道路桥梁与交通工程专业英语译文

Ⅰ 公路、桥梁工程专业英语翻译

Research is one of the most important aspects of scientific and engineering practice. A researcher usually works as a member of a team with other scientists and engineers. He or she is often employed in a laboratory that is financed by government or instry. Areas of research connected with civil engineering include soil mechanics and soil stabilization techniques, and also the development and testing of new structural materials.
调查研究是科学技术其中最重要的一个方面。一名研究人员通常作为团队的一员，与其他科学家和工程师共同研究。他或她往往是受雇于某个实验室或研究所，其经费通常由政府或某个行业提供。研究领域涉及土木工程，包括土力学及土壤加固技术等，并涉及到结构新材料的开发和试验。
Civil engineering projects are almost always unique; that is, each has its own problems and design features. Therefore, careful study is given to each project even before design work begins. The study includes a survey both of topography and subsoil features of the proposed site. It also includes a consideration of possible alternatives, such as a concrete gravity dam or an earth-fill embankment dam. The economic factors involved in each of the possible alternatives must also be weighed. Today, a study usually includes a consideration of the environmental impact of the project. Many engineers, usually working as a team that includes surveyors, specialists in soil mechanics, and experts in design and construction, are involved in making these feasibility studies.
土木工程项目几乎都是独一无二的，也就是说，每一个都有其自身存在的问题和设计特点。因此，要认真研究每个特定的项目，甚至在设计工作开始前就开始研究。研究内容包括调查、测量拟定项目现场的地形和地下土质。还要考虑到可能的备选方案，比如是选择混凝土重力坝还是选择填土筑堤大坝。对于每个可选的方案都要衡量其牵涉到的经济因素。当前在研究中还要充分考虑该项目的建设对环境的影响。在做项目的可行性研究时，一个团队通常由许多专业的工程师组成，包括测量工程师，土力学专家，设计和施工专家等等。
Many civil engineers, among them the top people in the field, work in design. As we have seen, civil engineers work on many different 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 firms. Dams, bridges, water supply systems, and other large projects ordinarily employ several engineers whose work is coordinated by a systems engineer who is in charge of the entire project. In many cases, engineers from other disciplines are involved. In a 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.
许多土木工程师参与设计工作，他们中间不乏行业内的顶尖专家。正如我们所看到的，土木工程师的工作牵涉到很多不同种类的建筑物，所以各行如隔山，每个领域都有其精通的专家，专门从事某一类研究。在建筑物的设计中，这些工程师往往担任某个建筑或安装公司的顾问。大坝，桥梁，供水系统，以及其他大型工程项目通常聘请一些工程师，他们的工作由一个负责整个项目的系统工程师统一协调管理。在很多情况下，其他专业领域的工程师也会参与到项目中。例如，在大坝项目中，电气及机械工程师会参与到发电厂房及动力设备的设计中去。另外土木工程师还会被安排到另一些领域区工作，如太空开发计划，在设计和建造一些结构如火箭发射架和储存设施时，土木工程师就有必要参与其中的设计和建设。
Construction is a complicated process on almost all engineering projects, it involves scheling the work and utilizing the equipment and the materials so that costs are kept as low as possible. Safety factors must also be taken into account, since construction can be very dangerous. Many civil engineers therefore specialize in the construction phase.
对于几乎所有的工程项目来说，施工都是一个极其复杂的过程，它涉及到工期的组织计划，设备和材料的合理使用，目的使建设成本越低越好。还必须考虑到安全因素，由于施工是很危险的。因此许多土木工程师专门深入研究施工阶段。
Much of the work of civil engineers is carried on outdoors, often in rugged and difficult terrain or under dangerous conditions. Surveying is an outdoor occupation, for example, and dams are often built in wild river valleys or gorges. Bridges, tunnels, and skyscrapers under construction can also be dangerous places to work. In addition, the work must also progress under all kinds of weather conditions.
土木工程师的许多工作在户外进行的，他们常常在崎岖不平的复杂地形甚至危险情况下。测量也是一个室外专业，例如，大坝往往是建于激流河谷活峡谷中。桥梁，隧道，以及摩天大厦的施工场所也充满危险。此外，工程必须在不可避免的各种气候条件下进行。
The prospective civil engineer should be aware of the physical demands that will be made on him or her **.
未来的土木工程师们应该清醒意识到这种工作对他们（或她们）的体质要求。

