一怎么创造一个现有的公路网的一个可辨别的路阶层？应该操作什么路特征建立类别定义路特点？ SER路特点和选择方法怎么使成为相关和适当为地方上下文？ (路设计适当为荷兰不会是适当的在新西兰，竟管它的名字。) 全国和国际专家的意见勘测按顺序建立类别定义新西兰路的路特点显露路地方字符和地方地势经常咬边设计特征所有规范化的编目的有用性(Charlton 和发咩声2006)。

1.4当前项目的目标

在本文描述的项目寻求开发和展示SER处理基于改型现有的路建立与适当的构造速度的一个清楚的多重路阶层，保证在阶层的每个水平拥有了不同的“品质”。而不是转移的SER国际性地设计已经在使用中，试图的项目开发在路特点将修造在本地区域的方法; 与中意的affordances的延伸的路特征对缺乏他们和创造可辨别的路类别在过程中的其他路。利益是这样过程是否可能导致有效的设计，并且那些设计是否是有效的在创造不同的道路使用者期望和不同的类别路的分明速度外形。

1、方法

研究methodology/SER设计过程开发了为这个项目通过一系列的五个阶段进步了： (1)学习区域的选择; (2)路阶层的证明; (3)对路特点的分析; (4)设计模板的发展; 并且(5) SER治疗的实施和评估。其中每一个阶段在跟随的部分被描述。

2.1研究区域的选择

这个项目的(Pt英国学习区域或幽谷Innes在奥克兰) 被选择了经与项目指导小组磋商由从运输部门的代表组成，新西兰运输代办处，新西兰地方警察和的其他运输和都市代办处。学习区域是建立的邻里包含了私人住宅，小商店amix，由于它的历史，学校和教会，和被选择了，一部分，骑自行车者、控制崩溃步行者和损失，几乎两次数字城市的其他部分。学习区域被划分了入二个等效部分，接受SER治疗的一个和担当的其他控制段。这些部分中的每一个包括了区域大约1.3km2并且包含了大约14km公开路。车运动的数量每天的在这些路上从平均每天的146辆车范围几乎每天的20,000辆车。

2.2确定道路等级

检查档案资料（地图，规划文件，路维修文件，显示几个不同的分类等。在各种道路的研究领域。一些指定的道路作为收藏家的来源之一，被指定为地方道路另一个。同样，一些道路被指定为在区域网路一个文件被显示为集散道路在另一。为解决这些差异，范围广泛的数据，用在试验区是从测量，测量的交通卷，崩溃报告，和一个公路旅行调查完成230局部地区的

居民。要求的调查资料路线和旅行方式的不同目的地的一天，分发给居民通过地区的学校，社区群体，并在当地商店。在这一系列的数据，信息从居民出行调查与容积数据提供最大程度的收敛，因此被用来划定三个层次的研究领域。交通量研究了三个容易识别的集群：区域动脉（范围从13500到19750辆汽车每天）；收集器公路（5000–8000辆汽车每天），和当地（访问）的道路（范围从100到2000辆汽车每天）。

由此产生的三级层次提供了一个合理的符合拟议的国家层次的独立从交通量和道路资产管理文件（麦克白，2007）。虽然车速限制是同所有道路的研究领域（50公里/小时），平均速度，第八十五百分位数的速度，和事故率差别很大的道路在每个层次的水平。由此产生的道路等级是那么精致，形成设计道路等级或功能地图咨询项目指导委员会和地方委员会运输人员。这种情况可能有助于高速度和事故的一些地方道路。在早期的阶段的项目，基准数据的交通流动和居民态度的收集。车辆的速度和数量收集的手段管计数器放置在一个样品的道路的研究领域。居民评的道路的外表，安全，方便的步行和骑自行车，交通收集短期一系列10问题的一部分，道路和交通调查前面提到的（评定量表是7点规模锚与“非常糟糕”1和“优秀”7）。

