路桥工程专业外语课文

Lesson 1 Careers in Civil EngineeringMany civil engineers, among them the top people in the field work in design. As we have seen ,civil engineers work on many diferent kinds of structures , so it is normal practice for an engineer to specialize in just one kind . In designing buildings ,engineers often work as consultants to architectural or construction firm.Dams, bridges, water supply systems and other large project ordinarily employ several engineers whose work is coordinated by a system enginneer who is in charge of the entire project . In many cases engineers from other disciplines are involved .In dam project , for example , electrical and mechanical engineers work on the design of the powerhouse and its equipment. In other cases , civil engineers are assigned to work on a project in another field ; in the space program , for instance ,civil engineers were necessary in the design and construction of such structures as launching pads and rocket storage facilities .Construction is a complicated process on almost all engineering projects. It involves scheduling the work and utilizing the equipment and the materials so that costs are kept as low as possible . Safty factors must also be taken into account , since construction can be very dangerous . Many civil engineers therefore specialize in the construction phase.11许多土木工程师在设计领域工作,他们中的许多人是这个行业的佼佼者。

专业英语English article in Civil Engineering (土木工程专业英语课文)Lesson1Careers in Civil EngineeringEngineering is a profession, which means that an engineer must have a specialized university education. Many government jurisdictions also have licensing procedures which require engineering graduates to pass an examination, similar to the bar examination for a lawyer, before they can actively start on their careers.specialized专门的, 专科的 jurisdiction管辖权，权限 license许可（证），执照 bar 律师业土木工程是一个意味着工程师必须要经过专门的大学教育的职业。

许多政府管辖部门还有（一套）认证程序，这一程序要求工科毕业生在他们能积极地开始（从事）他们的事业之前，通过（认证）考试, 这种考试类似于律师职业里的律师考试一样。

In the university, mathematics, physics, and chemistry are heavily emphasized throughout the engineering curriculum, but particularly in the first two or three years. Mathematics is very important in all branches of engineering, so it is greatly stressed. Today, mathematics includes courses in statistics, which deals with gathering, classifying, and using numerical data, or pieces of information.mathematics n.数学 curriculum n.课程 branch n. (学科)分科 stress 强调 courses n.课程,路线statistics n. 统计学,统计 deal with涉及，处理An important aspect of statistical mathematics is probability, which deals with what may happen when there are different factors, or variables, that can change the results of a problem. Before the construction of a bridge is undertaken, for example, a statistical study is made of the amount of traffic (which) the bridge will be expected to handle. In the design of the bridge, variables such as water pressure on the foundation, impact, the effects of different wind forces, and many other factors must be considered handleundertake vt.承担 amount of traffic n.交通量 impact碰撞，冲击 Variable 变量大学里, 工科课程中着重强调数学、物理, 和化学,尤其在开始的二到三年。

道路桥梁工程技术英语Road and bridge engineering is a fascinating field that requires a blend of technical know-how and innovative thinking. You know, it's not just about building roads and bridges, it's about creating connections that bring people and places together.When it comes to road design, we have to consider so many factors the terrain, the weather, even the traffic flow. And with bridges, the challenge is even greater. We have to make sure they can withstand the weight of vehicles, but also the force of nature like strong winds and currents.One of the coolest things about this job is the use of advanced technology. We've got drones flying overhead, scanning the ground for any potential obstacles. And software simulations help us predict how our designs will perform in real-world conditions.Did you know that bridges can be so much more than justa way to cross a river? They can be works of art, too! Some bridges are designed with beautiful architecture, making them landmarks in their own right.Safety is always a top priority in road and bridge engineering. We have to make sure our designs are sturdy and reliable, so that people can travel safely. Regular inspections and maintenance are key to keeping things running smoothly.But it's not just about the technical stuff. Communication is a big part of this job, too. We have to work closely with other professionals like.。

