道路畢業(yè)設(shè)計(jì)外文翻譯---交通系統(tǒng)

1、<p>　　畢業(yè)設(shè)計(jì)外文資料翻譯</p><p>　　學(xué) 院： 建筑工程學(xué)院 </p><p>　　專 業(yè)： 土木工程 </p><p>　　姓 名： ***** </p><p>　　學(xué)

2、 號(hào)： ********** </p><p>　　外文出處： </p><p>　　附 件： 1.外文資料翻譯譯文；2.外文原文。 </p><p>　　附件1：外文資料翻譯譯文</p><p><b>　　交通系統(tǒng)</b&

3、gt;</p><p>　　交通運(yùn)輸一直是土木工程最重要的一個(gè)方面。古羅馬工程師的巨大成就之一就是公路系統(tǒng)，它使羅馬與帝國(guó)的各個(gè)省之間的快速交通成為可能。在工程方面的第一所培訓(xùn)學(xué)校就是橋梁和公路學(xué)校，它于1747年創(chuàng)建于法國(guó)。而在英國(guó)，一位道路建筑家，托馬斯·泰爾福特于1820年擔(dān)任了土木工程學(xué)會(huì)的第一任主席。</p><p>　　現(xiàn)代公路仍然根據(jù)18世紀(jì)及19世紀(jì)初法國(guó)人皮埃爾

4、·特埃薩凱，英國(guó)人泰爾福特，以及蘇格蘭人約翰·L·馬克當(dāng)所制定的原則進(jìn)行建造。這些人設(shè)計(jì)出了最初的現(xiàn)代道路，這種道路具有堅(jiān)實(shí)的墊層，基礎(chǔ)就建在墊層的上面。他們?cè)O(shè)計(jì)的道路還具有排水良好而且不滲水的磨耗層，即直接承受車輛交通磨耗的表層。特埃薩凱和泰爾福特均采用較厚的石頭基礎(chǔ)，在其上面鋪筑由較小碎石組成的基層和由更小的石頭組成的磨耗層。他們的道路還微微隆起成曲線，形成路拱和反拱以便使雨水流走。馬克當(dāng)認(rèn)識(shí)到當(dāng)土壤被

5、夯實(shí)或壓緊之后，只要保證干燥，其本身就可承受道路的重量，因而他能夠通過(guò)在壓實(shí)的墊層上鋪碎石基層來(lái)省掉建造石頭基礎(chǔ)所需要的昂貴費(fèi)用。當(dāng)時(shí)車輛的鐵質(zhì)車輪把表層石頭碾壓成連續(xù)的，較為平整的，更加不透水的表面。</p><p>　　早19世紀(jì)，貨車和客車都采用鐵或鋼制車輪，這種道路是適用的。當(dāng)汽車在20世紀(jì)初出現(xiàn)之后，其橡膠輪胎毀壞了這種平整的路面。因此，就采用焦油或?yàn)r青摻拌碎石，使路面表層更堅(jiān)固的黏合一起?，F(xiàn)在，遍布全

6、世界的數(shù)百萬(wàn)公里的道路采用這種路面。</p><p>　　在20世紀(jì)，道路建設(shè)基本上僅在兩方面進(jìn)行了改進(jìn)。第一種改進(jìn)是采用混凝土作為磨耗層。另一種改進(jìn)則是交通工程，即設(shè)計(jì)高速的大交通量的、造價(jià)經(jīng)濟(jì)并且對(duì)于車輛和旅客都安全的公路。交通工程已建成了現(xiàn)代高速公路，這種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，而采用互通式立體交叉或其他更為復(fù)雜的設(shè)計(jì)?，F(xiàn)代高速公路通常設(shè)有專門的車道，在那里當(dāng)車輛

7、要駛出公路時(shí)可減速駛?cè)霑r(shí)可加速。應(yīng)該盡量減少急彎或陡坡，以使能在不減速的情況下連續(xù)行駛。由于單調(diào)已被實(shí)踐證明是對(duì)安全有害的，故交通工程甚至要包括道路兩旁景觀的設(shè)計(jì)工作。</p><p>　　當(dāng)開(kāi)始建設(shè)一條新的公路時(shí)，被稱為推土機(jī)的大型運(yùn)土機(jī)械要沿著指定路線平整土地。平土和填土的運(yùn)土量都要預(yù)先計(jì)算出來(lái)。不論在哪里，都要盡可能使移除土壤的挖方量等于就近所需的填方量。遠(yuǎn)距離運(yùn)土是很昂貴的，而經(jīng)濟(jì)效益是工程師工作的一個(gè)關(guān)