God，终于搞完了！

Ⅱ 道路与桥梁工程专业英语的内容简介

《道路与桥梁工程专业英语》包括四个部分，主要内容为专业英语翻译基础、土木工程概论、公路工程、桥梁与隧道工程。本教材结合高职高专学生特点，在每篇课文后面都提供了阅读材料和相关专业知识介绍，并在每个单元增加英语格言或名人名句，加强了对专业英语可读性、趣味性以及知识性的整合。同时，本教材在文章设计上适当安排篇幅，保证每篇课文在2—3学时完成教学，阅读材料也可扩大学生的知识面，适用于32—64学时的教学安排，教师在使用本教材时可根据教学要求灵活把握。为方便广大师生授课和专业技术人员的自学，本教材所有课文、阅读材料以及对应的课后习题都有参考译文和习题答案。

Ⅲ 求一篇道路桥梁专业的外文翻译，主要是英文，附带中文更好

Geometric Design of HighwaysA Alignment DesignThe alignment of a road is shown on the plane view and is a series of straight lines called tangents connected by circular. In modern practice it is common to interpose transition or spiral curves between tangents and circular curves.Alignment must be consistent. Sudden changes from flat to sharp curves and long tangents followed by sharp curves must be avoided; otherwise, accident hazards will be created. Likewise, placing circular curves of different radii end to end (compound curves) or having a short tangent between two curves is poor practice unless suitable transitions between them are provided. Long, flat curves are preferable at all times, as they are pleasing in appearance and decrease possibility of future obsolescence. However, alignment without tangents is undesirable on two-lane roads because some drivers hesitate to pass on curves. Long, flat curves should be used for small changes in direction, as short curves appear as “kink”. Also horizontal and vertical alignment must be considered together, not separately. For example, a sharp horizontal curve beginning near a crest can create a serious accident hazard.A vehicle traveling in a curved path is subject to centrifugal force. This is balanced by an equal and opposite force developed through cannot exceed certain maximums, and these controls place limits on the sharpness of curves that can be used with a design speed.Usually the sharpness of a given circular curve is indicated by its radius. However, for alignment design, sharpness is commonly expressed in terms of degree of curve, which is the central angle subtended by a 100-ft length of curve. Degree of curve is inversely proportional to the radius.Tangent sections of highways carry normal cross slope; curved sections are superelevated. Provision must be made for graal change from one to the other. This usually involves maintaining the center line of each indivial roadway at profile grade while raising the outer edge and lowering the inner edge to proce the desired superelevation is attained some distance beyond the point of curve. If a vehicle travels at high speed on a carefully restricted path made up of tangents connected by sharp circular curve, riding is extremely uncomfortable. As the car approaches a curve, superelevation begins and the vehicle is tilted inward, but the passenger must remain vertical since there is on centrifugal force requiring compensation. When the vehicle reaches the curve, full centrifugal force develops at once, and pulls the rider outward from his vertical position. To achieve a position of equilibrium he must force his body far inward. As the remaining superelevation takes effect, further adjustment in position is required. This process is repeated in reverse order as the vehicle leaves the curve. When easement curves are introced, the change in radius from infinity on the tangent to that of the circular curve is effected graally so that centrifugal force also develops graally. By careful application of superelevation along the spiral, a smooth and graal application of centrifugal force can be had and the roughness avoided.Easement curves have been used by the railroads for many years, but their adoption by highway agencies has come only recently. This is understandable. Railroad trains must follow the precise alignment of the tracks, and the discomfort described here can be avoided only by adopting easement curves. On the other hand, the motor-vehicle operator is free to alter his lateral position on the road and can provide his own easement curves by steering into circular curves graally. However, this weaving within a traffic lane (but sometimes into other lanes) is dangerous. Properly designed easement curves make weaving unnecessary. It is largely for safety reasons, then, that easement curves have been widely adopted by highway agencies.For the same radius circular curve, the addition of easement curves at the ends changes the location of the curve with relation to its tangents; hence