Unit 1 Highway Introduction公路简介(1) Road classification道路分类Road路,道路,公路, highway公路;干道, freeway高速公路;高速干道, expressway高速公路, street街,街道,(2) Road concept道路概念Road layout道路布局,planning 城市规划,土地规划, spacing 间隔, network网状物;网状系统, location位置;场所,所在地, terrain 地形;地势, drainage排水系统,排水设备;下水道, survey 测量,勘测,测绘(3) Road structure道路结构Alignment线型surface面,表面, subgrade路基,地基curvature弯曲, (几何)曲率, gradient 坡度,倾斜度, ditch沟;壕沟,水道,渠道, turnout产量,产额,4) Materials材料Gravel 砂砾,碎石,石子dirt污物;烂泥;灰尘,泥土, soil土,泥土,土壤, asphalt沥青;柏油, cement水泥, concrete 混凝土的, 具体的Rubble毛石，块石, flag薄层，薄层砂岩, stone石,石头,石块, slab石板，厚板,平板;厚片, grout薄泥浆;水泥浆,石灰浆lime石灰, cement水泥,胶结材料Bottom layer底层/intermediate layer中间层/upper layer上层/top layer顶层The Empire帝国/ the Dark Ages黑暗时代/ the Middle Ages中世纪Topograph地形图/topography地形;地形学;地形测量学/topographic地形(学)上的Turnpike收费公路/toll system收费系统/ETC –Electronic Toll Collection电子收费3. Highway types公路类型Freeway高速公路;高速干道: freeway/expressway高速公路Controlled access highway控制进入高速公路Conventional highway传统的公路Highway公路;干道: arterial highway干线公路/bypass旁道,旁路/divided highway双向分隔行驶的公路;双向之间有分车带的公路/through street通过街/through highway通过公路Parkway停车道Scenic highway风景公路Street街,街道: Cul-de-Sac street小路尽头的街道/dead end street尽头街道/frontage street正街/local street地方街道Road路,道路,公路: frontage road街面道路/local road地方道路/toll road 收费道路(bridge桥,桥梁, tunnel隧道,地道)1. Technical termsCross section横断面/ Profile 纵断面(图),剖面(图)/Plan view平面视图Longitudinal section/ Transverse section 纵/横截面Lane/ Multilane/ Multiple lanes行车/多通道/多车道Roadway巷道Through traffic/ Local traffic/ Traffic island通过交通/交通/交通岛MedianRoadbed/ curb/ shoulder路基/ 路边,(人行道旁的)镶边石,边栏/肩Right-of-way 公路用地Surface course表面过程/ Wearing course磨损过程/ Basecourse基层/Flexible pavement柔性路面/ Rigid pavement刚性路面Cohesion凝聚力/ cohesive有粘着力的;凝聚性的;有结合力的Roadbase基层/ Subbase基层Crack/ Break/ Stress/ Distress裂纹/打破/压力/痛苦,窘迫的Modulus of elasticity弹性模量2. Main points1 Geometric Cross Section on Highway几何截面的公路上1.1 Lane巷1.2 Median位数1.3 Outer separation外部分离1.4 Roadbed路基1.5 Roadside路边1.6 Roadway巷1.7 Shoulder肩1.8 Travel way旅行方式Unit 4 Asphalt and Mix Asphalt沥青和沥青混合Technical termsMix/ mixture/ compound混合/混合物/复合Petroleum石油/ crude oil原油/ gasoline汽油/ diesel柴油/ gas可燃气;煤气;沼气/ petrol汽油Bitumen沥青/ bituminous 沥青的;含沥青的/ pitch搭(帐篷);扎(营)/asphalt沥青/ asphaltum沥青/ tar焦油;柏油,沥青Hydrocarbon碳氢化合物/ hydrau液Destructive distillation破坏性蒸馏Disulfate硫酸盐Emulsify乳化/ emulsion乳胶;乳状液/Dilute稀释/ diluents稀释剂/solvent有溶解力的/ cutter stock刀具的库存Oxygen氧,氧气/ oxidize使氧化/ oxidation 氧化(作用)/ oxidization 氧化/ dioxide二氧化物/ hydrogen氢/ sulphur硫磺Waterproof不透水的,防水的Acid/ alkalis/ salt/ alcohol酸/碱/盐/酒精Liquid/ fluid/ liquor/ liquefy液/液/液/液化Semi-solid半固态/ hard-brittle solid硬脆性固体/ water-thin liquidBinder粘结剂,捆缚(或包扎)用具;绳索,带子/ sticky粘的;涂有粘胶物质的;泥泞的/ viscous粘的/ adhesive粘的;粘着的;有粘性的/ viscosity粘质;粘性Hard-surface硬地/ hard-face硬面/ hard-surfaced road坚硬的路Tack coat粘结层Cut-back asphalt稀释沥青Penetration. 针入度Versatility多样化的/ flexibility易曲性;适应性,灵活性;弹性/ durability耐久性/ ability能力;能耐/ capacity 容量, 能力,才能,接受能力,理解力/ compactability紧/Rigidity 坚硬;严格;刚直;死板/ strength强度;(酒等的)浓度/ hardness硬性;硬度/ elastic 有弹性的,有弹力的/ rigid坚硬的;坚固的;不易弯曲的/ modules of elasticity弹性模数/Cold temperature cracking低温开裂/ warm temperature rutting高温车辙Performance 履行;实行;完成,演出/ grade等级;级别;阶段/ Performance Grading性能分级(PG)Aggregate使聚集Bin (贮藏谷物等的)箱子,容器,仓/ dryer干燥剂,催干剂/ pug mill练泥机/ drum鼓状物;圆桶/ tank (贮水,油,气等的)柜,罐,箱,槽latex乳汁;乳胶sulphur extended asphalt硫磺沥青混合料sulphur dioxide二氧化硫hydrogen sulphide硫化氢1. Technical termsStability 稳定,稳定性/ stabilize 使稳定,使稳固/availability有效;有益;可利用性/ available 可利用的,可得到的/Sense 感觉;意识;观念/ sensitivity敏感性;感受性Solubility 可溶性, 溶解度/ soluble 可溶解的/ solution溶解,解答;解决(办法); /Rutting车辙/ rust锈,铁锈;(脑子等的)迟钝;(能力等的)荒废/ tar焦油;柏油,沥青Roadstone石马路By-product副产品/ coke 焦,焦炭,焦煤/ coal gas 煤气/ kerosene煤油,火油Residue 残余,剩余,滤渣,残余物/ residual残留的;剩余的/ remain剩下,余留strengthen 加强;增强;巩固/ strength 力,力量, 强度/ deformation 毁坏;变形/ deform 使变形/ reform 改革,革新,改良elastic有弹性的,有弹力的/elasticity 弹性;弹力/plastic可塑的,塑性的/plasticity 可塑性;适应性;柔软性/chipping碎屑permanent永久的,永恒的;永远的, 固定性的;常在的/ temporary 临时的;暂时的,一时的poise使平衡;使平稳/ Dyne达因/ Newton 牛顿stiffness劲度/ stiff 硬的,僵直的,僵硬的/ stress压力;紧张;应力/ strain拉紧;拖紧;伸张/ fatigue疲劳,劳累Deduce演绎,推论/ deduction 扣除,减除,推论;演绎(法/ composition 构成;构图;成分penetration test渗透测试/ softening point test软化点试验/ ring and ball test环和球试验internal diameter 内部直径/ external diameter外部直径sample样品,样本;例子,实例/ water bath水浴arbitrary反复无常的,任性多变的;独断的,专制的/ pragmatic 实际的;实干的/ pragmatism 实用主义/fluidity 流动性;流状;易变(性)/ segregate分离/ susceptibility敏感性/ susceptible 敏感的, rheology流变学/ rheological 流变rolled asphalt碾压沥青synthetic polymer 合成聚合物/ additive附加的epoxy resin环氧树脂impart to传授/ deter威慑住,吓住;使断念/ deterrent 威慑的;遏制的container terminal集装箱码头/ airfield apron机场停机坪Unit 5 Cement and Concrete水泥和混凝土A. Technical termsCement水泥,胶结材料/ chalk粉笔/ matrix矩阵Cementitious 水泥Calcium钙/ calciferous钙/Lime石灰/ limestone石灰石Silica 硅土,二氧化硅/ silicate硅酸盐Aluminium铝/ alumina氧化铝/ aluminate铝sinter烧结coarse clinker粗水泥熟料calcium aluminate 铝酸钙/ calcium silicate硅酸钙hydrate水合物/ cure治疗/Work工作/ workable 可使用的,可运转的/ workability可使用性Shrinkage收缩/ swell膨胀/ swellable膨胀/ swellability溶胀strain拉紧;拖紧;伸张grout薄泥浆;水泥浆constituent组织/ ingredient成分/ component组成Thermal热的;热量的/ thermal coefficient of expansion热膨胀热系数Compressive strength抗压强度/ tensile strength拉伸强度Compressive压缩/ tensile 拉伸Reinforce加固/ reinforcing bar钢筋/ reinforced concrete钢筋混凝土Stiffness劲度Vulnerable脆弱的Efflorescence 风化/ weather天气/ weathering气候Column 柱/ volume体积/Pressure vessel压力容器1. Technical termsPrestress预应力Crew船员Contract 合同/ contractor承包商Resident engineer驻地工程师Inspector检查员Structural member结构构件Steel strand钢绞线Bridge girder桥主梁Pier cap墩帽Deck slab甲板Pretensioning先张法/ post-tensioning后张法Precast预制/ cast -in-place就地浇Box girder箱梁Predetermined stress预定压力Stretch拉伸/ relax 放松/ shorten 缩短/ induce诱导Duct 输送管;导管/ conduit导水管,导管/ pipe管,导管,输送管/ tube 管;筒/ canal管,道/ vessel 容器Anchor 锚/ Anchorage锚具corrosion腐蚀;侵入rebar钢筋/ reel卷轴tarpaulin 防水油布condense压缩/ condensation冷凝require要求/ requisite必要/ prerequisite不可缺的;事先需要的uniform 制服/ uniformity统一vary使多样化/ various不同的;各种各样的,形形色色的/ variable / variationcamber deflection 上弯翘起挠度creep蠕变Standard Specification 标准规范/ Sampling Guide取样指南Couple一双（对）/ coupler联结器Stir搅拌/ stirrup镫筋,箍筋/Web网络/ flange凸缘/ rib肋,肋骨/ side form形式Flimsy脆弱的Galvanize strip steel 镀锌带钢/ sheet steel钢片Weld焊接;熔接;锻接，使结合/ seam 缝;接缝,缝合处,接合口;裂缝Helical螺旋/helically螺旋形的/ helicopter直升飞机Contra-flexure反向弯曲/ parabolic curve抛物曲线Uplift隆起的Wobble摆动/ twist扭转;扭弯;旋转/ spall破碎Case事实，实例，案件/ Encase装箱Increment增加;增加量;增额Slack松弛的,不紧的;不严的Pressure gauge压力表/ load cell负载单元/ stretcher担架/ dynamometer动力计;力量计;握力计Dead end 尽头;困境/ stressing end强调结束Elongation measurement伸长测量法Spliced strand拼接链Tendon筋腱、预应力钢索、钢筋束Inject注射/ eject 逐出,轰出；喷射,吐出/ injection /ejectionVent通风孔,排气孔/ slut邋遢女子/ inlet valve入口阀Unit 6 Measuring Technology and Equipment测量技术及设备A. Technical termsSurvey测量/ surveyor测量员Horizontal/vertical/plumb/slope/ plan/plane垂直/水平/垂直/倾斜/计划/飞机Elevation高程Odometer 测距仪Circumference 圆周;周长/ circle圆/ circulate流通；传播/ circular 圆Tape带子,线带Tacheometry 视距测量Stadia 视距Theodolite /transit 经纬仪Rod 测杆、标尺Telescope望远镜Topographic survey地形测量Topographic mapping地形测绘Hydrographic mapping水文图Electronic distance measurement(EDM)电子距离测量Terrain地形;地势Electromagnetic电磁(体)的Velocity/speed速度/速度Band传送带；带,细绳Infrared/ ultraviolet 红外/紫外Module/ modulate模块/调节Passive/ active/ positive/ negative 被动/主动/积极/消极Perpendicular/ parallel 垂直/平行Clinometer / abney 测斜仪/水准仪Sextant六分仪/ sexagesimal 六十分数Compass界线;周围,圆规Protractor 量角器Unit 8 The Subgrade Design and Construction Technology路基设计与施工技术A. Technical termsUppermost / top soil 最上面/土壤Embankment / excavation路堤/挖掘Fill / cut填充/切割Foundation建立,创办；基础;基本原则Organic / inorganic / organ / organization有机/无机/机关/组织Imported soil / borrow sources进口/借用来源Dense / density / condense密/密度/凝结Moisture content含水量Classification分类;分级Differ / different / difference / differentiate不同的/不同/不同/分化Cobble / gravel / sand / silt / clay卵石/砾/砂/泥/粘土Fine grained soil细粒土Dry mass / dry matter干质量／干物质Semi-weathered半风化In-situ在原处;在原位置Infer推断Resilient modulus 回弹模量Manual 手的;手工的;用手操作的；体力的Backcalculate 反演计算Overlay覆盖;铺在...上面;镀；压倒Prototype原型;标准;模范Frost冰冻/ thaw融化,融解/ heave举起,拉起, /Guide / guidance / guideline指导/指南/指导方针Expansive soil 膨胀土Bentonitic shale 膨胀土页岩Soil modifier土壤改良剂Culvert阴沟;地下电缆管道；涵洞桥Form / formulate / formulation / formula形式/制定/公式化；规划;构想/公式Title——Highway Subgrade Construction公路路基施工1. Technical termsExcavation挖掘;开凿Borrow pit借土坑Sidestep回避Borrow ditch借沟Dispose / disposal处理/处置Surplus material剩余材料Approach接近,靠近Conforming / nonconforming material合格/不合格材料Top soil / superficial coatTurf 草皮土壤/表层stake mark危险标记subgrade edge路基边缘top of slope / foot of slope顶坡/坡脚berm 便道peg 桩facility 设施silt 泥沙,淤泥/ scour 冲刷permeable有渗透性的;可穿过的/ torrent 急流earthwork 土方量over-excavation挖blast 爆炸,爆破/ fetch soil 取土transverse 横向的;横断的;横切的/ longitudinal excavation纵向开挖hauling牵引backfill 回填self-dumper 自卸车segment / segmental部分；线段side wall侧壁rock filling填石/ borrow filling 借方填筑compaction machine压实机/ rolling passes碾压cut off切断;中断provided 以...