8、鍵方面。</p><p>　　在運(yùn)完土方并根據(jù)道路設(shè)計(jì)的橫斷面定形之后，其他機(jī)械就為墊層做準(zhǔn)備。其中最主要的一種機(jī)械很可能是振動(dòng)壓路機(jī)，它被用來(lái)壓實(shí)地面，直至地面能承受將要壓在其上的基層及磨耗層傳來(lái)的重量。但是在許多情況下，必須用其他材料與土拌和而使土壤穩(wěn)定。這種材料可以是瀝青，也可以是混凝土漿或者其他物質(zhì)。</p><p>　　接著是基層，它或者是碎石，或者是用一種稀薄的混凝土鋪成，然后

9、才鋪磨耗層。磨耗層可以是一層瀝青，也可以是一排排鋼筋混凝土板?；炷谅访姹仨毞侄武佋O(shè)，每段之間留有膨脹縫，使其能在不同氣候條件下膨脹和收縮。鋪鋼筋混凝土磨耗層的一種方法是在澆筑一部份混凝土之后，再鋪鋼筋，鋼筋通常為格柵狀或網(wǎng)柵狀。為了保證良好的粘結(jié)，必須在澆筑完底部的后20分鐘之內(nèi)澆完頂層。另一種方法是先澆筑全部所需厚度的混凝土，然后再將鋼筋網(wǎng)按預(yù)定的標(biāo)高壓到混凝土當(dāng)中。</p><p>　　一組總稱為混凝土鋪路

10、機(jī)組的機(jī)器通常能以每分鐘四分之三米的速度完成所有的工序。一種新的，稱為滑膜鋪路機(jī)的單機(jī)，除了不能鋪設(shè)鋼筋網(wǎng)外，可以完成混凝土鋪路機(jī)組所能完成的所有工作。已經(jīng)研究出了一種新技術(shù)，就是先把鋼筋網(wǎng)安放就位，然后使機(jī)械通過(guò)并在鋼筋周圍澆筑混凝土?；や伮窓C(jī)能以每分鐘大約兩米的速度進(jìn)行工作。</p><p>　　飛機(jī)場(chǎng)跑道的施工也按類似的步驟進(jìn)行，只不過(guò)跑道用的水泥板比公路用的要寬的多。飛機(jī)場(chǎng)必須設(shè)計(jì)的不僅能夠承受大型噴氣

11、飛機(jī)的巨大荷載，而且還要能夠承受發(fā)動(dòng)機(jī)噴出的強(qiáng)烈的熱流。飛機(jī)的沖擊系數(shù)也不比汽車的大。公路與飛機(jī)場(chǎng)跑道的區(qū)別在于尺寸和強(qiáng)度，而不是設(shè)計(jì)和施工的方法。</p><p>　　如果說(shuō)大型混凝土高速公路是本世紀(jì)的交通奇跡的話，那么鐵路就是19世紀(jì)的交通奇跡。在1829發(fā)明蒸汽機(jī)車以前，人們也知道運(yùn)用鐵路運(yùn)輸。不過(guò)，當(dāng)時(shí)鐵路線路的長(zhǎng)度只限于馬或者其他動(dòng)物能夠拖著重物進(jìn)行短距離運(yùn)輸?shù)姆秶鷥?nèi)。這種鐵路大部分是和采礦作業(yè)一起興建

12、起來(lái)的。在蒸汽機(jī)車成為使用機(jī)器之后，建造鐵路的熱潮迅速興起，使鐵路網(wǎng)絡(luò)擴(kuò)展到世界各地。</p><p>　　到1920年，鐵路建設(shè)的鼎盛時(shí)期已經(jīng)基本結(jié)束。隨著汽車的使用日益廣泛，重點(diǎn)就轉(zhuǎn)移到公路建設(shè)上。除了有限的改進(jìn)，諸如電氣化等鐵路已不再被人們重視。不過(guò)，現(xiàn)在人們對(duì)鐵路又有了新的認(rèn)識(shí)。例如，日本人最近開(kāi)通了從東京到大阪的新干線，其高速列車在正常運(yùn)行時(shí)，平均速度為每小時(shí)166公里，并且達(dá)到了最高速度為每小時(shí)210

13、公里。甚至在許多鐵路都處于不景氣狀況的美國(guó)，特別是在其東部地區(qū)，對(duì)提供良好服務(wù)的興趣也正在增長(zhǎng)。不僅在美國(guó)，而且在其他國(guó)家的人們對(duì)建立城市快速交通系統(tǒng)也呈現(xiàn)的較大的興趣。</p><p>　　附件2：外文原文（復(fù)印件）</p><p>　　Transportation Systems</p><p>　　Transportation has always been

14、one of the most important aspects of civil engineering .one of the great accomplishments of the Roman engineers was the highway system that made rapid communication possible between Rome and the provinces of the empire.