the decision regarding their use should be made before the final location survey. They point of beginning of an ordinary circular curve is usually labeled the PC (point of curve) or BC (beginning of curve). Its end is marked the PT (point of tangent) or EC (end of curve). For curves that include easements, the common notation is, as stationing increases: TS (tangent to spiral), SC (spiral to circular curve), CS (circular curve to spiral), and ST (spiral go tangent).On two-lane pavements provision of a wilder roadway is advisable on sharp curves. This will allow for such factors as (1) the tendency for drivers to shy away from the pavement edge, (2) increased effective transverse vehicle width because the front and rear wheels do not track, and (3) added width because of the slanted position of the front of the vehicle to the roadway centerline. For 24-ft roadways, the added width is so small that it can be neglected. Only for 30mph design speeds and curves sharper than 22°does the added width reach 2 ft. For narrower pavements, however, widening assumes importance even on fairly flat curves. Recommended amounts of and proceres for curve widening are given in Geometric Design for Highways.B GradesThe vertical alignment of the roadway and its effect on the safe and economical operation of the motor vehicle constitute one of the most important features of road design. The vertical alignment, which consists of a series of straight lines connected by vertical parabolic or circular curves, is known as the “grade line.” When the grade line is increasing from the horizontal it is known as a “plus grade,” and when it is decreasing from the horizontal it is known as a “minus grade.” In analyzing grade and grade controls, the designer usually studies the effect of change in grade on the centerline profile.In the establishment of a grade, an ideal situation is one in which the cut is balanced against the fill without a great deal of borrow or an excess of cut to be wasted. All hauls should be downhill if possible and not too long. The grade should follow the general terrain and rise and fall in the direction of the existing drainage. In mountainous country the grade may be set to balance excavation against embankment as a clue toward least overall cost. In flat or prairie country it will be approximately parallel to the ground surface but sufficiently above it to allow surface drainage and, where necessary, to permit the wind to clear drifting snow. Where the road approaches or follows along streams, the height of the grade line may be dictated by the expected level of flood water. Under all conditions, smooth, flowing grade lines are preferable to choppy ones of many short straight sections connected with short vertical curves.Changes of grade from plus to minus should be placed in cuts, and changes from a minus grade to a plus grade should be placed in fills. This will generally give a good design, and many times it will avoid the appearance of building hills and procing depressions contrary to the general existing contours of the land. Other considerations for determining the grade line may be of more importance than the balancing of cuts and fills.Urban projects usually require a more detailed study of the controls and finer adjustment of elevations than do rural projects. It is often best to adjust the grade to meet existing conditions because of the additional expense of doing otherwise.In the analysis of grade and grade control, one of the most important considerations is the effect of grades on the operating costs of the motor vehicle. An increase in gasoline consumption and a rection in speed are apparent when grades are increase in gasoline consumption and a rection in speed is apparent when grades are increased. An economical approach would be to balance the added annual cost of grade rection against the added annual cost of vehicle operation without grade rection. An accurate solution to the problem depends on the knowledge of traffic volume and type, which can be obtained only by means of a traffic survey.While maximum grades vary a great deal in various states, AASHTO recommendations make maximum grades dependent on design speed and topography. Present practice limits grades to 5 percent of a design speed of 70 mph. For a design speed of 30 mph, maximum grades typically range from 7 to 12 percent, depending