为条件;假如(that)bench长凳;长椅；法官席;法官;法庭tamp / tamper 夯具Unit 9 Pavement Design and Construction Technology 路面设计与施工技术A. Technical termsSkid / skidding 打滑/集材/拖曳Free-draining自由排水Standing water站在水Imported/treated material进口/处理材料Platform平台,台Bound/unbound material绑定/绑定材料Bitumen-based material沥青基材料Unbound granular material松散颗粒材料Ingress入口Regular / Regularity /regulate定期/规律/调节Permeable / impermeable / permeability 渗透/渗透/渗透impermeability不渗透性Texture组织,结构,质地Tolerance忍耐,忍耐力；宽容,宽大Deep-seated 根深蒂固/由来已久/顽固的Remedy / remedial / diagnose药物/治疗/诊断Propagate / Propagation / propaganda路床面宣传/传播/宣传Formation 形态,结构Deem 认为Clear-cut 轮廓鲜明的/ 清晰的/ 皆伐Onset 开始Design life设计寿命Roadwork道路工程Discount折扣;打折扣1. Technical termsMacadam碎石Impetus 动力/推动Rubble瓦砾Avenue / street / road 路/街/路Stone Matrix Asphalt (SMA) 沥青玛蹄脂碎石混合料Sprayer喷雾器Gritting machine 铺砂机Mixing plant搅拌设备Spreader散布者；(涂奶油用的)奶油刀Paver摊铺机Roller 滚动物;滚柱;滚筒;滚轴Road binder道路粘合剂Guss asphalt/concrete 摊铺地沥青/混凝土Stone quarry 采石场Wear and tear磨损Unit 10 Highway Alignment Design 公路线形设计A. Technical termsHorizontal/vertical alignment水平/垂直对齐Configuration. 结构;表面配置Safe operating speed安全操作速度Sight distance视距Highway capacity / traffic volume公路容量/交通量tangent正切;切线Superelevation 超高Rate of grade change速度等级变化Horizontal/vertical curve 水平/垂直曲线criteria(判断、批评的)标准,准则,尺度simple circular curve简单的圆曲线spiral transition curve 螺旋缓和曲线compound curve 复合曲线sharp curve锐曲线sharp/slight curvature 急剧的；锋利的;尖的/轻微弯曲swept path扫路centerline. 中线runoff决赛;终投票outline外形;轮廓minimum curve radii最小曲线半径long / length / lengthen长/长度/延长reverse curve 反向曲线superelevation transition超高过渡providing / provided (that) 假如…urban / suburban / rural城市/郊区/农村stopping/passing sight distance停止/超车视距multiple decision point多个决策点sight line瞄准线middle ordinate 中距/正矢no-passing zone禁区1. Technical termsGrade line分数线Crest/sag vertical curve嵴/凹形竖曲线Auxiliary lane辅助车道Maximum/minimum grade最高/最低等级Detrimental有害的warp使变形;使弯曲;Standpoint观点Climbing lane爬坡车道Offset补偿;抵消Ramp exit gore匝道出口高尔Headlight beam前照灯光束Encroach侵犯Ponding water积水Water table地下水位Pavement box路面盒Prism棱柱(体),角柱(体)Balance point平衡点Unit 14 Bridge Introduction 桥梁简介A. Technical termsPipeline / cycle track / pedestrian管道/周期轨道/行人Superstructure / substructure上层建筑/结构Single storey building单层建筑物Handrail扶手/ guardstone守护石Bearing 关系,关联；举止,风度;体态Plan view平面视图Pier墩,墩/abutment桥墩;桥基;桥台；毗邻;接界处/wingwall翼墙/approach接近,靠近/apron 裙板Rivetment 固结Masonry石造工程;石造建筑Retaining wall挡土墙Subsoil / Earthfill地基/填土Well foundation 井筒基础Footpath小径,(乡间)小路Parapet wall 栏杆、女儿墙Topple 倾覆Buckle 受弯屈服Arch bridge 拱桥/Three Gorge三峡/ span墩距;跨度slab bridge / 板桥T-beam T梁bow string girder bridge 弓弦梁桥suspension bridge吊桥Cable-stayed bridge斜拉桥steel bridge桥梁钢rainbow bridge彩虹桥Niagara river 尼亚加拉河Shutter百叶窗;活动遮板Head room头部空间Tie beam系梁Thrust用力推；刺；插;塞;挤出(路)Arch rib 拱肋Suspender / stay吊带/保持Tower塔;塔楼;高楼Orthotropic deck正交异性桥面Continuous girder连续梁Three-dimensional三维Stiffening girder加劲梁Transverse/longitudinal/radial bracing横向/纵向/径向支撑Moment of inertia转动惯量Truss bridge桁架桥Rigid frame bridge刚构桥Axial force轴向力Portal frame门架Clearance清除,清扫;出空；空地;空隙Spandrel braced arch 腹拱、肩拱Trussed arch桁架拱桥1. Technical termsInclement恶劣的Investigation / FBI调查/调查局Reconnaissance侦察;勘察;事先考查Feasibility可行性;可能性Right angle直角Erosion侵蚀;腐蚀Whirl / cross current / scour旋转/交叉电流/冲刷render给予,提供；使得,使成为inerodable strata地层High Flood Level(HFL)高水位Discharge排出(液体,气体等)；允许...离开;释放;解雇Waterway航道Pier thickness桥墩厚度High flood大洪水Current meter电流表Velocity rod流速杆Free board自由板Catchment area汇水盆地,汇水区域Watershed转折点;关键时刻；流域Boring 钻孔、钻探Rainfall降雨,下雨;降雨量Span墩距;跨度Culvert涵洞桥Ordinary Flood Level(OFL)普通洪水水位Low Water Level(LWL)低水位Afflux 雍水Head room头部空间Viaduct 高架桥Trestled bent栈桥弯曲Causeway 漫水桥Submersible潜水Cross-drainage横向排水Temporary/ permanent bridge临时/永久性桥Deck/through/semi-through bridge上/下/中承式桥Formation 建造、路床面Pony小马；小型的东西Headway进展Vertical lift bridge 垂直升降桥Bascule bridge开合式桥Swing bridge 旋开式桥Box/pipe/arch culvert盒/管/拱涵Cast iron铸铁;生铁Bearing capacity承载能力Earth cushion地垫Unit 15 Bridge Superstructure桥梁上部结构A. Technical termsWeight limit重量限制supplier供应者Span Arrangement跨径布置Bridge Project Manager大桥项目经理Redundant多余的,过剩的specification 规格;明细单;详细计划书Fracture critical骨折的关键Collapse倒塌；崩溃,瓦解Ability / Inability能力/能力Bolt螺栓stringer纵梁;纵桁span / single-span / multi-span跨度/单跨/连栋continuous spans连续跨越steel/concrete superstructure bridge钢筋混凝土桥梁rolled beam 辊压梁cover plate盖板welded plate girder焊接板梁box girder 箱梁truss扎,捆,缚,绑；用构架支撑cable stayed斜拉tied arch 系杆拱桥vertical/inclined web垂直/斜腹板top/bottom flange plate顶部/底部法兰盘hollow rectangular/trapezoidal section空心的矩形/梯形截面aesthetics美学torsional resistance扭阻力curved bridge曲线桥stringer / floor beam斯特林格/地板梁top/bottom chord顶部/底部和弦vertical/diagonal member垂直/斜成员lateral/sway bracing侧/斜撑axial load/force轴向载荷/力量concrete deck / steel girder混凝土桥面/钢大梁Box beam箱梁Strongback定位板Fabricate / fabrication / fabricator制造/生产/制造Balanced cantilever平衡悬臂Strain gage应变计Homogeneity / non-homogeneity 均匀/非均匀性Erratic 不定、无规律的Deflection偏斜;偏向;挠曲;偏度;挠度Mid-span / middle span / side span跨中/ 中跨/ 边跨Yield出产;结出(果实);产生(效果,收益等)Non-linearity非线性的Prescribe规定,指定Limiting strain极限应变flexure弯曲;弯曲部分,曲率neutral axis中性轴centroid距心lever arm杠杆臂resultant compression/tension/force/load由此产生的压缩/拉伸/ /载荷equivalent stress block等效应力块investigation / FBI调查/调查局under-reinforced / over-reinforced少筋/ 超筋stress intensity应力强度product产品,产物;产量;出产nomenclature学术用语;术语表Unit 16 Bridge Substructure桥梁下部结构A. Technical termsCap-and column type pier柱式墩帽Strut 支撑、加固T-type pierT型Hammerhead pier锤头码头Taper逐渐减少;逐渐变弱Rectangular/oval column矩形或椭圆柱Wall type pier墙式墩Strut and tie model拉压杆模型footing(稳固的)地位;基础single column/multi-column单/多列concentrated load集中荷载wall abutment墙台caisson 沉箱gutter 槽stepped/terraced wall configuration加强/梯田壁配置stub abutment直式桥台integral abutment整体式桥台wingwall 翼墙bridge seat 桥座backwall 背墙stem柄,把,杆approach slab 搭板contour轮廓;轮廓线；外形;结构1. Technical termsSpread footing扩展基础Cofferdam 围堰Negative skin friction / downdrag force负摩/下拉荷载力Friction pile摩擦桩End bearing pile端承桩Drilled caisson钻孔灌注Constructibility可构成性Embedment嵌入Casing箱;盒Confinement curbing约束控制Wire mesh basket 网笼Gabion 枝条筐streambed河床Unit 20 ——Construction Management and Cost Estimate 施工组织与概预算A. Technical termsSchedule 进度表Event / task / action /activity活动/任务/行动/活动Ultimate disposition 最后安排Expense / expenditure / cost费用/费用/成本Recast重铸Uncertainty不确定;不确信;易变;不可靠Production rate / productivity生产效率/生产力Gantt chart / bar chart甘特图表/图表Superimpose叠加Critical Path Method (CPM)关键路径法Critical task关键任务Logic diagram逻辑图Superintendent监督人,监管者Activity-on-the-arrow (AOA)活动箭Activity-on-the-node (AON)节点活动Dummy activity 虚拟工序Early start time / late start time开始时间早/晚开始时间Early finish time / late finish time最早完成时间/最晚完成时间Double line / bold line / color highlighted line / dash line双行线/颜色/大胆突出线/虚线Float / total float / free float 浮动/总时差/自由浮动interfering float 时差Preceding activity / succeeding activity前面的活动/后继活动Title——Construction Cost Estimate 建筑成本预算1. Technical termsBreakdown故障,损坏,崩溃;破裂Parameter / parametric参数/参数Direct/indirect cost直接/间接成本Finance / budget财务/预算Craftman钱包Scheme / schematic计划/方案Unit cost/price单位成本/价格Lump sum总金额Site visit网站访问Checklist核对用的清单Take-off脱下;移去；起飞；休假Overhead / profit / bond费用/利润/债券Escalation / contingence升级/偶然Shift 转移;替换,推卸Craft行业,职业Ownership and operating cost所有权和经营成本Dozer / bulldozer推土机/推土机Vendor 卖主Tax税;税金Markup 售价Similarity / dissimilarity相似/相异Unit 21 Tendering and Contract 投标与合同A. Technical termsTender敏感的,嫩的;柔软的；温柔的,体贴的Bid / bidder招标投标Agreement同意,一致；协定,协议Bond结合力;联结,联系Insurance保险;保险契约Makeup补足；编造；组成Owner / architect / designer / supplier / party业主/建筑师/设计师/供应商/派对Public agency / private company公共部门/私营公司Responsibility职责,任务;义务,负担General/special/technical provision一般/特殊/技术discretion判断力;辨别力；谨慎,考虑周到addenda补遗;追加；附加物Title——Types of construction contracts and bonds建筑合同和担保的类型1. Technical termsNegotiation / renegotiation协商/谈判Arctic / Antarctic北极/南极Cost plus a fixed fee成本加固定费用Cost plus a percentage成本加百分比Incentive刺激;鼓励;动机Thrifty 节约Innovation革新,改革,创新Compensate补偿,赔偿;酬报Procure 获得、实施Popular / popularity / population流行/流行/人口Recoup 收回surety / obligee担保/债权人forfeiture 没收、罚金penal / penalty刑法/处罚underwrite / constraint认购/约束default 违约option选择;选择权;选择自由lien 扣留权、留置权。