2.3浅析道路特点

同时与上述步骤，一系列的道路特征测量和统计每一路在治疗区，包括：道路宽度，道路划分和标志，视线距离，园林绿化，停车地点，人行道，并保留路宽度。这些数据都伴随着一系列的照片和视频记录的道路在数据库中使用的准备在随后的分析步骤。物理，视觉，和功能（速度和交通量）特性的每一路中研究领域被用来确定：（1）拥有的道路速度和交通量所需的水平层次（功能范例）；（2）道路上的车速，安全，或体积问题（功能异常值）；和（3）道路设计性能不同于其指定的功能（设计值）。功能示例被确定在每一级的层次和道路的特征区别于在确定了离群。分析这些道路的特点，还旨在确定设计功能，可以用来强调视觉差异每个级别的三级道路等级。分析了道路特征的研究领域显示，部分原因是该地区的不安全recordmay已经有一些觉上的差异和地方之间的集散道路（见图1）。

后处理勘测也包含了一系列的八张照片路在治疗区域被采取在SER前后治疗。伴随这些照片中的每一张的问题要求回答的应答者：他们多快在那通常驾驶街道; 保险柜它怎么是走在那条街道，保险柜它怎么是骑自行车那条街道; 并且什么他们认为是汽车的安全速度在那条街道。照片的一半被采取了，在SER设计被实施了之前，并且四被采取了后处理。同样，半照片显示地方路和一半显示了收藏家路。照片在图4显示(在图上显示的标签不是包括在勘测

图1 修复前研究区域的道路

2.4开发设计模板

下一步是制定一个概念设计模板的治疗方法被引入到研究区。设计模板被开发加强期望作用在路阶层(本机，收藏家的每个水平，和一级公路)。很好起作用)使用了功能模范(现有的街道属性的视觉特征辨认可能延伸到当问题范围被辨认的街道的设计特点(功能外围之物和设计外围之物)，当给整个学习区域一致的品质时。在地方路情况下在学习区域，一个突出的特点功能模范(很好运转)的地方路是有限的向前可见性由于环境美化并且/或者路几何。相反，为功能外围之物分类的地方路拥有了很好向前可见性，在某些情况下剩余500 m.，

由于长的向前可见性也是物产当前在收藏家和地方一级公路在区域，被决定使用创造有限的向前可见性的都市环境美化作为地方路类别的一个类别定义的特点。一个设计时速30公里/小时被选为地方道路的设计采用一种结合种植的树木在路的中心和美化的“社区”放在定

期点沿着路边双方限制了可见度。景观元素是从一个调色板的植物的生命已经存在在局部地区。为收集道路，有较高的设计40公里/小时速度是选择具有高标准道路划分作为一个category-defining特征。计算和edgelines被添加到集散道路缺乏他们自行车道，行人通道，和低洼花木位数行人庇护被添加到所有的道路。这些道路划分特征，旨在澄清每一路用户群的地方的道路上作出明确的集散道路从不同的地方公路（图2）。相反地，路描述并且其他路标从在地方类别的所有路被去除了。

图2.地方路类别(顶部面板)和收藏家路类别的(更低的盘区) SER概念设计。

特征功能模范和出版研究陈列对路宽度的变动是高效在处理的速度，减少车碰撞和步行死亡率(等Godley， 2004年; 刘易斯・伊万斯和Charlton 2006年; Macbeth 1998)。在地方路上，路宽度由于在和树的种植的断断续续的安置是易变的环境美化的社区海岛路的中心。在收藏家路上增加周期车道一致地减少路宽度(1.5-1.6m在宽度)在路的两边并且使与步行

避难所的中点环境美化在中意的步行交点。大可登上的环形交通枢纽(没有标志)在替换现有的标志和路标和环境美化的门限治疗的地方路之间的交叉点被介绍了使用强调变动在收藏

家和地方路的交叉点的路类型。由于几个操作的问题与地方arterials的所有治疗相关，他们从研究的随后设计和评估阶段被排除了。

在期间，一个广泛咨询过程被执行了设计过程。权衡分析在选择的范围执行介绍被描述的设计特点上面，并且选择被提出了对节目指导小组向狭窄下来选择对几个候选人设计。艺

术品包含候选人设计的原型然后被提出给一系列的社区车间的区域居民得到常驻反馈和输入。另外，许多小小组会议并且与社区团体的各自的任命举行保证居民和道路使用者反馈的一个宽广的表示法。被开发的计划，与每个计划的成本估计一起，由指导委员会详细考虑并且被用于进一步提炼为实施选择的设计。允许对于对治理标志和描述的现有的规则的豁免从相关的路监督当局在这个状况下也被寻找了。在一个重复过程以后设计预算重新设计， SER 模板和设计被提出了给在治疗区域组织的本地一次营业日活动的社区显示当地居民的地点和治疗方式的例子在他们的路打算被安置。