on topography.Wherever long sustained grades are used, the designer should not substantially exceed the critical length of grade without the provision of climbing lanes for slow-moving vehicles. Critical grade lengths vary from 1700 ft for a 3 percent grade to 500 ft for an 8 percent grade.Long sustained grades should be less than the maximum grade on any particular section of a highway. It is often preferred to break the long sustained uniform grade by placing steeper grades at the bottom and lightening the grade near the top of the ascent. Dips in the profile grade in which vehicles may be hidden from view should also be avoided.Maximum grade for highway is 9 percent. Standards setting minimum grades are of importance only when surface drainage is a problem as when water must be carried away in a gutter or roadside ditch. In such instances the AASHTO suggests a minimum of 0.35%.C Sight DistanceFor safe vehicle operation, highway must be designed to give drivers a sufficient distance or clear version ahead so that they can avoid unexpected obstacles and can pass slower vehicles without danger. Sight distance is the length of highway visible ahead to the driver of a vehicle. The concept of safe sight distance has two facets: “stopping” (or “no passing”) and “passing”.At times large objects may drop into a roadway and will do serious damage to a motor vehicle that strikes them. Again a car or truck may be forced to stop in the traffic lane in the path of following vehicles. In dither instance, proper design requires that such hazards become visible at distances great enough that drivers can stop before hitting them. Further more, it is unsafe to assume that one oncoming vehicle may avoid trouble by leaving the lane in which it is traveling, for this might result in loss of control or collision with another vehicle.Stopping sight distance is made up of two elements. The first is the distance traveled after the obstruction comes into view but before the driver applies his brakes. During this period of perception and reaction, the vehicle travels at its initial velocity. The second distance is consumed while the driver brakes the vehicle to a stop. The first of these two distances is dependent on the speed of the vehicle and the perception time and brake-reaction time of the operator. The second distance depends on the speed of the vehicle; the condition of brakes, times, and roadway surface; and the alignment and grade of the highway.On two-lane highways, opportunity to pass slow-moving vehicles must be provided at intervals. Otherwise capacity decreases and accidents increase as impatient drivers risk head-on collisions by passing when it is unsafe to do so. The minimum distance ahead that must be clear to permit safe passing is called the passing sight distance.In deciding whether or not to pass another vehicle, the driver must weigh the clear distance available to him against the distance required to carry out the sequence of events that make up the passing maneuver. Among the factors that will influence his decision are the degree of caution that he exercises and the accelerating ability of his vehicle. Because humans differ markedly, passing practices, which depend largely on human judgment and behavior rather than on the laws of mechanics, vary considerably among drivers. To establish design values for passing sight distances, engineers observed the passing practices of many drivers. Basic observations on which passing sight distance standards are based were made ring the period 1938-1941. Assumed operating conditions are as follows:1. The overtaken vehicle travels at a uniform speed.2. The passing vehicle has reced speed and trails the overtaken one as it enters the passing section.3. When the passing section is reached, the driver requires a short period of time to perceive the clear passing section and to react to start his maneuver.4. Passing is accomplished under what may be termed a delayed start and a hurried return in the face of opposing traffic. The passing vehicle accelerates ring the maneuver and its average speed ring occupancy of the left lane is 10 mph higher than that of the overtaken vehicle.5. When the passing vehicle returns to its lane there is a suitable clearance length between it and an oncoming vehicle in the other lane.The five distances, in sum, make up passing sight distance.