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。

Lesson 9Design of the alignmentThe vertical and horizontal layouts(布置、定线) of the highway make up the alignment(定线、线形). The design of the alignment depends primarily (主要的、第一的)on the design speed （设计速度）selected for the highway.公路的垂直和水平布置组成了线形。

线形的设计主要取决于公路限定的设计车速。

The least costly alignment is one that generally takes the form of the natural topography （地形）. Often this is not possible, however, because the designer has to adhere to（符合）certain standards（标准）that may not exist on(依靠…而生存) the natural topography.最经济的线形设计一般是一条顺应自然地形的路线。

然而，这通常是不可能的，因为设计师必须遵循一些特定的技术标准，而这些标准也许并不能适应地形。

It is important that the alignment of a given section has consistent（相容的、一致的）standards to avoid sudden changes in the vertical and horizontal layout（布置、定线）of the highway. It is also important that both horizontal and vertical alignments be designed to complement（互相补充）each other, since this will result in a safety and more attractive（有吸引力的）highway.重要的是给定截面的线形要保持标准统一，避免公路的纵向和横向布局上出现突变。

第七课：Prestressed Concrete Beam Construction Technology预应力混凝土梁桥施工技术Text: New Technologies of Prestressed Concrete BridgesReading Material: The Incremental Launching Method In Prestressed Concrete Bridge ConstructionText: New Technologies of Prestressed Concrete Bridges1 Review of externally prestressed concrete bridgeThe world’s first externally prestressed concrete bridge was built in Aue, Saxony from 1935 to 1937 based on a concept proposed by Dischinger (DRP 727429). The beam bridge had a variable depth, three spans (25.2m-69.0m-23.4m) and the central span consisted of cantilevers with a simply supported beam in the middle. Suspended unbonded tendons running outside the concrete cross-section were used. However corrosion of the tendons and higher than anticipated loss of prestress caused by creep and shrinkage lead to problems with this bridge.After 1945 developments in bridge construction in Germany were concentrated on internal, post-tensioned systems. However, external prestressing was used in both Belgium and France. In Germany the corrosion resistance of external tendons was considered to be inadequate at that time, whereas post-tensioned bridges with internal tendons appeared unproblematic and so only this construction method was further developed and applied.Nevertheless, the corrosion protection systems were improved by the middle of the 1980’s. And so external prestressing seemed to be a viable alternative to conventional internal prestressing. This method was first used for special applications (e.g. strenthening) and later for standard applications as durability and long-team maintenance considerations became of prime importance. Some pilot projects were constructed of which the valley bridge Ruderting in Bavaria was one. This construction method proved very successful. The good experiences with the external prestressing in bridge construction and the benefits in maintenance were the main reasons for the introduction of external prestressing as the standard design method for box ggirder bridges in Germany.2 Technology2.1 Layout of TendonsBasically two different layouts for the external prestressing tendons can be chosen. Examples are presented in section 4.1) Deflected tendonsThe tendons are deflected over the columns as well as in the spans, e.g. at mid-span (Fig. 17-1a). Deflection saddles must be used in this case. The shape position of the deflection saddles must be carefully controlled, therefore often precast concrete elements or steel units are used.2) Straight tendonsThe tendons are placed straight and eccentric within the cross section. Two cross girders or other anchorage systems are necessary in every span to anchor the tendon forces (Fig. 17-1b).2.2 Construction MethodsSpan-by-span implementation with falsework, scaffold carriage or incremental launching were used in the pilot projects. Dependent upon the construction method one of the following tendon layouts may be chosen:*straight or deflected*combination of both layouts*centric, straight tendons for the construction can be reconstructed into a deflected shape (for example by applying the incremental launching technique )*furthermore internal and external prestressing in combination is possible (incremental launching )2.3 External Prestressing SystemsAt the moment several external prestressing systems are approved by the construction authorities for use in the market in Germany. In addition almost every producer is developing new systems. So it is expected that the variety of products available in the market will expand.3 Standard Design MethodAs a result of the favorable experiences gained during the pilot projects the highway authority decided to introduce external prestressing as a standard design method for box girder bridges. The authority expects the following advantages, especially with regard to durability and maintenance:*the tendons are easily controllable and verifiable*they are replaceable*they can be subjected to a secondary tensioning (re-stressing)*they have a high quality, industrial corrosion protection*the stress from traffic vibration is small*partial prestressing can be utilised for economic construction, exhibiting ductile behavior equivalent to a larger quantity of conventional reinforcing*the web of the superstructure is free of tendons, making placing of the concrete easier*the construction site is less weather dependent because no grouting of tendons is necessary In Germany a code for prestressing with external tendons is not introduced by the building administration. Therefore the road administration has invited experts to formulate regulations which are based on the experience gained from the pilot projects undertaken.4 Example4.1 Pilot Project RudertingIn 1994, the vally bridge Ruderting, on route 85 from Passau to Cham, was designed as a Bavarian pilot project using external prestressing. This bridge has 6 spans (36 m + 4×45 m + 36 m) , and crosses the vally Haselbachtal at a height of approximately 43 m. The straight routing and light curvature of the gradient offered the optimal requirements for the use of external prestressing.A detailed invitation to tender was prepared by the highway administration in Passau in co-operation with the author. A box girder was chosen for the superstructure, with a height of 2.7 m and a regular span of 45.0 m (slenderness = 1/16.7). Partial prestressing was planned.No construction method was specified in the design. The 252 m long bridge could be built with falsework or with incremental launching. Therefore, both possibilities were pre-investigated and included in the design. The prestressing system was not specified. However, all prestressing systems should have been approved by the appropriate regulatory authority.The draft by the highway administration was advertised Europe-wide. Alternative bids were allowed under the following conditions:*no change in spans and overall length*Slenderness of superstructure h/L≤1/16*The tendons must be exchangeable under the full traffic load of bridge*announcement of failure through crack formation*possibility of an increase in traffic load by 20% through structural provisions for 4 additional tendons*no transverse prestressingInitially, 9 bidders submitted 9 main offers and 12 secondary offers. On analyzing the offers, a special offer from the contractor Bilfinger & Berger Bau AG was the most economical and so obtained the contract.This special offer chose straight tendons for prestressing the 2.60 m high box girder.About 2/3 of the tendons were in a eccentric position. They ran along the bottom in the range of the spans and under the deck slab in the range of the columns. The anchoring of these tendons was performed in the opening of the span cross girders, which were placed 8 m in front and behind the column cross girders. The remaining tendons were placed at the centroid of the cross section area and are only anchored in the final state in the end cross girders. Due to the slight sag of the bridge, the continuous, coupled tendons had to be deflected at two saddles. The construction of the superstructure followed in three sections on falsework.4.2 V alley Bridge TrockauThe renovation of the 60 years old highway A9, the most important connection between Bavaria and the newly-formed German states, necessitates this new bridge building. The bidding for the 6 lane highway bridge was performed by the local highway authority in the year 1998. Thereby a composite bridge with 9 spans (48.0 + 58.0 + 60.0 + 85.0 + 100.0 + 85.0 + 60.0 + 58.0 + 48.0m) was planed.However concrete box girders with external prestressing were proposed in some redesign. A working group—consisting of Max B.gl, Neumarkt, and Walter Bau-AG, Niederlassung Nürnberg—was instructed to build the bridge with only external prestressing, as it was proposed in their redesign. Deflected tendons were chosen as well as straight tendons in the column areas and the middle field areas. Scaffold carriage was used as construction system. The superstructure consists of two separated single box girders with a variable depth betweem 3.5 and 6.5 m in the area of the large central span.4.3 Hybrid Construction: V alley Bridge AltwipfergrundThe reduction of dead load lead to this new construction method, which is called hybrid construction. The aim is to take advantage of the different materials. The concrete is used for the deck and the bottom slab. Prestressing is introduced in sections with tensile stresses. The webs have only to connect the two point cross section and to transfer the transverse forces. For this a folded steel plate is used. With this geometry the web has nearly no longitudinal stiffness, but because of the higher transverse stiffness the transverse forces can be transferred.One problem that occurred with this construction is , that the deformations caused by the transverse forces are not negligible. These deformations strongly depend on the imperfections of the steel web. Therefore a experiment on one section of the web (height: 4.5 m , length: 9.0 m ) for the valley bridge Altwipfergrund is performed at the Lehrstuhl für Massivbau of the Technischen Universität München. The aim of the test is to verify the load carrying behavior of these webs.5 ConclusionsExternal prestressing gets more and more important for the design of new bridges. During the last years it has evolved from the status of pilot applications (Ruderting) to a standard designmethod for box girders in Germany (Trockau) . And as the example Altwipfergtund shows, there are still possibilities to improve the bridge systems and the prestressing systems.Words and ExpressionsPrestressed Concrete：预应力混凝土；External:外部的、表面上的；Concept：思想、概念；propose：申请、建议、提出、打算；Cantilever：悬臂；simply supported：简支；Suspend：吊起、悬浮、悬空；Unbonded：无连接的；tendon：腱、钢束；cross-section：横截面；Corrosion：锈蚀、腐蚀；loss of prestress：预应力损失；Creep：徐变；Shrinkage：收缩；post-tensioned：后张法；external prestressing：体外预应力；Resistance：抵抗；Whereas：有鉴于，而、却；Viable：可活的、能存活的、可行的；Alternative：二选一的、替补；internal prestressing：体内预应力；Durability：耐久性；pilot：领航员、驾驶员、导洞、小规模试验的；Maintenance：维持、保养、维修；box girder bridge：箱形梁桥；Layout：布设、安排、设计；Deflect：使偏斜、使转向；Deflection：歪斜、偏、挠曲、挠度；saddle：马鞍、鞍座；Shape：成形、制作；Precast：预制；Element：要素、单元、元；Eccentric：偏心的；Anchorage：抛锚、锚地；Anchor：锚，抛锚、固定；Span-by-span：逐跨；Falsework：脚手架、支架；Scaffold：脚手架、临时台架、断头台；Carriage：车、运输、台架；incremental launching：顶推；Furthermore：而且；approve：批准、认可；Authorities：当局、官方；V ariety：种类；favorable：良好的、有利的、起促进作用的；V erifiable：可检验的；with regard to：关于、对于；Replaceable：可替换的；Vibration：振动；Utilise：利用；partial prestressing：部分预应力；Exhibit：表明、显出；Ductile：韧性的；equivalent：相同的、等价的；Conventional：传统的；Web：腹板；Grout：压浆；construction site：建筑工地；Code：法规、标准；Undertake：承担、承办、从事；Curvature：曲率；Gradient：坡度；Optimal：最佳的；Tender：投标；Slenderness：细长比；Specified：指定、详细说明、特殊化；Investigate：调查、研究；Appropriate：适当的；Regulatory：规章的、制订规章的；Draft：选拔、起草、草案；Europe-wide：欧洲范围；Alternative bids：替补性投标；overall length：全长；Exchangeable：可交换的；Failure：失效；Provision：预备、设备、供应；Transverse：横向的；bidder：投标人；Offer：提议、出价；Contractor：承包人；Contract：契约、合同、承包；in the range of：在…范围内；deck slab：顶板；opening：口、洞、空隙；Centroid：质心；Sag：桥等陷下、压弯，下垂；renovation：修理、修补；Thereby：所以、因此；variable depth：可变高度；dead load：静载；hybrid construction：混合施工；bottom slab：底板；tensile stress：拉应力；Longitudinal：纵向的；stiffness：刚度；deformation：变形；Imperfection：不足、不完全；Evolve：发展；Status：状况、地位；。