2.5实施和评估

总共，大约11km本机和收藏家路是修改在治疗区域之内。建筑完成了在大约4个月中。完成的例子的治疗在图3 (和下半显示图4)。在完成所有建筑后的三个月，速度和交通数据收集了在八条路通过在地点安置的管柜台和预处理速度数据一样。三测量站点在地方路在治疗区域; 三是收藏家路在治疗区域; 并且一条地方路和一条收藏家路从控制范围为能相比较被挑选。管柜台到位为七依然是充分几天在每个地点的搜集数据。一次后处理勘测在治疗区域以后被邮寄了给885位居民6个月道路工程的完成。勘测包含了八个问题要求居民对许多他们的路的同样方面估计象在建筑之前被分布的路和旅行调查。问题使用了七点等级量表停住与“非常贫寒”在1，并且“非常好”在7.总共85次后处理勘测上完成了并且回到了研究员，回归率的 9.6%。

图3.完整SER治疗：地方路(左上)，收藏家路(右上)，在一个地方路交叉点(左下)的可登上的环形交通枢纽和一个地方路门户 (右下)。

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英文 The road (highway) The road is one kind of linear construction used for travel。It is made of the roadbed，the road surface, the bridge, the culvert and the tunnel. In addition, it also has the crossing of lines, the protective project and the traffic engineering and the route facility。 The roadbed is the base of road surface, road shoulder，side slope, side ditch foundations. It is stone material structure, which is designed according to route's plane position .The roadbed, as the base of travel, must guarantee that it has the enough intensity and the stability that can prevent the water and other natural disaster from corroding. The road surface is the surface of road. It is single or complex structure built with mixture。The road surface require being smooth，having enough intensity，good stability and anti—slippery function. The quality of road surface directly affects the safe, comfort and the traffic。 The route marking is one kind of traffic safety facility painted by oil paint or made by the concrete and tiles on high—level, less high—type surface。Its function is coordinating the sign to make the effective control to the transportation, directing the vehicles skip road travel, serving unimpeded and the safe purpose. Our country’s road route marking has the lane median line，the traffic lane boundary，the curb line，the parking line，the conduction current belt, the pedestrian crossing line，the four corners center circle，the parking azimuth line. The route marking has the continual solid line, the broken line and the arrow indicator and its color uses the white or the yellow. The arch of bridge is the structure which strides over rivers，mountain valley and channel。It is made generally by steel rod，concrete and stone。 The tunnel is the cave which connects both sides of the road。The technique of this construction is very complex，the cost of the projects is higher than common road .However, it reduces the driving distance between two places，enhances the grade of the technical in building the road and guarantees the cars can drive fast and safely, thus reduces the cost of transportation。 The protective project is to protect and consolidate the roadbed in order that it can guarantee the intensity and the stability of the road，thus maintains the automobile to pass through safely。 In order to guarantee that safe operation of the highway transportation, besides the highway engineering and the vehicles performance，it must have some traffic signal，route marking, each kind of director and demonstrate facility. The highway marking uses certain mark and draw symbol, simple words and number, then installs in the suitable place to indicate the front road's condition or the accident condition including the informational sign，the warning signal, the prohibitory sign，the road sign and so on。 The road which Join city，village and industry，mainly are used for the automobile and has certain technical standard and the facility path can be called the highway。“The highway” in Chinese is the modern view, but it was not existed in old day。It gets the name from the meaning of being used for the public traffic. Where are the human, there are the road. It is a truth。However, the road is not the highway。If we talk the history about the road，the earliest highway is that built by the old Egyptians for making the pyramid. Next is the street which built by the Babylon people about 4000 years ago. All these are much earlier than our country。

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