Ⅳ 公路道路桥梁专业英语翻译成中文~很多专业词汇~翻译软件不行（5）

仿真验证分析的几种类型进行了路面表面如表1中给出的。实验！验证了使用波特兰水泥砂浆试件进行了。结果在能量损失是由仿真计算了。在实验数据的情况下，基于能量守恒原理，确定了对应于摆测量能量损失。表2显示计算结果和实验结果。基于仿真结果的仔细检查发现，刘等人的简单模型。（2003）遭受的平面失真。的简单模型的不稳定也出现在动能图如图2所示。onclusious「他研究已经证明，使用模型来模拟他英国摆锤试验有限元的有效性。它的考验而不需要进行实际测试，改进的模型显示/非常好的性能相比，实验数据模型提供了一个相对简单的技术，包括EST表面聚集体的非对称布置的测试。experimentaj验证确认性财富作为模型的精度—

Ⅳ 道路与桥梁工程专业英语的高职高专教材

书名：道路与桥梁工程专业英语
层次：高职高专
配套：电子课件
ISBN：978-7-111-29777-2
作者：骆毅 熊文林 黄克海
出版社：机械工业出版社
出版日期：2010-04-20
版次：1-1
定价：￥22.0
内容简介
本书是应用型本科、高职高专院校道路与桥梁工程技术专业英语阶段教学用书，也可供相关专业教学使用，或作为相关专业继续教育及培训教材。全书由10个单元组成，每单元由3个部分构成。书后附有练习参考答案和课文参考译文。第一部分是课文和阅读材料，其中包含单词和词组，科技英语翻译的方法与技巧，练习和作业等。第二部分是建筑施工场景会话，其内容按照工程进行的顺序使会话场景一个接一个地展开。第三部分是模拟套写，包括招标通告、招标、开标和授予合同等，涉外电子邮件、传真和信函等，以及如何撰写科技论文等实用应用文。
目录
前言
Unit 1 1
Part I Text Highway Introction公路概述 1
Reading Material Highway Design Philosophy 公路设计原理 5
Part II Situational Conversations on Construction Pre-qualification资格预审 6
Part III Simulated Writing E-mail电子邮件 8
Unit 2 11
Part I Text Highway Subgrade公路路基 11
Reading Material The Road to Innovation公路革新技术 15
Part II Situational Conversations on Construction Issuing Tender Document颁发标书文件 19
Part III Simulated Writing Fax Message传真 21
Unit 3 24
Part I Text Flexible Pavement柔性路面 24
Reading Material Rigid Pavement刚性路面 31
Part II Situational Conversations on Construction
Construction Method Statement审查施工方案 34
Part III Simulated Writing Invitation for Bids招标通告 36
Unit 4 39
Part I Text Culvert涵管 39
Reading Material Drainage Design排水设计 45
Part II Situational Conversations on Construction Contract Conditions合同条款 50
Part III Simulated Writing Letter of Acceptance中标函 51
Unit 5 58
Part I Text Road Design of Plane Intersection道路平面交叉口设计 58
Reading Material Interchange互通立交 64
Part II Situational Conversations on Construction Price Negotiation价格谈判 68
Part III Simulated Writing Contract Agreement合同协议书 69
Unit 6 72
Part I Text Bridge Introction桥梁概述 72
Reading Material Preliminary Design初步设计 76
Part II Situational Conversations on Construction
Inspection of Site Temporary Facilities检查现场临时设施 78
Part III Simulated Writing Subcontract Agreement转包合同协议 80
Unit 7 84
Part I Text Choice of Foundation基础的选择 84
Reading Material Other Design Notes其他设计注意事项 89
Part II Situational Conversations on Construction
Inspection of Underground Works检查基础工程 93
Part III Simulated Writing Performance Security(Bank Guarantee)履约银行保证书 94
Unit 8 97
Part I Text Beam Bridges梁桥 97
Reading Material Concrete Beam Bridge混凝土梁桥 101
Part II Situational Conversations on Construction Safety Patrol安全巡视 105
Part III Simulated Writing
Bidding, Bid Opening and Award of Contract招标、开标和授予合同 107
Unit 9 111
Part I Text Arch Bridges拱桥 111
Reading Material La Vicaria Arch Bridge瓦拉德罗拱桥 116
Part II Situational Conversations on Construction Claims索赔 119
Part III Simulated Writing Role of Specification in Construction说明书在建筑中的作用 121
Unit 10 125
Part I Text Suspension Bridge and Cable Stayed Bridge悬索桥和斜拉桥 125
Reading Material Construction Sequence of Suspension Bridge悬索桥施工顺序 130
Part II Situational Conversations on Construction Completion Certificates完工证明 133
Part III Simulated Writing How to Write a Scientific Paper如何撰写科学论文 134
练习参考答案 141
参考译文 159
参考文献 194