(路桥)土木工程工程专业英语第四课翻译第四课 Freeway and its Accessory Facilities高速公路及其附属设施 Text: Freeway DesignReading Material: Freeway Accessory FacilitiesTextFreeway Design高速公路设计Freeway are the highest form of arterials and have full access control. The full control of access is need for prioritizing the need for through traffic over direct access. A freeway’s primary function is to provide mobility, high operating speed, and level of service, while land access is limited. Access connections,where deemed necessary, are provided through grade separated interchanges.The major advantages of access controlled freeways are high capacity of the facility, high operating speeds, efficiency of the facility, and safety to all highway users.高速公路干道和最高形式，有完整的访问控制。

完整的访问控制是需要优先需要通过直接访问的流量超过。

高速公路的主要功能是提供流动性，高运行速度和服务水平，而土地使用权是有限的。

访问连接，在认为必要的情况下，提供通过分层interchanges.The的主要优点是访问控制的高速公路设施的高容量，高运行速度，效率的设施，所有公路使用者安全。

第一课：Highway Concept公路概论A.Text The Highway Concept 公路概论B.Reading Material Highway Cross Section and Pavement 道路横断面和铺装层1.A historical note 历史回顾The first road builders of any significance in western Europe were the Romans, to whom the ability to move quickly from one part of the Empire to another was important for military and civil reasons.罗马人是西欧任何意义上的第一条道路的建设者，他们具有的从帝国的一个地方迅速移动到另一个地方的能力对政治军事而言都是非常重要的。

Roman roads are characterized by their linearity and, in popular perception,by their durability. 罗马道路以其直线形为特点，普遍的看法说还有他的耐久性A good alignment was sought since this provides the most direct route and since the risk of ambush in hostile territory is reduced.而所寻求的好的路线平面图是能在来自敌方潜在的风险降低后提高直达的道路。

It was for this reason that the surface of the road was often elevated a meter or more above the local ground level—to provide a clear view of the surrounding country;hence the modern term “highway”.正是由于这样的原因，道路的表面高度都会比实际地面高出一米甚至更多，这样也可以提高一个好的视野去观察周边的情况，因而这就是现代词汇“高路”的来源。

道路桥梁与渡河工程专业介绍英文版Introduction to Road and Bridge EngineeringRoad and bridge engineering is a specialized field within civil engineering that focuses on the design, construction, and maintenance of roads, highways, bridges, and other transportation infrastructure. It plays a crucial role in the development and improvement of transportation systems, ensuring safe and efficient movement of people and goods.In road engineering, professionals are involved in the planning and design of various types of roadways, including urban streets, highways, and interchanges. They consider factors such as traffic volume, speed limits, road alignment, and pavement type to create designs that meet the needs of users while ensuring safety and sustainability. Road engineers also work on projects related to traffic management, geometric design, and road safety.Bridge engineering, on the other hand, deals with the design and construction of bridges that provide essential connections over obstacles such as rivers, valleys, and highways. Bridge engineers use techniques such as structural analysis to ensure the stability and durability of bridges, taking into account factors like water flow, wind forces, and seismic activity. They work on a wide range of bridge types, including beam bridges, arch bridges, suspension bridges, and cable-stayed bridges.In addition to design and construction, road and bridge engineers also play a critical role in the maintenance and rehabilitation of existing infrastructure. They assess the condition of roads andbridges, develop plans for repairs and upgrades, and oversee the implementation of these measures. This helps to extend the lifespan of infrastructure and maintain its functionality.With the advancement of technology, road and bridge engineering professionals also need to stay updated with the latest developments in the field. They utilize computer-aided design software, simulation tools, and Geographic Information Systems (GIS) to assist in the design process and improve decision-making. Additionally, they may be involved in the utilization of sustainable materials and construction practices to minimize the environmental impact of transportation infrastructure.Overall, road and bridge engineering is a challenging and rewarding field that combines technical skills, creativity, and a deep understanding of transportation systems. Professionals in this field play a crucial role in improving connectivity and creating safer and more efficient transportation networks.。

第四课Freeway and its Accessory Facilities高速公路及其附属设施Text: Freeway DesignReading Material: Freeway Accessory FacilitiesTextFreeway Design高速公路设计Freeway are the highest form of arterials and have full access control. The full control of access is need for prioritizing the need for through traffic over direct access. A freeway’s primary function is to provide mobility, high operating speed, and level of service, while land access is limited. Access connections,where deemed necessary, are provided through grade separated interchanges.The major advantages of access controlled freeways are high capacity of the facility, high operating speeds, efficiency of the facility, and safety to all highway users.高速公路干道和最高形式，有完整的访问控制。

完整的访问控制是需要优先需要通过直接访问的流量超过。

高速公路的主要功能是提供流动性，高运行速度和服务水平，而土地使用权是有限的。

访问连接，在认为必要的情况下，提供通过分层interchanges.The的主要优点是访问控制的高速公路设施的高容量，高运行速度，效率的设施，所有公路使用者安全。

Lesson 7 Transportation Systems交通运输系统Transportation system in a developed nation consists of a network of modes that have evolved over many years. The system consists of vehicles, guideways, terminal facilities and control systems: these operate according to established procedures and schedules in the air, on land, and on water. The system also requires interaction with the user, the operator and the environment. The systems that are in place reflect the multitude of decisions made by shippers, carriers, government, individual travelers, and affected nonusers concerning the investment in or the use of transportation. The transportation system that has evolved has produced a variety of modes that complement each other.在发达国家，交通运输系统由网状结构组成的模式已经发展了好多年。

这个系统由交通工具、轨道、站场设施和控制系统组成。

这些依照空中、陆上和水上已制定的程序和计划运转。

这个系统也需要和用户、司机和环境互动。

道路路桥工程中英文对照外文翻译文献中英文资料中英文资料外文翻译(文档含英文原文和中文翻译)原文：Asphalt Mixtures-Applications。

Theory and Principles1.ApplicationsXXX is the most common of its applications。

however。

and the onethat will be XXX.XXX “flexible” is used to distinguish these pavements from those made with Portland cement,which are classified as rigid pavements。

that is。

XXX it provides they key to the design approach which must be used XXX.XXX XXX down into high and low types,the type usually XXX product is used。

The low typesof pavement are made with the cutback。

or emulsion。

XXX type may have several names。

However。

XXX is similar for most low-type pavements and XXX mix。

forming the pavement.The high type of asphalt XXX中英文资料XXX grade.中英文资料Fig.·1 A modern XXX.Fig.·2 Asphalt con crete at the San Francisco XXX.They are used when high wheel loads and high volumes of traffic occur and are。

Road worksRoads resulting from human activities associated with，And to promote social progress and development，Is a symbol of history and civilization、A sign of scientific progress，The original road is formed by people trampling trails。

After the requirements have a better road，Borrow pit fill，Frame wood across the river to Easy access。

Mid-18th century，Modern road construction began in Europe the rise. In 1747 the first bridge to establish the school in Paris. Teresa French P.-M.-J. cover、British Mark T. Telford and J.L. when other Engineers propose a new pavement structure theory and practice, Laid the foundation of modern road construction. 1883 - 1885 Germany G.W. Daimler、C.F. Benz invented the道路伴同人类活动而产生，又促进社会的进步和发展，是历史文明的象征、科学进步的标志，原始的道路是由人践踏而成的小径。