15、The first school that offered training specifically in engineering was the School of Bridges and Highways, established in France in 1747. And in England, Thomas Telford, a roadbuilder, became the first president of the I

16、nstitution of Civil Engineers</p><p>　　Modern highways are still built according to the principles laid down in the eighteenth and early nineteenth cenruries by a Frenchman, Pierre Tresaguet, the Englishman

17、Telford, and a Scot, John L. McAdam. These men designed the first modern roads that had a firm footing, the surface on which the foundstion rested. Their roads also included good drainage and a wearing surface-the top le

18、velthat directly receives the wear of traffic-that could not be penetratated by water. Both Tresaguet and Telfor</p><p>　　These roads were adequate during the nineteenth century when wagons and carriages had

19、 tires made of iron or steel. When the automobile appeared at the beginng of the twentieth century, however, its rubber tires broke up the smooth surfaces. Therefore,the top layer was bound together more firmly by mixing

20、 the crushed rock with tar or asphalt. Millions of kilometers of roads throughout the world today have this kind of surface.</p><p>　　Basically, roadbuilding has improved in only two ways in the twentieeh ce

21、ntury. The first improvement involves the use of concrete for the wearing surface. The other is traffic engineering, the design of highways for high-speed, heavy-volume traffic, highways thathat are economical to build a

22、nd safe for vehicles and their passengers. Traffic engineering has produced the modern express highway that has only limited access and maximum safety controls. The angular intersections common on older road</p>&

23、lt;p>　　When construction on a new highway begins, huge earthmoving machines called bulldocers level the ground along the designated route. The amount of earth to be moved, both in leveling and filling , has been pre

24、viously calculated. Wherever possible, the amount in a cat where earth is being removed shoule be equlal to the amount needed for a nearby fill. Moving earth form a distant point is extremely expensive, and economy is a

25、critical aspect of an engineer’s work.</p><p>　　After the earth has been moved and shaped according to the design of the road, other machines prepare the footing . The most important of these is probably a v

26、ibrating roller, which compacts the earth until it can bear the weight of the base course ang wearing surface that will rest on it. In many cases, however, the soil must be stabilized by mixing some other material with i

27、t. This may be bitumen or a grout of concrete or some other substance.</p><p>　　The base course, which is made of either crushed stone or a layer of thinly-mixed concrete, comes next, the wearing surface, wh

28、ich may be a layer of asphalt or a series of reinforced concrete slabs, is then laid. A concrete surface be laid in segments separated by joints to allow for expansion and contraction under difffering weather conditions.

29、 One method of laying a reinforced concrete wearing surface is to put down the steel rods, usually in the form of a grill or mesh, after a certain propor</p><p>　　A group of machines collectively callled a c

30、oncrete train usually perform these operations at a rate of about three-fourths of a meter per minute. A single new machine called a slipform pawer can perform all the different jobs of a concrete train excep laying the

31、reinforcing mesh. However, a technique has been worked out in which the mesh is held in place before the machine passes over it and pours concrete aroung it . The slipform paver can operate at a rate of about two meters

32、per minute. </p><p>　　The construction of airport runways follows similar procedures, except that the slabs in a runway are much wider then those in a highway. Airport runways must also be designed to carry

33、the heavy load of the big modern jumbo jets, as well as to withstanf enormous blastes of heat from the engines of heat form the engines of the aircraft.The impact fatcor is also greater with airplanes than with automobil

34、es. Highways differ form airport runways, however, insize and strength rather than design and c</p><p>　　If huge concrete freeways are the transportation phenomenon of hort this century, then the railroads w

35、ere the transportation phenomenon of the nineteenth century . Transportation by rail was not unkonw before the invention of steam locomotive in 1892, but rail lines had been limited to the short distances over which hors

36、es or other draft animals pulled the load. Most of the lines were bugreat ilt in conjunction with mining operations. After the steam locomotive became a practical machine, a surg</p><p>　　By 1920 the age of

37、railroad building generally seemed to be over. As automobiles came into increasingly wider use, the emphasis shifted to highway consruction. Except for few improvements such as electrification, railroads were neglected.

38、Now, however, there is a renewed interest in railroads. The Japanese for example, have recently opened the Tokaido line between Tokyo and Osaka, with express trains that average 166 kilometers per hiur and reach speeds a