Ⅵ 李嘉主编的第三版土木工程专业英语的翻译。

一、土木工程专业英语翻译：civil engineers

二、专业英语（土木工程专业）（第3版）主要内容：
第一部分为土木工程专业基础知识，涉及力学、建筑材料、测量、工程合同、招投标等方面内容；
第二部分为现代道路及交通工程专业知识；
第三部分为桥梁工程方面内容，所选课文和阅读材料均取自近期英文原版书刊，内容基本覆盖了道路、桥梁与交通工程设计、施工、管理各环节的常用专业词汇及新成就、新技术；
第四部分为翻译方法与技巧，通过大量例句，阐述科技英语翻译的基本原则、特点和实用的翻译技巧；
第五部分介绍英文摘要和致谢词写作的基本知识。

Ⅶ 道路桥梁专业英语翻译 帮忙啊 各位大虾。。。（急）。。。

Soft-ground隧道掘进高线驱动的全部或大部分是通过柔软的材料。在很松软的地面,很少或根本没有爆破是必要的,因为这个材料容易挖掘。
起初,forepoling是唯一的方法,为建设隧道通过地面很软很重的厚木板.Forepoles大约5英尺(1.5米)长,加剧了一点。他们被注入到顶部单杠的支撑的面部隧道。当时的forepoles赶进了地面的脸和外表的心理倾向。毕竟屋顶极点被他们的大约一半的长度,木材被横穿他们结束针对任何紧张暴露在外面的结束。由此提供了foreples隧道支护的一种扩展,脸部延长下面去。当两端的forepoles达成的协议,支持,加入了新的理性化和forepoles被赶进了地面下前进的隧道。
使用压缩空气简化工作在松软的地面。建立了一种防范,通过这个人和设备通过了,和充足的空气压力维持在隧道举办地面公司面临的理性化开挖过程直到第一座架设或另外的支持。

Ⅷ 道路桥梁专业英语翻译 谢谢谢谢 帮帮忙啊（急）。。。

硬岩隧道。短隧道通过硬摇滚驱动入口,但只有从长标题通常是驱动也从一个或多个中间轴心。已经建了一些长隧道与援助的一个小飞行员隧道驱动平行于主要隧道,跟它相连的crosscuts间隔的时间。飞行员不仅提供附加分隧道的访问,也是一种路线为消除粪和通风管道和排水线。

另一种方法是heading-and-bench系统,以前用于大多数的大型隧道,因为它需要允许少量的粉末及同步钻井等特点的挖出物料(去除),上部的隧道是驱动下部的前面称为a分开的机组人员在板凳上,而可以在较低的部份优胜劣汰的隧道而上部正在操练。

改进方法和机械掘进中,正面攻击的方法,以前只用于小型隧道、进常用在建造大型的部分。这变化所带来的巨无霸,一种可移动平台,众多的凿岩安装。通过这种装置,有很大一部分隧道的脸可以钻在同一时间,正面方法成为最常见、最快的方式,开一条隧道。

Ⅸ 道路桥梁专业英语翻译 帮忙啊。。。（急啊）

在普通方向为隧道已经被确定,下一个步骤是一个地质调查的网站和一系列的一些钻孔可获得特定的信息所通过的隧道上覆岩层的可以通过。长度和断面隧道一般是由那些事情原本的使用,但是它的形状必须设计成提供最好的抵抗内部和外部力量。通常,一个圆形的或近圆形的被选中。

在非常坚硬的岩石,开挖通常花了凿岩爆破。在软岩石,一个tunnel-boring medium-hard机器通常禁赛的挖掘工作。在软土地基、开挖通常是挖洞或提前完成一个盾牌,轻轻地捏软物质进入隧道。在所有情况下,出土的岩石或地球,称为粪,收集和传播出去的隧道。在水下隧道,一个盾牌是用来发展工作。另一种方法,建立了一种水下隧道是沉管状部分挖一条沟河的底部或身体的其他的水

Ⅹ 《道路与桥梁工程专业英语》翻译

Professional English for Road and Bridge Engineering.