以后要求有更好的道路，取土填坑，架木过溪，以利通行。

18世纪中叶，现代道路工程开始在欧洲兴起。

1747年第一所桥路学校在巴黎建立。

第六课：Bridge Introduction桥梁概论Text: BridgesRead Material: Bridge Design ConceptTextBridgesA bridge is a structure providing passage over an obstacle such as a vally, road, railway, canal, river, without closing the way beneath. The required passage may be for road, railway, cannal, pipeline, cycle track or pedestrains.The branch of civil engineering which deals with the design, planning construction and maintenance of bridge is known as bridge engineering.1 Components of a bridgeFigure 14-1a) shows the elevation while Fig. 14-1b) presents the plan of a bridge.Broadly, a bridge can be divided into two major parts: superstructure and substructure. The superstructure of a bridge is analogous to a single storey building roof and substructure to that of the walls, columns and foundations supporting it.Superstructure consists of structural menbers carrying a communication route. Thus hanrails, guardstones and flooring supported by any structural system, such as beams, girders, arches and cables, above the level of bearings form the superstructure.Substructure is a supporting system for the superstructure. It consists of piers, abutments, wingwalls and foundations for the piers and abutments.The other main parts of a bridge structure are the approaches, bearings and river training works, such as the aprons, and the rivetment for slopes at abutments, etc. Some of the important components of a bridge are explained in this section.Piers: These are provided in between the two extreme supports of the bridge (abutments) and in the bed of the river to reduce the span and share the total load coming over the bridge. Piers are provided with foundation which is taken below the bed of the river where hard soil is available.Abutments: The end supports of a bridge superstructure are called abutments. It may be of brick masonry, stone masonry, R.C. or precast concrete block. It serves both as a pier and as a retaining wall. The height of a abutment is equal to that of the piers. The functions of an abutmentare the following:(1) To transmit the load from the bridge superstructure to the foundations.(2) To give final formation level to the bridge superstructure.(3) To retain earth work of embankment of the approaches.Wing walls: The walls constructed at both end of the abutments to retain the earthfilling of bridge approaches are called wing walls. Normally, the wing walls have steadily decreasing cross section. The design of wing walls is independent. Generally, water face of these walls is kept vertical.Foundations: The lowest artificially built parts of piers, abutments etc. which are in direct contactwith the subsoil supporting the structure are called foundations.The factors which affect the selection of foundation include the type of soil, the nature of soil, the type of the bridge, the velocity of water and the superimposed load on the bridge.Well foundation is the most commonly adopted foundation in India. The foundation may consist of a single large diameter well or a group of smaller wells of circular or other shapes.Approaches: These are the lengths of communication route at both ends of the bridge. Approaches may be in embankment or in cutting depending upon the design of the bridge. It is recommended (as per Indian Road Congress) that the approaches must be straight for a minimum length of 16 m on either side of the bridge. Its function is to carry the communication route up to the floor level of the bridge.Hand Rails and Guard Stones: Hand rails are provided on both sides of a bridge to prevent any vehicle from falling into the stream. Footpaths are also provided for pedestrians to walk along without interfering with the heavy vehicular traffic.In order to prevent a vehicle from stricking the parapet wall or the hand rails, guard stones painted white are provided along the edge of the footpaths at the ends of the road surface. Guard stones are also provided along both sides of the approach roads in filling to prevent the vehicles from toppling over the sides of the embankments.Bearings for the Girders: The longitudinal girders have to rest over the piers which bears the thrust of the load coming over them. In order that the girder ends should rest on proper seats, the same are provided with bearing blocks made of cement concrete, so that the load may be uniformly distributed over the structure on which they rest. Due to the expansion and contraction of the longitudinal girders during severe heat and cold, rollers are provided on the abutment ends to allow the movements without causing the girder to buckle.2 Types of bridges2.1 Arch bridgeArch bridge are often used because of their pleasing appearance. These are more graceful and suited for deep gorges with rocky abutments. Arch bridges can be economically adopted up to a span of 250 m. In this type of bridge, the roadway is constructed on an arch which rests on piers and abutments. An example of an arch bridge is the rainbow bridge across Niagara river over a span of 290m.The advantages of an arch bridge are: There will be no bending anywhere in the arch, vibrations due to impact forces are minimum, and pleasing appearance.2.2 Slab bridgeThis is the simplest type of R.C. bridge and easiest to construct. Slab bridges are generally found to be economical for span up to 9 m. The thickness of slab is quite considerable but uniform, thereby requiring simple shuttering. Though the amount of concrete and steel required are more, the construction is much simpler and placement of material is easy.2.3 T-beam and slab bridgeThis consists of T-beams supported over piers and abutments. The deck slab is supported over the T-beams. This type of bridge is suitable for span between 9-20 m. T-beam bridge is cheaper and requires less quantity of materials. For example, the longest R.C. T-beam bridge in India is the Advai Bridge in Goa with a pier spacing of 35 m.2.4 Bow string girder bridgeBow string girder bridges are economical when sufficient head room is needed under a bridge. The main components here are resembling the bow and a tie beam resembling the string of the bow. As the major portion of the load will be borne by the beam, the thrust on the abutments from the arch will be limited. Hence, the abutments need not be too heavy. The roadway is actually suspended from the arch rib by means of vertical suspenders as presented in Fig. 14-2. These bridges can be adopted for spans of 30-45 m.2.5 Suspension bridgeSuperstructure of a suspension bridge consists of two sets of cables over the towers,carrying the bridge floor by means of suspenders as shown in Fig. 14-3. This bridge is best suited for light traffic for large spans exceeding 600 m . These bridges are flexible and hence the vertical oscillations will be more than the other bridges. The entire load will be borne by the cables whichare anchored to the ground.2.6 The cable-stayed bridgeCable-stayed bridges are constructed along a structural system which comprises an orthotropic deck and continuousgirders which are supported by stays, i.e. inclined cables passing over or attached to towers located at the main piers. Modern cable-stayed bridges present a three-dimensional system consisting of stiffening girders, transverse and longitudinal bracing , orthotropic-type deck and supporting parts such as towers in compression and inclined cables in tension, The important characteristics of such a three-dimensional structure is the full participation of the transverse construction in the work of the main longitudinal structure. This means a considerable increase in the moment of inertia of the construction which permits a reduction in the depth of the girders and economy in steel.2.7 Steel bridgesSteel bridges are commonly used for supporting highways, water, oil or gas pipes, a railway track, etc. They can be classified as follows:2.7.1 Steel Truss bridgesSteel truss bridges are provided for long railway bridges, as they are less affected by wind pressure. It is easy to erect steel truss bridges since its component members are relatively light in weight. The primary forces in its members are axial forces. Steel truss bridges which are commonly used are the following.2.7.2 Steel Rigid Frame BridgeThese type of bridges, carry the roadway at the top of the portal frames. No bearing and fixtures are required in such bridges. These bridges have more clearance below them and heavy abutments are not required.2.7.3 Plate Girder BridgesA plate girder bridge is used to carry heavier loads over longer spans. Hence, they are mainly used for railway bridges. These are used for spans up to 20 m. In order to increase the lateral stability, box girder which consists of four plates connected by angles are used.2.7.4 Steel Arch BridgesSteel arch bridges are constructed where it is not possible to construct intermediate pier. It can be used for a very long span , i.e. up to 150 m . Steel arches may either be of the spandrelbraced or trussed arch type as shown in Fig. 14-4.2.7.5 Steel Bow String Girder BridgesIn steel bow string girder bridges, in order to bear horizontal thrust, a steel tie is provided which joins the two ends of an arch. In these bridges, suspenders are provided from the arch-ribs to carry the roadway.Words and Expressionspassage：通道；Obstacle：障碍；Closing：封闭；Beneath：在……之下；Pipeline：管线；cycle track：自行车道；Pedestrain：徒步的，行人；Elevation：高程、海拔，正视图；Superstructure：上部结构；Substructure：下部结构；Analogous：类似的；be analogous to 类似；Storey：层；Foundation：基础；Thus：如此、像这样、如下，于是；Hanrail：护栏；Guardstone：护石；Beam：梁；Girder（大）梁；Arch：拱；Cable：缆索；Bearing：支座；Pier：桥墩；Abutment：桥台、拱座；Wingwall：翼墙；Approach：引道、引桥；Apron：围裙；rivetment：锚固、铆钉；Support：支承；provide with：提供、装备、供给；Masonry：砌体；Precast：预制的、预浇筑的；retaining wall：护壁、挡墙；Transmit：传递；Formation：构成、队形；earth work：土压力；Artificially：人工地、人造地；Contact：接触；Subsoil：底土、天然地基；Velocity：速度；Superimpose：把…放在另一物上面，加上；Well：井；up to：直到；Footpath：人行道；Interfere：干涉、妨碍；Vehicular：车辆的、车载的；Parapet：护墙、女儿墙；topple over：倒塌、倒下；Longitudinal：纵向的；thrust：插、刺、戳，推力；the same：相同的、同样的；Uniformly：一致的、一样的；Contraction：收缩、缩短；severe：严肃的、剧烈的；Roller：滚筒、辊子；Buckle：弯曲；Arch bridge：拱桥；Gorge：峡谷；Bend：弯曲；Vibration：振动、颤动、摆动；Slab bridge：板桥；Considerable：值得注意的、相当大的；Shuttering：模板；T-beam：T梁；deck：甲板、桥面；Quantity：量、数额；Bow：弓、虹；Bow string girder ：系杆拱桥；resemble：像、类似；tie beam：系梁；String：线，一串，弦；Borne：bear的过去分词，出身于，天生的；Rib：肋骨、拱肋；Suspenders：吊杆；by means of：依靠；Suspension：悬吊、悬浮；Oscillation：振动、振幅；Anchor：锚固、抛锚，桩；Cable-stayed bridges：斜拉桥；comprise：包含、由…组成；Orthotropic：正交的，Stay：支柱、支撑物；Stiffen：硬化、加强；Transverse：横向，横切的；Bracing：使拉紧的、支柱；Orthotropic：支架桥面合一的；compression ：压力；Tension：拉力；Participation：关系、参与、合作、分享；Moment：矩；inertia：惯性、惯量；moment of inertia：惯性矩；Reduction：减少；classify：分类；truss：桁架；Erect：架设；Rigid：坚硬的、刚性的；Frame：构架；Rigid Frame Bridge：刚架桥；portal ：入口、门；portal frame：门架；Clearance：净空；Plate：板、用板加固，镀；lateral：侧向的；Angle：角；Intermediate：中间的、居间的；spandrel ：拱肩、拱上建筑；Brace：支撑、张、拉紧；。

第三课：The Subgrade Design and Construction Technology路基设计与施工技术Text: The Subgrade DesignReading Material: Highway Subgrade ConstructionTextThe subgrade is comprised of the uppermost materials placed in the road bed embankment or the soil remaining at the base of a cut. The subgrade soil is ofen referred to as the foundation or road bed soil. This foundation component is usually constructed of native inorganic soil ofen combination with imported soils from select borrow sources, and would be compacted to a specified density and moisture content.1 Soil Classificationsmaller than the 0.075 mm particals size. Although size limitations are arbitrary, such limitations allow standardization by definition. It is necessary to understand as well that plasticity is an extremely important property to differentiate between silt and clay, and to predict behaviour. The pavement design engineer is most interested in the strength of the soil and the extent to which this strength varies with climate, environment and effects.A typical soil profile for highway design purposes consists of three horizons. The surface or “A ”horizon materials will consist of organic soils, followed by “B”horizon which is a semi-weathered zone followed by “C” horizon which represents the parent material type.For all new construction it is very important that in-situ moisture contents, Atterberg limits and grain size analysis of subgrade soil materials be determined to assess subgrade soil characteristics and to infer resilient modulus (MR) values.2 Subgrade Strength EvaluationThe characteristic material property of subgrade soils used for pavement design is the resilient modulus(MR). The resilient modulus is defined as being a measure of the elastic property of a soil recognizing selected non-linear characteristics. Methods for the determination of MR are described in AASHTO T294-92 test method. For many years, standard California Bearing Ratio (CBR) tests were utilized to measure the subgrade strength parameter as a design input.For roadbed materials, the AASHTO Guide [AASHTO 93] recommends that the resilient modulus be established based on laboratory testing of representative samples in stress and moisture conditions simulating the primary moisture seasons. Alternatively, the seasonal resilient modulus values may be determined based on correlations with soil properties.Since the resilient modulus test equipment is currently not present in many laboratories, researchers have developed correlations to converting CBR values to approximate MR values. The correlation considered reasonable for fine grained soils with soaked CBR of 10 or less is:MR (MPa) = 10.3×(CBR) [AASHTO 93]Since 1991, A T&U has used the Falling Weight Deflectometer (FWD) to obtain deflection data. For the purposes of this Manual, the back calculated subgrade modulus is used to represent the in-situ subgrade resilient modulus which in turn is an input for the design of final stage pavements and overlays.For the design of new construction pavement structures , the subgrade resilient modulus is estimated using an existing representative roadway located near the new project, with similar subgrade soils and drainage conditions,as a prototype.The prototype can be tested with the FWD and the deflection data analyzed with computer program to determine the backcalculated subgrade modulus. This value can then be used as an approximation of the strength of the subgrade materials that would exist in the new subgrade.3 Seasonal VariationsOne of the most critical conditions that develops in a seasonal frost area such as Alberta is the weakening of the subgrade during the spring thaw period. This weakening results from the melting of ice segregation within the subgrade soils and, to a lesser extent, due to higher moisture contents during this period associated with reduced drainage.Seasonal variations of subgrade strength is a difficult factor to model. The task is one of determining the extent to which the subgrade strength is reduced during or immediately following the thaw period. Nevertheless, the seasonal variations model is important to the structural design of pavements.A study of subgrade strength seasonal variations was conducted by AT&U from 1989 to 1994 . This study was based on FWD deflection testing of several pavement test sections and subsequent analysis using the ELMOD computer program. Although the strength reductions were contingent upon several factors, for many subgrades the reduction was up to 50 percent of the summer strength. Pavements with cement stabilized base courses generally indicated less reduction in subgrade strength. For full-depth asphalt concrete pavements the reduction was similar to that of granular base pavements but the period of minimum subgrade strength occurred in the late spring to early summer rather than early spring as for the other base types. As a result of this research, subgrade seasonal variation factors were developed that were used in the ELMOD analysis.The AASHTO Guide [AASHTO 93] outlines guidelines for determining the seasonal variation of the subgrade modulus based either upon laboratory resilient modulus testing or from backcaculated modul determined from FWD deflection data . A procedure is described which allows the effective roadbed soil resilient modulus to be determined based on the estimated relative damage that corresponds to the seasonally adjusted subgrade modulus for each month of the year.For FWD testing performed during the months of June to October, the calculated Effective Roadbed Soil resilient Modulus was approximately 10 percent higher than the Reduced soil Modulus values, over the range of 20 to 150 Mpa. This relationship is dependent upon the particular seasonal parameters assumed and therefore should be considered as climate/geographic specific. It is suggested that this be considered a regional adjustment factor (CREG) of 1.10for Alberta. Combining the adjustment factor (C) of 0.33 with this regional adjustment factor (CREG) of 1.10, the Effective Roadbed Resilient Modulus for design purposes can be determined by the following equation:Design MR = 0.36×(backcalculated MR)This combined adjustment factor would only apply to pavements tested by the FWD during the months of June through October when the subgrade is in a relatively stable and unfrozen condition.4 Swelling Soil PotentialExcessively expansive soils such as highly plastic clays or bentonitic shales require special attention particularly when in close proximity to the surface of the road embankment. These materials contain minerals which result in volume changes (swelling and shrinking) with changes moisture content.Utilization of swelling materials in only lower portions of the embankment is ofen undertaken in order to minimize these effects. Compaction of this soil type at moisture contents slightly in excess of optimum moisture content will also often result in reduced swelling potential. Alternatively, the use of soil modifiers such as lime or Portland cement have been utilized as effective and economical solutions to reduce the swelling potential of these soils.The need to control the intrusion of moisture into such soils is of major importance in order to mitigate swelling. Special considerations should be directed at pavement surface cracks and joints as well as at culvert locations.5 Frost SusceptibilityThe Alberta climate results in freezing of near surface subgrade soils for several months each year. The depth of frost penetration generally from the south to the north of the province.Although some volumetric expansion occurs due to the freezing, a more significant issue relates to the spring melt period. The thaw will release excess water which cause a loss of subgrade strength and potential damage to the roadway pavement structure if the structure has not been designed to account for weakened subgrade support.The term frost heaves refers to the upward vertical movement of a pavement surface as a direct result of the formation of ice lenses in a frost susceptible subgrade. For true frost heave to occur the following three factors must be present: a frost susceptible soil, slowly depressed air temperatures, and a supply of water.The removal of any one of the three factors will usually be sufficient to significantly reduce the potencial for frost heaving and resulting surface distress. Differential frost heave can be mitigated at the design and construction stages by selective utilization of embankment and subgrade soil types. Several methods have been developed for the characterization of frost susceptible soils. Casagrande initially formulated a guideline relating frost susceptibility to the percentage of particles by mass finer than 0.02 mm.Words and ExpressionsSubgrade：路基、地基；Comprise：包含、构成、由……组成；road bed：路床、路基，路基（表）面；Embankment：路堤；Cut：挖方；Inorganic：无机；moisture content：含水量；Differentiate：区别；grain size ：粒径; Cobble ：中砾；Gravel ：沙砾；Silt ：泥沙、淤泥；Clay ：粘土；Mass：质量、大多数、大规模的；Arbitrary：任意的、任性的、武断的；standardization ：标准化；Plasticity：塑性；Drainage：排水、下水道；Profile：纵断面，侧面，轮廓；Organic：有机的；semi-weathered：半风化的；Parent：父母、母体、根源；in-situ：在自然位置、在原来位置；Atterberg limits：土的特性湿度界限；Assess：评估、评定；Characteristic：特性、特有的；resilient modulus：回弹模量；Recognize：认识、识别、确认；Determination：决心、决定、测定；AASHTO ：American Association of State Highway and Transportation Officials美国公路与运输官员协会标准；California Bearing Ratio (CBR)：加州承载比utilize：利用；correlation ：相互关系；Currently：普遍地、现在；convert：转换；soak ：浸泡；Deflectometer ：弯沉仪；Prototype：原型；frost：霜、冰冻；weakening：弱化；Thaw：解冻；segregation：分离、离析；Contingent：可能的、因情况而异的；Granular：颗粒状的；Guideline：指导路线、方针；Procedure：程序、步骤；Geographic:地理的；adjustment factor：修正系数；Swelling：膨胀；Potential：潜在的、势的，潜能、电压；Excessively：过多地、额外地；Expansive：易膨胀的；Bentonite：膨润土、皂土；shale：页岩；proximity：接近、亲近；shrinking ：畏缩的、收缩的；Undertake：着手做、进行、承担；optimum ：最佳的；intrusion ：闯入、侵扰；Mitigate：减轻；Culvert：涵洞；Susceptibility：易感性、灵敏度；V olumetric：体积的；account for ：说明…用途，Heave：鼓起，隆起；Vertical：垂直的；Lens：透镜、镜头；present ：在场、出席；Depressed：降低的；removal：移动、免除、切除；Sufficient：充分的、足够的；Significantly：意味深长地、值得注目地；distress ：苦恼、不幸；。

第四课Freeway and its Accessory Facilities高速公路及其附属设施Text: Freeway DesignReading Material: Freeway Accessory FacilitiesTextFreeway DesignFreeway are the highest form of arterials and have full access control. The full control of access is need for prioritizing the need for through traffic over direct access. A freeway’s primary function is to provide mobility, high operating speed, and level of service, while land access is limited. Access connections,where deemed necessary, are provided through grade separated interchanges.The major advantages of access controlled freeways are high capacity of the facility, high operating speeds, efficiency of the facility, and safety to all highway users.The major differences between freeway and other arterials include the following elements: grade separations at cross roads and streets; the grade separated cross road connections between the freeway and crossroad are accomplished through exit and entrance ramps; and full control of access. Expressways can be designed with both freeway and non-freeway design elements. The use of jughandle style interchanges and use of right turn channelization is not considered freeway design, but can be used in expressway design.Urban freeways generally have more travel lanes and carry more traffic than rural freeways. Urban freeways can be eigher depressed, elevated, at ground level, or a combination of the above. Urban freeways usually have a narrower median than rural freeways and tend to have more connections than rural freeways.Rural freeways are generally similar in concept to urban freeways, except that the horizontal and vertical alignments are more conservative in design. This level of design is normally associated with higher design speeds and greater accessibility to right of way. Due to the rural nature, right of way is typically more available and less expensive. This allows for a wider median which improves the safety of the facility. In addition to the increase in safety of a rural freeway, the higher design speeds in a rural setting allow for greater capacity, a higher level of mobility, and potencially a reduced need for multiple lanes. Rural freeways are normally more comfortable from a driver perspective, and generally have lower maintenance costs. The sections below discuss the different design elements of urban and rural freeways.1 Design SpeedIn general, the design speed of freeways should be similar to the desired running speed during off peak hours, keeping in mind a reasonable and prudent speed. In some urban areas, with populations under 50,000, the posted freeway speed is 65 mph. In other more densely populated urban areas (over 50,000), the posted speed is 55 mph. Because of the different posted speeds, the design speed chosen may vary. In many urban areas the amount of available right of way can be restricted and achieving high design speeds can be very costly. In balancing the need for safetyand providing a high speed facility with consideration for right of way costs, the design speed for urban freeways shall be a minimum of 60 mph. For those sections of freeway, in which a 60-mph design speed is recommended by the Project Team, approval by the Roadway Engineering Manager is required.In mountainous terrain it can be very difficult to achieve high design speeds due to horizental and vertical limitations of the terrain. It is important, though, to design freeways, urban and rural, that provide a consistent roadway for drivers. Due to terrain limitation the design speed of rural freeways in mountainous terrain shall be a minimum of 60 mph.Rural freeways outside of mountainous terrain generally have higher design speeds. Normally right of way is more available in rural locations allowing for more liberal horizenal and vertical alignments. These higher design speeds allow for increased volumes and capacity while providing a safe facility and a more comfortable driving environment. Increased capacity leads to improvements to the level of mobility standards and a facility that will operate longer than a lower design speed urban freeway. For rural freeways, a minimum design speed of 70 mph shall be used.2 Alignment and ProfileBecause of the rural terrain and high design speeds, rural freeways should have very gentle horizontal and vertical alignments. In rural areas, the designer should be able to create a safe and efficient facility while taking into consideration the aesthetic potential of the freeway. Most freeways are constructed near ground level and the designer should take advantage of existing topography to create not only a functional freeway, but also one that both looks and drives well and fits into the existing landscape.3 ShouldersThe shoulder width of urban and rural freeways is dependent upon the number of lanes of the facility. The right side shoulder for both urban and rural freeways shall be 10 feet. This wideh allows for emergency parking of vehicles on the right hand shoulder. The left side shoulder is dependent on the number of freeway lanes. When there are two lanes in each direction on the freeway, the left side shoulder shall be 6 feet wide. When the freeway consists of three or more lanes in each direction, the left side shoulder shall be 10 feet. This wide left side shoulder on a multi-lane section allows for vehicles in the left lane to use the left side shoulder in an emergency instead of crosing two lanes of traffic to find refuge in the right side shoulder. The standard shoulder widths also apply to bridge shoulderwidths, including any shy distance requirements.When right side roadside barriers are used, the normal right side shoulder width shall be increased to provide a 2 foot “E” offset or “shy” distance. When a roadside barrier is used on the left side shoulder of 10 feet or more in width, the left side shoulder shall also provide the 2foot “E”distance. Exceptions to the 2 foot “E”widening may be approved by the Roadway Engineering Manager when the additional shoulder widening is not practical.4 MediansFreeway medians provide a nontraversible separation between the travel ways of opposing traffic. Medians provide a sense of security and convenience to the operators of motor vehicles. The wider the median the more comfortable the driver becames with the facility. The width of urban and rural freeway medians is dependent upon available right of way. Because urban freeways have high speed and high volume traffic, the median should be as wide and flat as possible. A wider median on an urban freeway can provide for future transit, rail, HOV (highoccupancy vehicles) , HOT (high occupancy toll) or travel lanes. Many times the width of medians arre restricted due to the highly developed and expensive right of way.For urban freeways the minimum median width for a freeway with two lanes in each direction and a concrete barrier is 18 feet between edge of travel lanes. This allows for 6 foot shoulders, a 2 foot “E” distance, and a 2 foot concrete barrier. For urban freeways with three or more lanes in each direction and a concrete barrier, the median shall be 26 feet wide between edge of travel lanes, This distance allows for 10 foot shoulders, a 2 foot “E”distance, and a 2 foot concrete barrier. The designer should be considering future needs of the facility when dealing with minimum median designs, particularly accommodating future lanes or transit.The desirable median width in an urban and rural area is 76 feet (inside edge of travel lane to inside edge of travel lane). This allows for a median that has the flexibility of allowing additional lanes in the future. In areas where the right of way is inexpensive the edge of travel lane to edge of travel lane distance should be increased to 126 feet.Median widths ranging from 76 to 126 feet (inside edge of travel lane to inside edge of travel lane) are very commen for rural freeways. The median width allows for future widening, installation of a raised mound median, or drainage facilities. In areas of steep topography, the use of a wide median allows for the designer to use independent profiles and proper sides lopes.5 Lane WidthsDue to the high speed, high volume traffic, and the need to provide for safe facilities, the travel lane width for both urban and rural freeways shall be 12 feet. A design exception is required for lanes less than 12 feet.6 Cross SlopeThe cross slope for four lane (two lanes in each direction) urban and rural freeways is 2%. When an urban or rural freeway consists of three or more lanes in each direction, the cross slope shall be increased to 2.5% for the outside lanes and is applicable to the outside shoulder cross slope. The two inside lanes shall retain a cross slope of 2%.7 GradesGenerally grades on urban and rural freeways are very similar. In urban and mountainous areas, increased grades are allowed due to terrain. Care should be taken in urban areas to minimize the use of steep grades due to the close spacing of interchanges and the multiple speed changes needed in an urban area. In an urban environment, the driver must process large amounts of information in short periods of time. Steep grades make it more difficult for lane changes and other maneuvers to be made. The maximum grade for rural flat, rural rolling, rural mountainous or urban freeways are 3%, 4% , and 5% respectively.8 Vertical ClearanceThe vertical bridge clearance on all new urban and rural freeway structures shall be a minimun of 17 feet. The clearance shall be from the top of the pavement to the bottom of the structure and includes the entire roadway width including the usable shoulder width.The clearance requirements for transmission and communication lines vary considerably and must comply with the National Electrical Safety Code. Clearance information should be obtained from the Railroad/Utilities Engineer.To accommodate future resurfacing, an allowance of 6 inches should be added to the vertical clearance of certain structures, such as sign trusses, pedestrian overpasses, and through-trussstructures, because of their lesser resistance to impacts.The minimum railroad clearance to be provided on crossings shall conform to OAR 741. Additional clearance may be required and should be determined individually for each crossing.Words and ExpressionsArterial:干线prior:优先；priority：优先权；Prioritizing：使……有优先权；through traffic ：过境交通；Direct：直接的，顺的，直通的；operating speed：运行车速；Deem：认为、相信；interchange：互通式立体交叉；capacity：容量，通行能力；facility：简易、灵巧，设备、便利（复数）；Efficiency：效率；crossroad：十字路；ramp：弯坡，匝道；Expressway：快速路；Jughandle：单方面的；（壶把）Channelization：渠化；lane:小巷，通道；Depressed：沮丧的，降低的；Median：中央分隔带；Connection：=connexion：联系、联系物；conservative:保守的、守旧的；Accessibility：易接近的、可到达的；right of way：通行权、用地、筑路权；Potencially：潜在地；multiple lanes：多车道；normally ：正常地；generally：一般地、综合地；perspective：透视、透视图，眼力，观点；Maintenance：保养、维护、养护；design speed：设计（计算）车速；running speed：行驶车速；peak hours：高峰小时；Reasonable：合理的，适当的；prudent ：谨慎的；posted：公告、宣布；posted speed ：公示车速；amount：数量；restrict：限制；Consideration：考虑；approval：批准、赞成；recommend ：推荐；Mountainous：多山的；terrain：地形；consistent：坚固的、连贯的、一致的；Liberal：自由主义的，慷慨的；allow for：考虑到、估及、体谅；volume ：容积、体积；Profile：侧面，剖面、外形，纵断面；Aesthetic：美学的、审美的；topography：地形、地势、地形学；Functional：官能的、实用主义的；shoulder：路肩；refuge：避难所、安全岛；Shy：害羞的、畏缩的；barrier ：栅栏、障碍；Offset：旁支、分支、支脉；Exception：除外、例外；nontraversible:不可穿越的；transit ：运输、通行；Occupancy：占有、占领，占有率；HOV：高占用率车辆；HOT lines：HOV可以无偿使用，其他车辆交费可以使用的车道；Accommodating:乐于助人的，亲切的，随和的；Desirable：理想的、称心的；Flexibility：弹性；Installation：就职、设置、安装、设施；Mound：土堆、土墩、堆；Raised：高起来的、凸起的；Steep：陡峭的；proper：适当的、规矩的、固有的；sideslope ：侧坡；Slope：斜坡、倾斜；cross slope：横坡；Applicable：可适用的、适当的；Grade：坡度；Minimize：将……减到最少；spacing：间距；Process：过程、经过、处置、工艺程序；Maneuvers：机动；Rolling：地形起伏的；respectively ：分别；Clearance：清除、净空；usable：可用的；Transmission：传送；Communication：通信、通讯、交通；Considerably：重要的、相当多的；Comply：答应、顺从、遵守；Utility：效用，公共事业；resurfacing：重铺路面；sign truss：广告牌；pedestrian overpass：人行天桥；through-truss structures：直通桁架结构；Impact：碰撞；conform：符合、顺应；Individually：单独地；。